ROBIN - Lawn Mower Parts · 2009-07-29 · robin america, inc. robin to wisconsin robin engine...
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Transcript of ROBIN - Lawn Mower Parts · 2009-07-29 · robin america, inc. robin to wisconsin robin engine...
ROBIN AMERICA, INC. ROBIN TO WISCONSIN ROBIN
ENGINE MODEL CROSS REFERENCE LIST
ROBIN
EY08 EY15 EY 15V EY20 EY2OV EY23 EY28 EY3 5 EY40 - EY45V EY2 1 EY44 EY 18-3 EY25 EY27
EH11 EH12 EH15 EH17 EH21 EH25 EH30 EH30V EH34 EH34V EH43V
EC13V
DY23 DY27 DY30 DY3 5 DY4 1
WISCONSIN ROBIN
SIDE VALVE
W 1-080 W1-145 W1-145V W1-185 W1-185V W1-230 W 1-280 W 1-340 W 1-390 Wl-45OV EY21W EY44W EY18-3W EY25W EY27W
OVERHEAD VALVE
WO1-115 wo1-120 WO1-150 WO1-170 wo1-210 WOl-250 WO 1-300 WO1-300V WO1-340 WO 1 -340V WO 1-43 OV
TWO CYCLE
WT1-125V
DIESEL
WRD 1-230 WRD 1-270 -1-300 WRD1-350 WRD1-410
0
0
0
CONTENTS
Section Title Page
1 . SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 . PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-1 Maximum Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 -2 Continuous Rated Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 - 3 Maximum Torque and Fuel Consumption Ratio a t Maximum Output . . . . . . . . 2
3 . FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4 . GENERAL DESCRIPTION of ENGINE CONSTRUCTION . . . . . . . . . . . . . . . . . . . 4
4 -1 4 -2 4 -3 4-4 4 - 5 4 - 6 4-7 4 - 8 4 - 9 4-10 4-1 1 4-12 4-13 4-14
Cylinder. Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Main Bearing Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Connecting Rod and Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Valve Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Sectional View of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5 . DISASSEMBLY and REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5- 1 Preparation and Suggestion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 5-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 5-3 How To Disassemble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 5-4 How To Reassemble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6 . MAGNETO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
6-1 Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 6 - 2 Magneto Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
7 . GOVERNOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
8 . CARBURETOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
8-1 Operation and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 8-2 Disassembly and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Section Title Page
9 . BREAK-IN OPERATION Of REASSEMBLED ENGINE . . . . . . . . . . . . . . . . . . . . . 28
10 . ROBIN SOLID STATE IGNITION ENGINE (U.T.C.I.) . . . . . . . . . . . . . . . . . . . . . 29
10-1 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 10-2 Basic Principle of U.T.C. I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
I1 . ROBIN OIL SENSOR SYSTEM (FLOAT SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . 30
1 1 - 1 Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 1 1 -2 Basic Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 1 1 -3 Checking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 1 1 -4 Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 11-5 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
12 . TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
12- 1 Starting Difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 12-2 Engine Misfires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
12-4 Engine Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 12-3 Enginestops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
12-5 Engine Knocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 12-6 Engine Backfires through Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
13 . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
13-1 Installing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 13-2 Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 13-3 Exhaust Gas Discharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 13-4 Power Transmission to Driven Machines . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 13-5 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
14 . CHECKS and CORRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
15 . TABLE of CORRECTION STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
16 . MAINTENANCE and STORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
16-1 Daily Checks and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 16-2 Every 20 Hours Checks and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 45 16-3 Every 50 Hours (IO days) Checks and Maintenance . . . . . . . . . . . . . . . . . . . . 45 16-4 Every 100 . 200 Hours (Monthly) Checks and Maintenance . . . . . . . . . . . . . . 45 16-5 Every 500 . 600 Hours (Semiannual) Checks and Maintenance . . . . . . . . . . . . 46 16-6 Every 1000 Hours (Yearly) Checks and Maintenance . . . . . . . . . . . . . . . . . . . 46 16-7 Preparation for Long Abeyance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
1. SPEC1 FICATIOMS
Model EY08BN EY08D
Air-Cooled, 4-Cycle, Vertical, Single Cylinder Gasoline Engine
Bore x Stroke (in)
77.6 cc (4.74 cu. in) Piston Displacement (cu. in)
51 mm 'x 38 mm (2.01" x 1.50")
Compression Ratio 6.5
Continuous Rated Output (HP/rpm) 1.0/3000 1.4/3600
1 .O? 1 500 1.4/1800
Max. Output (HP/rpm)
0.72/1600 0.36/3200 Max. Torque (kg-m/rpm)
2.0/2 1 00 2.0/4200
Direction of Rotation 1 Counterclockwise Facing to P.T.O. Shaft Clockwise Facing to P.T.O. Shaft
Cooling System I Forced Air Cooling ~
Lubrication Splashing Type
Lubricant Automobile Oil Class SC ~~
Carburetor Horizontal Draft, Float Type ~~
Fuel
320 at continuous rated output operation Fuel Consumption Ratio (gr/Hp-h)
Non-leaded Automobile Gasoline
Fuel Feed I Gravity Type
Fuel Tank Capacity I Approx. 1.5 liter (0.40 U.S. gal.)
Reduction Ratio I - 1 /2
Speed Governor
8.5 kg (18.7 Ibs.) 8 kg (17.6 Ibs.) Dry Weight (Ibs.)
Recoil Starter Starting System
- Lighting Capacity (V-W)
NGK-BM4A (S.T.D.) Spark Plug
Flywheel Magneto Type (Solid State Ignition) Ignition System
Centrifugal Flyweight Type
Length (in)
326 mm (12.83") Height (in)
264 mm (10.39") Width (in) Dimensions
252 mrn (9.92")
- 1 -
2. PERFORMANCE
2-1 MAXIMUM OUTPUT
The maximum output of an engine is such standard power as developed by the engine, after its initial break-in period with all the moving parts properly worn in, when operating with a fully open throttle valve, Therefore, a new engine may not develop the maximum output in the beginning because the moving parts are not in a properly worn-in condition.
2-2 CONTINUOUS RATED OUTPUT
The continuous rated output of an engine is such power as developed by that engine when running continu- ously at an optimum speed, and most favorable from the viewpoint of engine life and fuel consumption ratio, with the governor in operation. It is suggested, therefore, that when designing a driving system for any mech- anism, with this engine as prime mover, the continuous power requirement of that mechanism be kept below the continuous rated output specified.
2-3 MAXIMUM TORQUE and FUEL CONSUMPTION RATIO a t MAXIMUM OUTPUT
These mean the maximum torque of the output shaft and fuel consumption ratio at the maxiumum output of an engine.
HP L W
0 a 3 ’
L 0 I
PERFORMANCE CURVE MODEL EY08D
( ) for BN type 0.45
0.40
0.35
0.30 2.5
2.0
1.5
1 .o
0.5
2000 3000 4000 (1 000) (1 500) (2000)
Revolution - r.p.m.
(0.9) kg-rn
- 2 -
3. FEATURES 1. Compact, lightweight, durable, powerful 4cycle air cooled engine embodying ingenious design techniques
and skilful workmanship.
2. Simple construction, smart appearance, maximum easiness of start owing to automatic decompression device
3 . Pointless Solid State ignition system is newldy adopted for preventing poor igniting.
4. Reliable prime mover for varietyof purposes with smooth speed controlrby a governor under varying load conditions.
5. Economical because fuel consumption is very low
- 3 -
4. GENERAL DESCRIPTION of ENGINE CONSTRUCTION
4-1 CYLINDER, CRANKCASE
The cylinder and crankcase are single piece alumi- num die casting. The cylinder liner, made of special cast iron, is built into the alminum casting. The in- take and exhaust ports are located on one side of the cylinder, and are also inserted into the casting. The crankcase is separable on the output shaft side, where the main bearing cover is attached to it. (See Fig. 1 .)
Fig. 1
4-2 MAIN BEARING COVER
The main bearing cover made of aluminum die casting is built onto the output shaft side of the crankcase so that the inside of the engine can readily be checked by simply removing the cover. It is provided with a flange and boss for directly mounting machines, such as generators and pumps. Two oil gauges also serving as oil filler caps can be mounted. (See Fig. 2 and Fig. 3 . )
Oi I
Ring for Centering
!ID Oil Gauge
Fig. 2
4-3 CRANKSHAFT
The crankshaft is forged of carbon steel, and the crankpin is induction-hardened. It has a crank gear pressure-fitted on the output end. (See Fig. 4.)
Fig. 3 ~~
Induction Hardening (Portion of Crankpin)
\
Crank Gear (Pressure-fit)
Fig. 4
-4-
The connecting rod is made of aluminum die casting, which itself serves as bearings at both the large and small ends. The large end cap and the oil scraper are moulded in a unit for splashing the lubricating oil. The piston is cast of aluminum alloy, and has grooves for receiving two compression rings and one oil ring. (See Fig. 5.)
4-4 CONNECTING ROD and PISTON
4-5 CAMSHAFT
In the EY08D engine, the camshaft is integrally built with a cam gear of special cast iron, and has intake and exhaust cams. Also the camshaft has aluminum plain bearings attached to both ends. (No ball bear- ing is used.) (See Fig. 6. ) In the EY08BN engine, the camshaft is forged of car- bon steel and is provided with a force-fit cam gear. @ It serves also as the driving shaft, being driven at half the crankshaft speed, and a ball bearing is used at the P.T.O. shaft side.
4-6 VALVE ARRANGEMENT
The intake valve is located upstream of the cooling air with the result that the carburetor is intensively cooled. (See Fig. 7.)
Top Ring
Second Ring
Oil Ring
Connecting Rod
Oil Scraper
\I L Fig. 5
: Fig. 6
Direction of Cooling Wind
Fig. 7
- 5 -
4-7 CYLINDER HEAD
The cylinder head is an aluminum die casting, and forms a Ricardo type combustion chamber with ample area for high combustion efficiency. (See Fig. 8.)
4-8 GOVERNOR
The governor is a centrifugal flyweight type which permits constant operation- at the selected speed against load variations. Govrnor gear is installed on the bearing cover without fail, and it engages with the cam gear after reassembling. (See Fig. 9.)
I
Fig. 8
Main Be
!mor Sleeve
Spacer Q -
Governor Gear Complete
Fig. 9
4-9 COOLING
The cooling fan serving also as a flywheel cools the cylinder and the cylinder head by forced air cooling. Cyl- inder baffles and head cover are provided for guiding the cooling air.
4-10 LUBRICATION
The rotating and sliding parts are being lubricated by scooping and splashing the oil in the crankcase with the oil scraper. (See Fig. 10.)
Fig. 10
- 6 -
4-11 IGNITION
The ignition system is a flywheel magneto type with ignition timing set at 25" before TDC. The magneto is composed of a flywheel and ignition coil. The fly- wheel serving also as a fan is mounted directly on the crankshaft, and the ignition coil in the crankcase. (For further details, refer to Section on the Mag- neto.) (See Fig. 1 1 .)
4-12 CARBURETOR
A horizontal draft carburetor is employed. It has been carefully set after thorough tests to assure satis- factory start up, acceleration, fuel consumption, out- put performance, etc. For construction and order details, refer to the Sec- tion on Carburetor Construction, Disassembly and @ Reassembly. (See Fig. 12.)
4-13 AIR CLEANER
The air cleaner of the standard t y :ngine is an 0 b- long type using a sponge element. (A cyclone type semi-wet double element air cleaner is optionally available.) (See Fig. 13.)
I Ignition Coil
Fig. 1 1
Fig. 12
Air Cieaner for Standard Type
Cyclone Type (Option)
Fig. 13
- 7 -
4-14 SECTIONAL VIEW of ENGINE
MODEL EY08D
- 8 -
Stop Button
Connecting Rod
Crankcase
MODEL EY08D
Air Cleaner
Carburetor
Intake and Exhaust Valve
Tappet
Camshaft
Governor Shaft
-9-
5. DISASSEMBLY and REASSEMBLY 5-1 PREPARATIONS and SUGGESTIONS
1) When disassembling the engine, remember well the locations of individual parts so that they can be reas- sembed correctly. If you are uncertain of identifying some parts, it is suggested that tags be attached to them.
2) Have boxes ready to keep disassembed parts by group. 3) To prevent missing and misplacing, temporarily assemble each group of disassembed parts. 4) Carefully handle disassembed parts, and clean them with washing oil. 5) Use the correct tools in the correct way.
5-2 SPECIAL TOOLS
For your reference, the following shows special tools of Robin Engine for Disassembly, Measuring and Inspec- tion Instruments.
Part No.
2099500407
2309500107
2079500307
2309500207
2059500107
Tool
Flywheel Puller (with bolt)
Valve Spring Retainer
Valve Guide Puller
Use
For pulling off Flywheel
For mounting and dismounting Valve Spring Retainer and Retainer Lock
For pulling off Valve guide
Applicalbe Model
EY08
EY10, 13, 14
EY 15,18, 20
EY23, 25, 27,
EY33
EY35,40,44
EC05.07, 10
EC17,25.37
EY08
EY10,13, 14
EY 15, 18,20
EY23
EY25.27, 33
EY35,40,44
EY08
EY10
EY13, 14
Shape
-10 -
Part No.
2069500107
2279500107
207 95001 07
“20248
Tool
Valve Guide Puller
Timing Tester
Use
For pulling off Valve guide
For adjusting timing
Applicalbe Model
EY18.23
EY 15,ZO
EY25, 27
EY10, 13, 14
EY 15, 18 ,20
EY25,27,33
EY35,40,44
EC03,04,05
EC07,10, 17
EC25,37
Shape
- 11 -
5-3 HOW TO DISASSEMBLE
*Length of the bolt indicates the length from the bolt head bottom surface to the threaded end.
Order
5
I tern
Fuel tank
Recoil starter
Tank bracket Head cover Fan cover
Muffler cover Muffler
Air cleaner
Procedures
( 1 ) Close the fuel cock. (2) Disconnect the fuel pipe between the fuel
strainer and carburetor at the carburetor side.
(3) Remove the fuel tank from the tank bracket. M6 x 14 mm bolt : 3 pcs.
(1) Remove the recoil starter. M6 x 8 mm bolt : 3 pcs.
(1) Remove the tank bracket, the head cover, and the fan cover from the crankcase and the cylinder head.
M6 x 10 rnm bolt : 2 pcs. M6 x 12 bolt : 1 pce. M6 nut : 2 pcs.
(1) Remove the muffler cover 1 from the muffler.
M6 x 8 mm bolt : 2 pcs. (2) Remove the muffler from the cylinder
portion of the crankcase. M6 x 28 mrn bolt : 1 pce. M6 x 50 mm bolt : 1 pce.
(1) Remove the air cleaner cover and the
(2) Remove the air cleaner case from the element.
carburetor. M6 nut : 2 pcs.
(3) Disconnect the breather pipe.
Remarks
Sems bolt
Fastened together Remove the primary wire of the stop but- ton.
Air cleaner is fasten- ed together with the carburetor.
Governor Lever
Governor Spring
Lock Bolt
{--) ,Governor Rod Spring
Governor Rod
Lever
L ' High Speed Set Screw
Governor Shaft
Fig. 14
Tool
10 mm box spanner
I O mm box spanner
10 m box spanner Ir 10 mm spanner
10 mm box spanner x 10 mm spanner
10 mm box spanner
- 12 -
Order Itern Procedures I Remarks I Too I
6 Governor lever and the relative parts Carburetor
Starting pulley
Flywheel
(1) Remove the governor Iever from the gover-
M6 x 25 mm bolt : 1 pce. nor shaft.
(2) Remove the governor rod and rod spring
(3) Remove the carburetor from the from the carburetor.
cylinder portion of the crankcase.
Just loosen the bolt, unnecessary to take out the bolt.
10 mm box spanner or 10 mm spanner
(1) Remove the starting pulley from the fly- Be careful not to wheel. damage the blades of
M12 nut : 1 pce. the flywheel with a Fit a box or socket wrench over the fly- wheel nut, and strike it hard with a ham-
driver and a like.
wise with a hammer. mer to remove the nut and spring washer. Strlke counterclock-
(See Fig. 15)
17 mm box spanner or socket wrench
(1) Remove the flywheel from the crankshaft. Fit the flywheel puller as shown in Fig. 16, turn the center bolt clock- wise and pull out the flywheel.
Fig. 15 Fig. 16
Order I tern Procedures ~ ~~~~~~~~~~~ ~ ~~
9 (1) Remove the plug terminal from the spark Ignition coil plug and remove the ignition coil from the crankcase. M6 x 25 mm bolt : 2 pcs.
10 (1) Remove the spark plug from the cylinder Spark plug he ad
Remarks
Sems bolt 7 10 mm box spanner
I 19 mm box spanner
- 13 -
Order I Item
11 Cylinder head
I
l 2 I Intake and exhaust valve
13 I Main bearing cover
Procedures
(1) Remove the M6 bolts and remove the cylin-
M6 x 32 mm bolt : 5 pcs. M6 x 40 mm bolt : 2 pcs.
(2 ) Remove the cylinder head gasket from the
der head from the crankcase
crankcase.
(1) Remove the inner and outer tappet covers
M6 x 12 mm bolt : 2 pcs. from the crankcase.
(2 ) Pull out the intake and exhaust valve. (3) Remove the valve spring and the valve
spring retainer.
(1) From the crankcase remove the bolt fasten-
M6 x 25 mm bolt : 6 pcs. (2) Remove the cover, lightly tapping the cover
ing the main bearing cover.
evenly with a plastic hammer.
\ ( - ) Driver
\
Fig. 17
Remarks
M6 x 40 mm bolt is special bolt.
Put the notch on the outer circumference of the spring retainer on this side. Hook the medium size (-) driver at the dent (lower side) of the spring retainer and pull out the valves, while pulling the spring retainer toward you. (See Fig. 17.)
Sems bolt
Be careful not to damage the oil seal. (See Fig. 18.)
Tool
10 mm box spanner
The front is this sidf (-) driver
10 mm box spanner
Main/Bearing Cover
I Plastic Hammer
Fig. 18
- 14 -
Procedures I Remarks I Too I
(1) Remove the camshaft from the crankcase. To prevent the tap- pets from falling or damaging, place the crankcase on the side. (See Fig. 19 .)
15 Tappet
~~~ ~~~~ ~~~ ~~ I (1) Remove the tappets from the crankcase. Before removing put a mark of intake or exhaust on each tappet.
Order
16
17
18
I tern
Connecting rod and piston
Piston and piston pin
Crankshaft
Camshaft
Procedures
(1) Scrape off carbon and other foreign deposits from the upper parts of the cylinder and piston, and then straighten out the bent tabs of the lock washers on the connect- ing rod, and remove two pieces of the bolt.
(2) Remove the lock washer and the connecting rod cap from the crankshaft.
(3) Turn the crankshaft until the piston is raised up to the hghest position, push the connect- ing rod up, and remove the piston out of the top of the cylinder.
(1) Remove the two clips, pull out the piston pin, and take the piston off from the small end of the connecting rod.
(2) Spread the open ends of the piston rings and remove them from the piston.
(1) Remove the woodruff key (for the mag- neto).
(2) Lightly hammer the magneto end of the crankshaft, and pull it out of the crank- case.
- 15 -
Remarks I Tool
8 mm box spanner or 8 mm spanner
Pay attention to the direction of the con- necting rod cap.
Be careful not to damage the inside of the small end of the connecting rod. Be careful not to break the rings by spreading too much.
Be careful not to damage the oil seal.
5-4 HOW TO REASSEMBLE
.Precaution in reassembling
Every and each part should be cleaned thoroughly. Especially, pay utmost care and attention to the clean- liness of the piston, cylinder, crankshaft, connecting rod and bearings. Scrape completely off carbons from the cylinder head and the upper part of the piston; especially the carbon adhered in the groove of the piston ring should be carefully and completely taken out. Carefully check the lip portion of every oil seal. If faulty one is found, replace it without any hesitation. Apply enough oil to the lip portion of the oil seal when reassembling. Replace all the gaskets with new ones. Replace the key, pin, bolt, nuts, etc. with new one, if necessary. Whenever tightening torque is specified, conform to the specified figures. Apply oil to the revolutionary parts and friction surfaces, when reassembling. Check and adjust the clearances of various portions and then reassemble. When some main portions are assembled in the course of reassembling, turn or move the gadgets by hand and pay attention to the frictional noise and resistance.
*Sequence and precautions in reassembling
5-4-1 GOVERNOR SHAFT
1) Insert the governor shaft into the crankcase. 2) Place the clips on the governor shaft.
5-4-2 CRANKSHAFT
1) Inser the crankshaft into the crankcase as shown
. Note: Be careful not to damage the oil seal lip. in Fig. 20.
2) Put woodruff key (for magneto) in place.
Shaft
Fig. 20
- 1 6 -
3) Dimensions of Crankshaft Pin
D (Crankshaft Pin Dia.) 20 dia. -0.037 - 0.050
W (Crankshaft Pin Width)
PISTON TO CYLINDER AT PISTON SKIRT THRUST FACE
I
PISTON RING GAP tx"--+ TOP, SECOND
0.008L - 0.047L
0.2 L - 0.4L 0.05L - 0.25L (Cutter Ring)
PISTON RING CLEARANCE IN GROOVES i TOP RING
SECOND RING OIL RING
CONNECTING ROD TO CRANK PIN DIA
0.09OL -0.135L 0.060L - 0.105L 0.01OL - 0.065L (Cutter Ring)
0.037L - 0.063L 0.1 L - 0.7L
CONNECTING ROD TO PISTON PIN
PISTON PIN TO PISTON
0.010L - 0.029L
0.009T - 0.01OL
L: LOOSE Fig. 21
- 17-
T: TIGHT
5-4-3 PISTON and PISTON RING
1) If no ring expander is available, install the rings by placing the open ring ends over the first land of the piston and spreading the rings only far enough to slip them over the correct ring grooves. Note: Pay attention not to break the rings by twisting. Install the oil ring first followed by the second
ring and then top ring. Meantime, the surfaces of the second ring and the top ring with carved carved marks are to be faced up.
Note: When replacing the piston rings with new ones, install the rings for replacement as shown in Fig. 22.
n
I @ STD I Replacement Parts I Top Ring Taper I I Taper
Second Ring Taper Undercut Q l Oil Ring Cutter Ring
Assembly type a Fig. 22
2) Reassemble the piston and the connecting rod by means of the piston pin. Note: Apply enough oil to the small top end o f
the connecting rod. Be sure to place the clips on both ends o f the piston pin.
3) When installing the connecting rod into place, hold piston rings with the ring guide as shown in Fig. 24 (if no ring guide is available, keep press- ing the piston rings with finger tips and gently strike the top of the piston with a wooden piece or the like to push it in), and check that the sym- bol @ or mark MA on the connecting rod is i the direction of the flywheel magneto. Note: Apply enough oil to the piston rings, con-
necting rod plain bearings and cylinder wall before reassembling.
Note: The open ends of the piston rings must be 90" apart from one another on the piston periphery.
Note: The clearance between the piston and cyl- inder must be measured a t the piston skirt thrust surface.
Fig. 23
Crank Case (Magneto Side)
Fig, 24
- 18 -
5-4-4 CONNECTING ROD
# 1) Turn the crankshaft to the bottom dead center, lightly hammer the piston head until the con- necting rod contacts the crankpin, and assemble.
2) When reassembling the connecting rod cap, set it so that the oil scraper is in the right.bottom. (See Fig. 25.) Note: Use new lock washers, and bend the tabs
Note: After reassembly, confirm that the con-
Note: Connecting rod cap tightening torque:
Note: For the piston, piston ring and- rod clear-
securely,
necting rod moves lightly.
60 - 80 kg-cm
ance, see Fig. 2 1.
5-4-5 TAPPET and CAMSHAFT
Insert the tappets back into their holes first, and then mount the camshaft. Note: Align the timing mark at the root o f a tooth
of the cam gear with the one on the crank gear. If the valve timing is wrong, the engine cannot operate properly or at all. (See Fig. 26. )
Note: If the intake tappet and exhaust tappet were assembled contrarily each other, the tappet clearance cannot be kept correctly.
Fig. 25
Fig. 26
- 19 -
5-4-6 MAIN BEARING COVER
Install the main bearing cover to the.crankcase. Note: As the'governor gear is mounted on the main
bearing cover side, install the main bearing cover while checking that it meshes with the teeth of the cam gear. (See Fig. 27.) Meantime, if the oil seal need be replaced, pressure-fit a new oil seal before installing the main bearing cover.
Note: When installing main bearing cover, apply oil to the bearing and oil seal lip. Fit the oil seal guide over the crankshaft or camshaft to pro- tect the oil seal lip from damage. Then place the main bearing cover on. Check the crankshaft if i ts side clearance is 0 - 0.2 mm; and if not, adjust it with the ad- justing shim. (See Fig. 28,)
Note: In the BN type, adjust the side clearance o f the cam shaft with the adjust shim so that it is from 0 to 0.2 mm.
Note: Main bearing cover tightening torque:
Note: Fig. 29 shows one of the methods measuring the crankshaft side clearance between the machined face of the crankcase and adjusting collar. As a paper packing is used on the ma- chined face of the crankcase, adjust the clear- ance by taking this thickness of0.22 mm into account. (See Fig. 29.)
80 - 100 kg-cm
-1
Pay attention to the engagement of the governor ear and cam gear.
I t
Fig. 27
Fig. 28
1 (*-* Dial Indicator
Ground Surface of
(The surface of the crankcase is to be put together with the sur- face of the main bearing cover.)
Fig. 29
- 20 -
5 -4-7 INTAKE and EXHAUST VALVES
Remove carbon and gum deposite from the valves, valve seats, intake and exhaust ports and valve guides, Note: If the valve face is dinted or warped, replace the valves with new ones. Note: If there is an excessive clearance between the valve guide and valve stem, replace the valve guide with a
spare. For replacing, pull out the valve guide, using the valve guide pulling base and bolts as shown in Fig. 30, and pressure-fit a new valve guide into place.
Valve Face
% Spring Retainer Fig. 30 VALVE and VALVE GUIDE CLEARANCE
I A-VALVE FACE ANGLE I 4 5" I I B- SEAT ANGLE I 45" I
C-GUIDE INSIDE DIA. 5.5 dia. +0.018 0
I MAXIMUM ALLOWABLE 0.056L - 0.092 L EXHAUST CLEARANCE BETWEEN C and D 0.020L - 0.050L INTAKE
L: LOOSE
Fig. 31
- 27 -
5-4-8 TAPPET ADJUSTMENT
Lower the tappet all the way down, push the valve, and insert a thickness gauge between the valve and tap- pet stem to measure the clearance. (See Fig. 32.) Note: The correct tappet clearance for both intake and exhaust valves is 0.1 mm k0.02 mm as measured
when the engine is cold.
Thickness Gauge
Fig. 32
I Valve
Valve Spring
Valve Spring Retainer
f ig. 33
- Note: I f the clearance is smaller than specified, slightly grind the top of the valve stem, and measure it again. On the contrary, if the clearance is too large, replace the valve with new one, and polish i ts contact surface with a compound to obtain a good fit. Then adjust the clearance.
Note: After the tappet clearance adjustment, install the valve springs and the valve spring retainers, and turn the crankshaft, and measure the tappet clearance once again i f it is correct.
n
Note: INSTAL LA TION o f SPRING RETAINERS Place the notch on the outer circumference of the retainer toward this side and insert the re- tainer, like pushing in, using a special tool. lf a driver is used, insertion may be easier.
Front should be this side.
5-4-9 CYLINDER HEAD
\-I Driver
‘ \
Valve Spl l Retainer
k g
Fig. 34
Remove carbon from the cylinder head, particularly its combustion chamber, and make clean the cooling fins. Also check the head for distortion. Note: Replace the cylinder head gasket with a new one. Note: Cylinder head tightening torque: 90 - 110 kg-cm
/”-.
- 22 -
5-4-10 SPARK PLUG
Tightening torque of the spark plug: 230 - 250 kg-cm. Note: If the spark plug is new, tighten the spark plug at 120 - 150 kg-cm torque.
5-4- 11 IGNITION COIL, FLYWHEEL and STARTER PULLEY
1) Temporarily fasten the ignition coil to the crankcase, and install the flywheel to the crankshaft. Starting pulley is fastened together with the flywheel. Note: Before installing, wipe out oil from the crankshaft and the tapered portion of the flywheel. Note: Before installing the starting pulley, check if the woodruff key is correctly inserted. Note: Flywheel tightening torque: 450 - 500 kg-cm.
2) After measuring the air gap between the ignition coil and flywheel, retighten the ignition coil. (See Fig. 35.) Air gap: 0.3 - 0.5 mm
I
Fig. 35
5 -4- 12 CARBURETOR
To the cylinder portion of the crankcase install in the order of the gasket, insulator, gasket and carburetor, and then mount the air cleaner case and fasten with two pieces of M6 nut.
5 -4- 13 GOVERNOR LEVER
When reassemblying, refer to the 7. GOVERNOR ADJUSTMENT.
5-4-14 MUFFLER and MUFFLER COVER
Install the muffler cover 2 to the muffler and fasten the muffler to the crankcase and then install the muf- fler cover 1. Note: Muffler tightening torque: 100 - 720 kg-cm Note: Clamp the muffler and tighten the bolts after the engine has been fully cooled.
5-4-15 HEAD COVER, FUEL TANK, FUEL TANK BRACKET and FAN COVER
Install in the order of the head cover, fan cover, fuel tank bracket and fuel tank. Note: Install the grommet o f the ignition coil to the head cover before installing the fan cover.
- 5-4- 16 RECOIL STARTER
- With 3 pieces of M6 x 8 mm bolt fasten the recoild starter. Note: It is feared that the bolt longer than 8 mm may damage the blade.
- 23 -
6. MAGNETO
6-1 MAGNETO
The spark for ignition is furnished by the magneto assembly. The magneto consists of the flywheel and the ignition coil of which flywheel is mounted on crankshaft and ignition coil is mounted in crankcase directly.
6-2 MAGNETO TROUBLE SHOOTING
When the engine does not start or starts with difficulty, or when its operation is unstable, the following tests will clarify if they are caused by a defect in the magneto. 1) Check ignition cable for possible corrosion, broken, worm insulator or lose connection. 2) Check the sparking as described later in this section. 3) If no spark takes place, replace ignition coil.
*SPARK TESTING Remove the spark plug from the cylinder head and place it on the cylinder head, with the ignition cable connected to it. Crank the engine several times b y recoil starter and observe the spark in the spark gap of spark plug. If the spark is strong, the ignition system can be eliminated as the source of trouble. (Remove the primary wire from the connector.) If the spark is weak or there is no spark at all, repeat the checks. The correct electrode gap is 0.6 - 0.7 mm. (Refer to section “14. CHECKS and CORRECTIONS.”)
Flywheel
I
Fig. 36
/-
/“
- 24 -
7. GOVERNOR ADJUSTMENT Model EY08 emploies a centrifugal flyweight type governor. The governor is mounted on the govenor gear
nor in order to maintain constant engine speed against load variations. The adjustment procedure of the governor is as follows (See Figs. 37 - 39.): 1) Connect the carburetor throttle lever to the governor lever with the governor rod and the rod spring and
2) Install the speed control lever to the crankcase. 3) Connect the governor lever to the control lever with the governor spring.
- and the throttle valve of the carburetor is automatically regulated by a lever which is connected to the gover-
mount the governor lever onto the governor shaft.
Governor Lever
Governor Rod
Governor Spring
Governor Shaft
Fig. 37
b 4) Turn the control lever towards high speed, and confirm that the carburetor throttle valve is fully opened. Control lever can stay wherever it is required.
*Position to hang the governor spring The standard position is 2-A. But, in case of a 50Hz generator, the governor should be hung at 3-B .
5 ) With a screwdriver in the groove of the governor shaft, turn it “clockwise” fully until the gover- nor shaft no longer moves, and then look the governor lever to the governor shaft with the governor lever tightening bolt. (See Fig. 39.)
An example of the governor spring being hooked.
Fig. 38
Governor Lever
Fig. 39
- 25 -
8. CARBURETOR /-
8-1 OPERATION and CONSTRUCTION (See Fig. 40.)
8- 1 - 1 FLOAT SYSTEM
The float chamber is located just below the carburetor body and, with a float and a needle valve, maintains a constant fuel level during engine operation. The fuel flows from the fuel tank into the float chamber through the needle valve. When the fuel rises to a specific level, the float rises; and when its buoyancy and fuel pressure are balanced, the needle valve close to the shut off the fuel, thereby keeping the fuel at the reference level.
Pilot Jet, ,,"--Pilot Air Jet r Pilot Jet
Main Air Jet
/- Needle Valve
Float -
f ig . 40
- 26 -
8-1 -2 PILOT SYSTEM
The pilot system feeds the fuel to the engine during idling and low-speed operation. The fuel is fed through the main jet to the pilot jet, where it is metered, and mixed with the air metered by the pilot air jet. The fuel-air mixture is fed .to the engine through the pilot outlet and the by-pass. During engine idling, the fuel is mainly fed from the pilot outlet.
8- 1-3 MAIN SYSTEM
The main system feeds the fuel to the engine during medium- and high-speed operation. The fuel is metered by the main jet and fed to the main nozzle. The air metered by the main air jet is mixed with the fuel through the bleed holes in the main nozzle, and the mixture is atomized out of the main bore. It is mixed again with the air taken through the air cleaner into an optimum fuel-air mixture, which is supplied to the engine.
8- 1 -4 CHOKE
The choke is used for easy start in the cold season. When the recoil starter is pulled with a closed choke, the negative pressure applied to the main nozzle increases and draws much fuel accordingly; thus easily start up the engine.
8-2 DISASSEMBLY and REASSEMBLY
Apart from mechanical failures, most of carburetor troubles are caused by an incorrect mixing ratio, which may arise mainly due to a clogged up air or fuel passage in jets, or fuel level variations. In order to assure proper flow of air and fuel, the carburetor must be kept clean at all times. The carburetor disassembly and reassembly procedures are as follows: (See Fig. 41 .) 18
8-2- 1 THROTTLE SYSTEM
1) Remove the Philips screw (1 8) and throttle valve
2) The spirng (21) can be taken out by removing
*Exercise care not to damage throttle valve ends.
(19), and pull out the throttle shaft (20).
the throttle stop screw (22).
8-2-2 CHOKE SYSTEM
1) Remove the Philips screw (14) and choke valve (1 S), and pull out the choke shaft (1 6).
2) When reassembling the choke shaft, make sure that the cutout in the choke valve faces the main air jet.
8-2-3 PILOT SYSTEM
Remove the pilot jet (23) using correct tool to avoid damage to it. Reassembly Tighten the pilot jet securely. Otherwise, the fuel may leak, causing engine malfunction.
17 7
12 A Fig. 4 1
- 27 -
8-2-4 MAIN SYSTEM
1) Remove the bolt (12) and take out float chamber body (10). 2) Remove the main jet (1 3) from the body (6). 3) Reassembly
a) Fasten the main jet securely to the body. Otherwise the fuel may become too rich and cause engine
b) The bolt tightening torque is 70 kg-cm. malfunction.
8-2-5 FLOAT SYSTEM
Pull out the float pin (9) and remove the float (8) and needle valve (1 7). If the needle valve need be re- placed, replace it with rubber needle. Caution: When cleaning the jets, use neither a drill nor a wire (because of possible damage of the orifice which will adversely affect fuel flow). Be sure to use compressed air to blow them clean. When removing the needle valve and floats, gently tap the reverse side using the rod more slender than the float pin and remove because the float pin is calked to the carburetor body.
BREAK-IN OPERATION of REASSEMBLED ENGINE An overhauled engine must be operated at low speed break-in the parts. A thorough break-in is indispensable particularly when the cylinder, piston, piston rings or valves are replaced with new ones. The recommended break-in schedule is shown below.
/-
I LOAD SPEED (Crankshafr Rev.) TIME I
2,500 rpm
10 minutes NO LOAD 3,000 rpm
10 minutes
NO LOAD
30 minutes 3,600 rpm 0.7 PS
10 minutes 3,600 rpm
1.4 PS 60 minutes 3,600 rpm
- 28 -
10. ROBIN SOLID STATE IGNITION ENGINE' (U.T.C.I.)
b 10-1 FEATURES
EY08 emploies a pointless ignition system, called Solid State Ignition, which is the circuit breaker type igni- tion device, utilizing the power transistor as an element for controling electric current. This ignition system is called U.T.C.I. (Universal Type Transistor Controlled Ignition), and it is based on an external coil system in which an ignition coil is installed outside the flywheel and the unit is mounted on an iron core of the coil. Being different from the breaker point type ignition system, this brand-new system is completely free from such troubles as starting-up failure owing to dirty, burnt or oxidized point surface, lowering of ignition effi- ciency being caused by moisture, rough surface to breaker point and incorrect timing resultant from worn mechanical parts.
10-2 BASIC PRINCIPLE OF U.T.C.!. (See Fig. 42.)
Electricity is generated in the primary ignition coil by rotation of the flywheel, and the current a flows, by which the condenser is charged. When the flywheel goes round further, direction of the current changes, and the current b flows, causing the current c and the current d flow to the power transistor and the transistor for signals for each. The condenser8is charged by the current d contrarily to the case 1). When the flywheel goes round further more, the current generated in the primary coil gets to its peak, and then begins decreasing. Then, voltage between C (Collector) and E (Emitter) of the transistor for signals becomes zero, and the transistor is turned OFF, while the current d changes to the current e and goes into the gate of the thyrister (SCR), thus turning the SCR ON. When the SCR is switched ON and the current b flows into the SCR (Current f), the current c flowing the power transistor is interrupted abraptly, generating high voltage by the current change in the second- ary coil, thus giving sparks to the spark plug.
ignition Coil
Fig. 42
- 29 -
1.1. ROBIN OIL SENSOR SYSTEM (FLOAT SYSTEM) /-
In the EYOS, an oil sensor is available as a maker option.
11 - 1 FEATURES
1) The engine oil sensor detects the quantity of engine oil and automatically stops the engine, if it falls below the specified level, to prevent the engine from burning due to oil maintenance failure or for other reasons. If the oil shortage warning lamp is connected to the connecting terminal for it. the warning lamp is lit when the engine stops.
2) If the engine oilis short when the engine is started, the engine can not be started, even if the recoil starter is pulled. If the warning lamp is connected, the lamp is lit to indicate oil shortage.
3 ) As the power generated by the igniter is used, any special power supply unit is not necessary. 4) On-tatch stop is possible also by using the stop button, which is generally incorporated in the unit, based
on a push button system. (Self-maintaining and automatic restoration circuits are incorporated in the unit.)
5) This system features the malfunction preventing structure depending on outer magnetic field.
11 -2 BASIC PRINCIPLE
This oil sensor system consists of a flywheeI magneto, an igniter, an oil level controller, and an oil level sensor. As shown in Fig. 43, when the oil level is above the specified one, the lead switch contact is OFF, and the engine can run normally (sensor OFF condition). If the oil becomes short and position of the float in the /"
sensor case goes down to the specified level shown in Fig. 44, the lead switch contact is turned ON by the magnetic field of the permanent magnet incorporated in the float (sensor ON condition). When the oil level sensor is turned ON, the current i l generated by the counter-electromotive voltage VI in the primary ignition coil flows from the primary wire of the igniter via the delaying circuit of the oil level controller, both of which are shown in the block diagram. When the current iI generated by the counter electromotive voltage VI goes up to a certain level, the current i l is loaded to the SCR gate from the delay- ing circuit via the self-maintaining circuit if V, is loaded. Then, the SCR is turned ON, thus starting operation of the warning lamp driving circuit, lgighting the warn- ing lamp to indicate the oil shortage condition, and completely short-circuiting the regular electromotive voltage V, in the primary coil of the igniter for the igniter not to generate sparks. This condition is con- tinued until the engine is stopped by the self-maintaining circuit. In normal stopping operation of the engine, the current i, generated by the regular electromotive voltage V, in the primary coil of the igniter is loaded, via the stop switch, to the self-maintaining circuit of the oil level controller. This current is loaded to the SCR gate via the self maintaining curcuit, and the SCR is turned ON. When the SCR is turned ON, the driving circuit of the warning lamp starts operating, thus lighting the warning lamp, and completely short-circuiting the regular electromotive voltage V, in the primary coil of the igniter for the igniter not to generate sparks. This condition is continued until the engine is stopped by the self-maintaining circuit. In restarting, the engine stopping operation is cancelled by automatically restoring mechanism, and the en- gine can be started normally.
- 30 -
Permanent Magnet ,, [ F d Switch
Oil Scraper
Shield Case 7
Oil Level)
.ankcase ,!- Tightening Torque:
80 - 90kg-cm
Sensor OFF (Running Mode)
Fig. 43 Sensor ON (Stop)
Fig. 44
Fig. 45
-31 -
11-3 CHECKING PROCEDURE /-
When the engine can not be started, supply oil up to the maximum oil level, and pull the recoil keeping the engine in the horizontal position. Engine oil is supplied up till the maximum level; but it doesn't start yet, please check the engine in the following manner. 1) Oil Level Sensor Checking (See Fig. 46.)
Disconnect the sensor from the controller, and check with a tester continuity between the sensor lead wire (yellow) and the grounding wire of the engine. When there is no continuity under the condition that the oil has been supplied up to the specified level (about 280 cc), the oil level sensor is normal. If there is continuity, replace it with a new one. When there is continuity under the condition that the oil level is below the specified one (200 cc), the sensor is normal. If not, replace the sensor with a new one.
Fig. 46
2) Oil Level Controller Checking (See Fig. 47) Disconnect the sensor from the controller (don't disconnect the stop button from the controller), and start operation of the stop switch after set- ting rpm of the engine at more than 1,200 rpm. (Don't continue depressing it, and restore it t o the normal position soon.) Warning lamp is lit in a few seconds and the engine is stopped, the controller is normal. If the oil warning lamp is not lit and the engine is stopped, replace the warning lamp with a new one. If the engine does not stop in a few seconds (about 2 seconds), inner section of the controller is defected, so replace it with a new one.
Controller
Stop Switch
111
Fig. 47
-32 -
- 11 - 4 PRECAUTIONS
1) The oil level sensor used in this controlling system has a float which can automatically detect the oil level according to the oil level change. However, if degraded oil, oil of improper grade, or oil with viscocity which is not appropriate for the periopheral temperature should be used, sometimes the float does not operate normally and fails in detecting the oil level.
2) Don’t drop the oil level sensor and the oil level controller, nor add any physical impact to them. Don’t pull the wire.
3) In removing the oil level sensor from or mounting it to the crankcase, be careful not to damage the O-ring. Don’t disassemble the oil level sensor removed. In cleaning the oil level sensor, use the engine oil. If cleaned with gasoline or kerosene, the O-ring may swell.
4) Mount the oil level sensor under the condition that the crankcase has been fully cooled. Use a 21mm spanner for tightening the bolts. Tightening torque: 80 - 90 kg-cm. (If a box spanner is used, the wire may be damaged.) Wire connection should be done as shown in the wiring diagram. Be careful in tighten- ing or wiring not to give damages to the wire.
-
5) I f the warning lamp is broken soon, it suggest the possibility of the warning lamp’s capacity shortage. Standard Lamp : 6V - 0.6W Light emitting diode: 30 mA (ID)
11-5 WIRING
Igniter Green r
E Oil Level m 3 Controller a .- m
- 1
4” I
+- .- m Z E T m m
- - m - -
- - - - 0 Oil Level Sensor
Oil Level Flywheel
I 1 Yellow I
Oil Shortage Warning Lamp \ Connecting Terminal
#e‘1ow
Crankcase
Oil Shortage Warning Lamp - - (Crankcase)
Fig. 48
-33 -
12. TROUBLE SHOOTING The following three conditions must be satisfied for satisfactory engine start.
1. The cylinder filled with a proper fuel-air mixture.
2. An appropriate compression in the cylinder.
3. Good sparks at the correct time to ignite the mixture.
The engine cannot be started unless these three conditions are met. There are also other factors which make engine start difficult, e. g., a heavy load on the engine when it is about to start at low speed, and a high back pressure due to a long exhaust pipe, just to say a few. The most common causes of engine troubles are given below:
12-1 STARTING DIFFICULTIES
12- 1 - 1 FUEL SYSTEM
1) No gasoline in the fuel tank; or the fuel cock is closed. 2) The carburetor is not choked enough, particularly when the engine is cold. 3) Water, dust or gum in the gasoline block flow of the fuel to the carburetor. 4) Inferior grade gasoline or poor quality gasoline is not gasfied enough to produce the correct fuel-air
5 ) The carburetor needle valve is held open by dirt or gum. This trouble can be detected as the fuel flows out of the carburetor when the engine is idling. (Overflow) This trouble may be remedied, depending on cases, by lightly tapping the float chamber with the grip of a screwdriver of the like. r
6) If the carburetor overflows, excessive fuel runs into the cylinder when starting the engine, making the fuel-air mixture too rich t o burn. If this happens, remove the spark plug, and pull the recoil starter a few turns in order to let the rich fuel-air mixture out of the spark plug hole into the atmosphere. Keep the carburetor choke open during this operation. Dry the spark plug well, screw it into place, and try to start again.
mixture.
12- 1 - 2 COMPRESSION SYSTEM
If starting difficulties and loss of power are not due to the fuel system or ignition system, the following must be checked for possible lack of compression. 1) Engine inside is completely dried up because of a long period of non-operation. 2) Loose or broken spark plug. This causes a hissing noise made by mixture gas running out of cylinder in
3) Damaged head gasket or loose cylinder head. A similar hissing noise is produced during compression
4) In correct Tappet Clearance If the correct compression is not obtained even after remedying the above, disassemble the engine and check further as follows: a) Valve stuck open due to carbon or gum on the valve stem. b) If the piston rings are stuck on the piston, remove the piston and connecting rod from the engine,
compression stroke during cranking.
stroke.
and clean, remedy or replace the parts.
- 34 -
12- 1 - 3 ELECTRICAL SYSTEM
Check the following for lack of sparks. 1) Leads of the ignition coil or spark plug disconnected. 2) Ignition coil damaged and shorted. 3) Spark plug cable wet or soaked with oil. 4) Spark plug dirty or wet. 5) Spark plug electrode gap incorrect. 6) Spark plug electrodes in contact with each other. 7) Incorrect spark timing. (Is the flywheel set in the correct position by the key?)
12-2 ENGINE MISFIRES
1) Incorrect spark plug electrode gap. Adjust it to anywhere between 0.6 and 0.7 mm. 2) Ignition cable worn and leaking. 3) Sparks weak. 4) Ignition wire connections loose. 5) Water in gasoline. 6) Insufficient compression.
12-3 ENGINE STOPS
1) Fuel tank empty. Water, dirt, gum, etc. in gasoline. 2) Vapor lock, i. e., gasoline evaporating in the fuel lines due to overheat around the engine. - 3) Vapor lock in the fuel lines or carburetor due to the use of too volatile winter gas in the hot season.
- 4) Air vent hole in the fuel tank cap plugged. 5) Bearing parts seized due to lack of oil. 6) Magneto or ignition coil faulty.
12-4 ENGINE OVERHEAT
1) Crankcase oil level low. Add oil immediately. 2) Spark timing incorrect. 3) Low grade gasoline is used, or engine is overloaded. 4) Cooling air circulation restricted. 5) Cooling air party misdirected causes loss of cooling efficiency. 6) Cylinder head cooling fins clogged up with dirt. 7) Engine operated in an ecnlosed space without fresh supply of cooling air. 8) Exhaust gas discharge restricted, or carbon deposits in the combustion chamber. 9) Engine running on low-octane gasoline detonates due to heavy load at low speed.
- 35 -
12-5 ENGINE KNOCKS /-
1 ) Low-quality gasoline. 2) Engine operating under heavy load at low speed. 3) Carbon or lead deposits in the cylinder head. 4) Spark timing incorrect. 5) Loose connecting rod bearing due to wear. 6) Loose piston pin due to wear. 7) Causes of engine overheat.
12-6 ENGINE BACKFIRES through CARBURETOR
1 ) Water or dirt in gasoline, or low-grade gasoline. 2) Intake valve stuck. 3) Valves overheated, or red-hot carbon particles in the combustion chamber. 4) Engine cold.
- 36 -
- 13. INSTALLATfON - Engine life, ease of maintenance and inspection, frequency of checks and repairs, and operating cost all de-
pend on the way in which the engine is installed. Carefully observe the following instructions for installing the engine.
13-1 INSTALLING
When mounting the engine, carefully examine its position, the method of connecting it to a load (machine), the foundation, and the mehtod of supporting the engine. When determining its mounting position, in particular, make sure that gasoline and oil can easily be supplied and checked, the spark plug can easily be checked, the air cleaner can easily be serviced, and that the oil can easily be discharges.
13-2 VENT1 LATION
Fresh air is necessary for cooling the engine and burning the fuel. In case where the engine is operated under a hood or in a small room, temperature rise in the engine room can cause vapor lock, oil deterioration, increased oil consumption, loss of power, piston seizure, shorter engine life, etc., making it impossible to operate the engine properly. It is necessary, therefore, to provide a duct or baffle t o guide cooling air to the engine to prevent recirculation of he hot air used for engine cooling, and temperature rise of the load (machine). Take steps as necessary to keep the engine room temperature below 50°C even in the hottest period of the year.
L
13-3 EXHAUST GAS DISCHARGE I
Exhaust gas in noxious. When operating the engine indoors, be sure to discharge the exhaust gas outdoors. If a long exhaust pipe is used in such a case, the internal resistance increases causing loss of engine power. Thus pipe inside diameter must increase in proportion to exhaust pipe length.
Exhaust pipe: Less than 3 m long, pipe inside diameter 25 mm, Less than 5 m long, pipe inside diameter 30 mm.
13-4 POWER TRANSMISSION to DRIVEN MACHINES
13-4- 1 BELT DRIVE
Take the following notes into consideration. * V-belts are preferable to flat belts. * The driving shaft of the engine must be parallel to the driven shaft of the load. * The driving pulley of the engine must be in line with the driven pulley of the load. * Install the engine pulley as close to the engine as possible. * If possible, span the belt horizontally. * Disengage the load when starting the engine. If no clutch is used, use a belt tension pulley or thelike.
13-4-2 FLEXIBLE COUPLING
B When using a flexible coupling, runout and misalignment between the driven shaft and engine shaft must be minimized. Runout and misalignment tolerance are specified by the coupling manufacturer.
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13-5 WIRING
Wire as shown in the wiring diagram below.
u. T. c. I. Ignition Coil
cn 3 - n 5 m P
U J
Fig- 49
/"
- 38 -
14. CHECKS and CORRECTIONS -
After disassembling and cleaning the engine, check and repair, if necessary, according to the correction table.
familier with the contents of this table. Correct maintenance is recommended by observing the correction standards specified. The meanings of the terms used in the correction table are as follows:
- The correction table apolies whenever the engines are repaired. It is important for the servicemen to be
Correction Repair, adjustment or replacement of any engine parts. Correction Limit The limit on wear, damage or functional deterioration of engine parts beyond which normal engine per- formance cannot be expected without repairing such parts. Use Limit The limit beyond which parts can no longer be used in respect of performance or strength. Standard Dimensions The design dimensions of new parts minum tolerance. Correction Tolerance Tolerance on the dimensions of engine parts refinished or adjusted.
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USE LIMIT
REMARKS TOOL CORRECTION
METHOD ITEM 1 STANDARD
SIZE
CORRECTION
- IMIT TOLERANCE
0 -0.008
+0.013 0
0.037-0.063
+0.021 +0.010
0.010-0.029
0.1 - 0.7
0.05
2 0.1
-0.037 -0.050
Less than 0.005
Less than 0.005
Less than 0.008
- 0.003 - 0.01 2
io.1
-0.01 3 -0.028
-0.003--0.012 -0.01 3--0.028
Micro- meter Replace - 0.04 - 0.04
+0.1
Piston pin O.D. 11 dia.
Replace +0.1 Large end I.D. 20 dia.
Cylinder
Micro- meter
gauge.
Cylinder gauge
Clearance between rod large end I.D. and crankpin
0.2 Replace 0.2
+0.08 +0.08 Replace Small end I.D. 11 dia.
0.1 2
Cylinder gauge,
meter Micro-
Clearance between small end I.D. and pinston p in
Large end side clearance
Parallelism between large end and small end bores
Replace 0.1 2
Re-machine or Replace 1 .o
0.1
k0.15
1 .o
0.1 Test bar and Dial gauge
Re-machine or Replace
Distance between large end and small end bores
66
Re-machine or Replace
Micro. meter -0.1 5 -0.1 5 Crankpin O.D. 20 dia.
Micro- meter
Crankpin 0. D . roundness
Micro- me te r
Crankpin O.D. cyl indrici ty
Dial gauge
Crankpin O.D. parallelism
fo r D Micro- meter Replace
Drive S . 20 dia. Mag. S. 17 dia.
Crankshaft - 0.05 -0.05 journal O.D.
Drive S . Mag. S 1 7 dia. fo r BN
Micro- meter
Micro- meter
Cam lobe height I 18.4 -0.25 -0.25 Replace
Drive S . Mag. S. dia,
Journal O.D. fo r D
Replace -0.05 -0.05 fo r BN I Mag. S. 10 dia.
- 4 1 -
1 1
ITEM STANDARD CORRECTION USE
SIZE TOLERANCE I L I M I T L l M l T REMARKS
l z l 5.5 dia. 1-1 -0.1
5 -0.020- -0.032
Valve stem O.D. Exhaust -0.056 - -0.092 :
Clearance between stem and guide + Intake 0.020 - 0.050
Exhaust 0.056 - 0.092 0.3 0.3 At middle
below 1 Tappet clearance 0.1 0 +0.02 above When co ld
0.25
Clearance between groove and retainer
0.1 - 0.3 1 0.5 0.5 I Stem end length '
Intake Exhaust 3.5 -1 .o -1.0
~
Total length 20.8 I +0.06 - 0 1 -0.5 1 -0.5
Clearance between stem and guide
Spark plug NGK BM4A
Spark gap
Spark t iming 25" before T.D.C.
TOOL I CORRECTlOh METHOD
Vernier calipers Replace
Square Replace
Micro- meter Replace
Cylinder Replace gauge
Feeler gauge Replace
Vernier calipers Replace
Vernier calipers Replace
Feeler Adjust or gauge replace
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ITEM REMARKS CORRECTION LIMIT HPIrpm
2.014200
for D 1.4/3600
for BN 2.0121 00
for D Max. Output Below 110% of rated output
Continuous Rated Output
1.411 800 for BN
ITEM CORRECTION PROCEDURE CORRECTION PRECISENESS liter/hr
Fuel Consumption I 0.65 I 135% of the standard value and up I 3600 rpm at continuous rated output.
ITEM I cc/hr I USE LIMIT cc/hr REMARKS
Lubricant Consumption 50 10
ITEM REMARKS B
Fixed Quantity of Lubricant 1 0.4
*Use the SC or higher grade engine oil.
T Comparison between oil viscosity and temparature
Single grade
M u l t i - grade
r -
1
I I I I ' I
1 OW-30
ZEEEuLL 1 -10 0 10 20 30 4OoC
R EMAR KS
When the peripheral temparature is below -2OoC, use the oi l of viscosity and qual i ty fitted to the local condit ions.
When the peripheral temparature is more than 4OoC, use the oil o f viscosity and qual i ty f i t ted to the local condi t ions.
The oi l consumption i s ap t t o increase, when used under high peripheral tempa- rature, so it is necessary t o check every day.
* If qual i ty and quant i ty of the engine oil become lower or less, burning might be caused.
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ITEM FREQUENCY OF OIL CHANGE I Oil Change First time: Change oil after 20 hours operation.
Second Time and Thereafter: Change oil every 50 hours operation.
ITEM REMARKS TOOL CORRECTION LIMIT kg/cm2 /rpm
Cylinder pressure Reference value Pressure gauge 70% of normal value and down
ITEM REAM R KS TOOL rPm
Min. accelerating revolution
for D 1800
for BN 900 (S.T.D. Engine)
Tachometer
ITEM REMARKS TOOL ft-lb kg-cm
Cylinder head bolts Torque wrench 90- 110
al 3
0 t-
Connecting rod bolts
Torque wrench
Torque wrench 450 - 500 Magneto clamp nuts
Torque wrench 60 - 80
.- C +- 0,
L Main bearing cover bolts I- cn 80 - 100 .-
Spark plug Torque wrench Figures in the parenthesis are for mounting a new plug.
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16. MAINTENANCE and STORING - The following maintenance jobs apply when the engine is operated correctly under normal conditions. The indicated maintenance intervals are by no means guarantees for maintenance free operations during these intervals. For example, if the engine is operated in extremely dusty conditions, the air cleaner should be cleaned every day instead of every 50 hours.
-
16- 1 DAILY CHECKS and MAINTENANCE
Checks and maintenance Reasons for requiring them
Remove dust from whatever parts which accumulated dust.
The governor linkage is especially susceptible to dust.
~ ~~ ~ ~~
Check external fuel leakage. If any, retighten or replace.
Check screw tightening. If any loose one is found, re-tighten.
Not only wasteful but also dangerous
Loose screws and nuts will result in vibration accidents.
Check oil level in crankcase and add up as it will fail. necessary. If the engine is operated without sufficient oil,
L 16-2 EVERY 20 HOURS CHECKS and MAINTENANCE
I 1
Checks and maintenance Reasons for requiring them
Change crankcase oil. To remove run-in wear particles
16-3 EVERY 50 HOURS (10 DAYS) CHECKS and MAINTENANCE
I Checks and maintenance I Reasons for requiring them I Change crankcase oil.
~ ~~ I Contaminated oil accerates wear. I I Clean air cleaner. 1 Clogged air cleaner harms engine operation. I
Check spark plug. If contaminated, wash in gasoline or polish with emery paper.
Output power is reduced and starting is made difficult.
16-4 EVERY 100 - 200 HOURS (MONTHLY) CHECKS and MAINTENANCE
Checks and maintenance Reasons for requiring them
Clean fuel filter and fuel tank. The engine will be out of order.
- 4 5 -
16- 5 EVERY 500 - 600 HOURS (SEMIANNUAL) CHECKS and MAINTENANCE ,"
I Checks and maintenance I Reasons for requiring them I Remove cylinder head and remove carbon
Disassemble and clean carburetor.
deposit. The engine will be out of order.
16-6 EVERY 1000 HOURS (YEARLY) CHECKS and MAINTENANCE r
Checks and maintenance
The engine output drops and become out of order. Perform overhauls, clean, correct or replace parts.
Reasons for requiring them
1 Change piston rings. I I Replace fuel pipe once a year. To prevent from danger caused by the fuel
leakage. -
16-7 PREPARATION for LONG ABEYANCE
1) Perform the above 16-1 and 16-2 maintenance jobs. 2) Drain fuel from the fuel tank and carburetor float chamber. 3) To prevent rust in the cylinder bore, apply oil through the spark plug hole and turn the crankshaft several
4) Turn the starting pulley by hand and leave it where the resistance is the heaviest. 5 ) Clean the engine outside with oiled cloth. 6) Put a vinyl or other cover over the engine and store the engine in dry place.
/-
turns by hand. Reinstall the plug.
- 46 -
Industrial Engines
