Transcript
ENGINES
Kioritz
KIORITZ CONDENSED SERVICE DATA
KEC340/22 ENGINE MODEL KEC295RS/2 KEC340RS/2 KEC340/5 KEC340/22A KEC340/22B KEC340/23LC Bore-mm 56 60 60 60 58 58 Inches 2.205 2.362 2.362 2.362 2.283 2.283 Stroke—mm 60 60 60 60 64 64 Inches 2.362 2.362 2.362 2.362 2.520 2.520 No. of Cylinders 2 2 2 2 2 2 Displacement—cc 295.6 339.3 339.3 339.3 338.2 338.2 Cubic Inches 18.03 20.7 20.7 20.7 20.6 20.6 Cooling Type Axial Fan Axial Fan Axial Fan Axial Fan Axial Fan Liquid Induction Type Third Port Third Port Third Port Reed Valve Reed Valve Reed Valve Carburetor Model Mikuni Mikuni Bendix Walbro Mikuni Mikuni Number Used 2 2 1 1 1 2 Ignition: Type CD CD ET ET CD CD Point Gap—mm 0.3-0.4 0.3-0.4 Inch 0.014 0.014 Edge Gap—mm Timing Advance? Yes Yes Yes Yes Yes Yes Timing BTDC—Degrees 20 20 10 5 20 20 Inch 0.096 0.096 0.023 0.006 0.096 0.096 Measured at Adv. Adv. Retard Retard Adv. Adv. Spark Plug: Champion QNl QNl RN2 RN2 QNl QNl Electrode G a p - m m (1) (1) 0.5 0.5 (1) (1) Inch (1) (1) 0.020 0.020 (1) (1) FuehOil Ratio 20:1 20:1 50:1 50:1 50:1 50:1 (1) Spark plug is factory gapped at 0.028 inch. Renew plug when gap reaches 0.060. KEC440/22 KEC440/22A ENGINE MODEL KEC400/22 KEC440/5 Bore—mm 63 66 68 2.598 Inches 2.480 2.677 Stroke—mm 64 64 60 2.520 Inches 2.520 2.362 No. of Cylinders 2 2 2 Displacement—cc 399 437.9 435.8 Cubic Inches 24.34 26.71 26.58 Cooling Type Axial Fan Axial Fan Axial Fan Induction Type Reed Valve Reed Valve Third Port Carburetor Model Walbro Mikuni Bendix Number Used 1 1 1 Ignition: ET Type ET ET 0.3-0.4 Point Gap—mm 0.3-0.4 0.3-0.4 Inch 0.014 0.014 0.014 Edge Gap—mm Yes Timing Advance? Yes Yes 10 Timing BTDC—Degrees 5 10 Inch 0.006 0.024 0.023 Retard Measured at Retard Retard Spark Plug: RN2 Champion RN2 RN2 Electrode Gap—mm 0.5 0.5 0.5 Inch 0.020 0.020 0.020 FuehOil Ratio 20:1 20:1 20:1 (1) Spark plug is factory gapped at 0.028 inch. Renew plug when gap reaches 0.060.
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KEC440/22B 66 2.598 64 2.520 2 437.9 26.71 Axial Fan Reed Valve Mikuni 1
KEC440/23LC 66 2.598 64 2.520 2 437.9 26.71 Liquid Reed Valve Mikuni 2
CD
CD
Yes 20 0.096 Adv.
Yes 20 0.096 Adv.
QNl (1) (1) 50:1
QNl (1) (1) 50:1
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Kioritz
MAINTENANCE CARBURETOR. Bendix, Mikuni or Walbro carburetors are used. Refer to appropriate paragraphs of CARBURETOR SERVICE Section for overhaul details.
SPARK PLUG. CHAMPION RN2 spark plugs are used in engines with Energy Transfer ignition systems. Recommended spark plug gap is 0.020 inch (0.5 mm). Models with Capacitor Discharge ignition use a QNl Surface Gap resistor plug. Built-in plug gap is 0.028 inch; renew plug when gap widens to 0.060 inch. The recommendations given in CONDENSED SERVICE DATA tables are for normal operation. A different heat range plug may improve performance under some conditions. Refer to Spark Plug Selection paragraphs of SERVICE FUNDAMENTALS Section for additional information on spark plug selection. IGNITION AND TIMING. Breaker
point gap on ET models should be 0.3-0.4 mm (0.012-0.016 inch). Points
can be adjusted after removing recoil starter, starting pulley and fan drive sheave. All models are equipped with a centrifugal timing advance which provides retarded timing for starting only. Both cylinders must he timed as nearly as possible alike. It is suggested that point gap and timing be checked on one cylinder; then timing synchronized hy varying the point gap on the other cylinder, making sure point gap on both cylinders remains within the setting range provided. On models with CD ignition, both cylinders fire simultaneously. Running advance is electronic and occurs at an engine speed of 2500-2800 rpm. Timing is done with a timing light at operating speed after first painting timing marks on fixed face of drive sheave and fashioning a timing pointer as shown in Fig. 1. JOHN DEERE provides a temporary timing decal as shown. To time the engine, remove drive belt and either spark plug. Install a dial indicator in spark plug hole then find and mark TDC on sheave face. Turn sheave clockwise about 1/8 turn; then counterclockwise until piston is 0.096 inch (2.438 mm) below TDC position. Mark the second 20° BTDC line at this point, aligning with the installed timing pointer. Remove dial indicator and reinstall spark plug. Connect the power timing light to either spark plug, then start and run engine at 3000 rpm or faster. Spark should occur when 20° BTDC mark aligns with timing pointer. If timing is incorrect, remove starter, flywheel housing, flywheel and alternator stator. Loosen the four screws securing timing ring (T—Fig. 2) to crankcase and move timing ring counter-clockwise to advance the timing or clockwise to retard timing. Because
both Spark plugs fire at the same time, timing needs to be checked for only one cylinder. LUBRICATION. The engine is lubricated by oil mixed with the fuel. The manufacturer recommends Regular or Premium gasoline and a good ashless Two-Cycle Oil which meets BIA Specification TC-W. Do not use no-lead gasoline. Refer also to Vehicle Manufacturers recommendations and to TwoCycle Lubrication in ENGINE DESIGN FUNDAMENTALS Section of this manual. COOLING FAN AND BELT. Fan
hell tension is correct when deflection is approximately 9 mm (3/8 inch) on Reed Valve Engines or 6 mm (V4 inch) on Piston Ported Engines; measured
Fig. 4—Checking coolant pump drive belt tension on liquid cooled units.
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Fig. 1-^A homemade wire timing pointer and timing marks painted on drive sheave are used to time CD ignition system.
Fig. 5—Expioded view of coolant fan, fan housing and associated parts used on piston ported models. Fig. 2 —Schematic view of CD system. A. Alternator stator C. Ignition coils E. Electronic pack
ignition
F. Flywheel T. Timing ring
Fig, 3—Checking cooisnt fan belt tension on air cooled modeis.
1. 2. 3. 4. 5. 6. 7. 8.
Shaft nit Lockwasher Washer Spacer Sheave half Spacer shims Belt Drive pulley
9. 10. n. 12. 13. 14. 15.
Housing Bearings Snap ring Fan Housing plate Cover Cylinder shroud
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Kioritz midway between pulleys as shown in Fig. 3. To tighten the cooling fan belt, transfer shims (6—Fig. 5) from between sheave halves (5) to front of front half, increasing effective diameter of driven sheave. Refer also to Fig. 6. Tighten fan shaft nut to a torque of 30 ft.-lbs.
COOLANT PUMP AND BELT. On liquid cooled models, coolant pump belt should have approximately 9 mm (3/8 inch) deflection measured midway be-
Fig. 6 —Cooiing fan, fan housing and associated parts used on reed valve induction engines.
tween pulleys as shown in Fig. 4. Adjust belt tension by loosening pump mounting bolts and moving pump up or down as required. REPAIRS Air-Cooled Models TIGHTENING TORQUES. Tighten ing torques are as follows: Ft.-Lbs. Cylinder to crankcase: Third port models 15-18 Reed valve models (See Cylinder Head) Cylinder head: Third Port Models. 1518 Reed valve models. Long stud nuts .. 12-15 Short stud nuts . 57 Crankcase: Third port models . 12-15 Reed valve models. 13-18 Flywheel 45-50 28-31 Fan shaft Intake manifold. Reed valve models. 5-7
Kg-m 2.1-2.5
2.1-2.5 1,7-2.1 0.7-1.0 1.7-2.1 1.8-2.5 6.2-6.9 3.9-4.3
To disassemble the removed engine, first remove spark plugs and cylinder shroud, then remove inlet and exhaust manifolds leaving carburetor attached to inlet manifold. Cylinder heads and cylinders can now be removed for top end work. Crankcase disassembly will require remov^al of fan housing, flywheel and housing plate. Identify pistons for reinstallation and note that arrows on piston crown point to exhaust side. Use a suitable piston pin tool for pin removal or heat the piston. To separate the crankcase, remove retaining bolts and break sealant grip by tapping upper crankcase half lightly with a soft hammer as shown in Fig. 10. DO NOT attempt to pry crankcase halves apart with a screwdriver or similar tool. Prying can damage mating surfaces. When reassembling crankcase, lubricate crankshaft components thoroughly
0.7-1.0
DISASSEMBLY AND REASSEMBLY. Although similar in appearance, disassembly procedures differ between the Third Port Engines shown in Fig. 7 and Reed Valve Models shown in Fig. 8. Refer to the appropriate following paragraphs for procedures. THIRD PORT ENGINES. Refer to Fig. 5 for cooling fan and associated parts and to Fig. 9 for main engine components.
Fig. 7—View of Kioritz engine with third port induction.
Fig. 9—Expioded view of Kioritz third port induction engine.
Fig. 8—View of Kioritz engine with reed vaive induction system. Engine is similar in appearance to third port engine except for iow positioning of carburetor and intake manifold.
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Fig. 10—Break sealant grip on crankcase haives by tapping with a smaii hammer.
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and install oil seals on each end of crankshaft, lips inward. Be sure retaining half-washers (Arrows—Fig. 11) are installed in their grooves in lower crankcase half then position shaft assembly on crankcase lower half. Make sure sealing surfaces are clean and smooth and coat hoth sealing surfaces with a good non-hardening sealant. Fit upper crankcase half and install the four center topside bolts (1, 8, 9 and 10—Fig, 12) and tighten the four bolts evenly until crankcase halves meet. Install remainder of bolts and tighten evenly in sequence shown to the recommended torque of 12-15 ft.-lbs. (1.7-2.1 kg-m).
Use a heat gun or oven to warm pistons and install pin, with arrow on top of piston pointing toward exhaust port side. Cylinders are not interchangeable, and are marked "L'* (left) and "R" (right) (Arrow—Fig. 13) by stamping on cylinder flange. Install cylinders using a suitable ring compressor, wooden blocks to hold piston steady, and new base gaskets. Tighten cylinder base nuts just past finger tight, then install and tighten intake manifold to properly align cylinders. Tighten cylinder base nuts in a criss-
'I g. 14—Cylinder head tightening sequence to be used on six-stud cylinder heads.
Fig. Ii —Retaining half-washers (Arrows) must be in position in bottom crankcase half before positioning crankshaft.
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Fig. 75—Cylinder head tightening sequence to be used on models with five-stud cylinder head.
cross pattern to a torque of 15-18 ft.-lbs. (2.1-2.5 kg-m). Cylinder heads are not interchangeable and should be installed with machined sides together. Cylinder head gaskets are marked 'TOP** for correct assembly. Cylinder head gaskets should be installed dry. The long standoff nuts which support shroud should be installed at (3-Fig. 14) on KEC 295 engine or (5—Fig. 15) on other models. Tighten cylinder head stud nuts to a torque of 15-18 ft.-lbs. (2.1-2.5 kg-m) in the sequence shown in Fig. 14 for KEC 295 engine or Fig. 15 for other models. REED VALVE ENGINES. Refer to Figs. 6 and 16 for exploded views. Cooling fan differs from third port engine in that impeller assembly is outboard of drive pulley. Cooling shroud attaches to cylinder head bosses and standoff nuts located as shown hy arrows. Fig. 17. Cylinders, cylinder heads and pistons are not interchangeable for left and right side. Cylinders are retained to crankcase by four studs which extend through cylinders and become four of the eight cylinder head studs for each cylinder unit. To disassemble the removed engine, first remove spark plugs and cylinder shroud, then remove inlet and exhaust manifolds and reed valve plates. Cylinder heads and cylinders can now be removed for top end overhaul. Crankcase disassembly will require removal of fan housing, flywheel, alternator stator and timing ring. Punch mark
(2) Fig. 12—Tighten crankcase screws in sequence shown. Broken lines indicate heads are located on bottom of crankcase.
Fig. 16—Exploded visw of reed valve type induction
engine.
Fig. 13—Cylinders are marked "R" {right) and "L" (left) on cylinder flange as shown by
arrow.
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Kioritz installed position of timing ring before loosening retaining screws to avoid retiming problems on assembly. Use a heat gun or other suitable means to thoroughly warm the piston before removing piston pin. Note that exhaust port locating arrows on tops of pistons angle outward toward ends of shaft. To assemble the engine, suitably support upper half of crankcase on cylinder studs and position bearing retaining half-washers in their grooves as shown by arrows. Fig. 18. Lubricate components thoroughly and coat both crankcase flanges with a suitable nonhardening sealant. Reposition crankshaft assembly and install crankcase lower half, being sure locating dowels seat properly. Tighten retaining cap screw and stud nuts evenly to a torque of 13-18 ft.-lbs. (1.8-2.5 kg-m) in the sequence shown in Fig. 19. When installing timing ring (B—Fig. 20) align the previously made punch marks. If timing position is not marked, center mounting screw holes in adjusting slots then check timing after engine is running. Install alternator stator (A) and flywheel by reversing removal procedure. Some engines have a pto
end seal guard (Arrow—Fig. 21) which prevents a broken drive belt from damaging crankshaft seal. Center hole in guard over shaft when installing, to prevent guard from touching shaft. With crankcase assembled, reposition with cylinder studs uppermost. Warm the pistons and reinstall the exhaust port locating arrows angling outward and away from reed valve opening side of crankcase. Cylinders are not interchangeable and are stamped "L" (left) and "R" (right) on cylinder flange. Install cylinders using a suitable ring compressor, wooden blocks to hold piston steady and new base gaskets. Install exhaust manifold using new gaskets; this aligns cylinders. Use Silicone Rubber Adhesive on exhaust manifold gaskets and tighten manifold stud nuts to a torque of 10-12 ft.-lbs. (1.4-1.7 kg-m). Install new cylinder, head gaskets (no sealant) and cylinder heads. Tighten long stud nuts (1 through 4—Fig. 22) to full torque of 12-15 ft.-lbs. (1.7-2.1 kg-m) before tightening small nuts (5 through 8). Complete the assembly by reversing disassembly procedure, adjusting fan belt and timing as previously outlined.
fit in piston bore at room temperature and needle bearing should not have perceptible clearance between piston pin and connecting rod bore. Piston rings are pinned in place. Top rings on most 1977 and later engines are Semi-Keystone type. On other rings recommended side clearance is 0.0012-0.0028 inch (0.03-0.07 mm). Recommended piston clearance in cylinder is 0.0055-0.007, with a wear limit of 0.008. CONNECTING RODS, CRANKSHAFT AND BEARINGS. The crank shaft and connecting rods, including center main bearings and seals, are only available as an assembly. Measure side shake of connecting rod at small end after removing cylinders and pistons. If shake exceeds 3.0 mm (1/8 inch) install a new or rebuilt crankshaft assembly. Outer end bearings can be renewed if care is used in removal and installation to keep from damaging shaft in any of its built-up joints. Support shaft on V-blocks on installed outer bearings and measure runout at ends of shaft using a dial indicator. If runout exceeds 0.002 inch (0.5 mm), renew or straighten shaft.
PISTONS, PINS, RINGS AND CYL-
INDERS. Piston pin should be a tight
Fig. 17—Partially axplodad viaw of angina. Cooling shroud attachas to points Indicated by arrows.
REED VALVE UNITS. Refer to Fig. 23 for an exploded reed valve unit. Valve leaf (3) is of stainless spring steel and seating surface of reed plate (5)
Fig. 19—Tightan crankcasa ratalning stud nuts and cap scraw in saquanca indicated whan viawad from bottom.
Fig. 21—Soma anginas hava a pto-and saal guard as shown by arrow.
Fig. 18—Bearing retaining half-washers are positional In top crankcasa half as Indlcatad by arrows.
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Fig. 20—Whan Installing timing ring (B) aiign previous marks if present, or cantar mounting studs in siotted holas.
Fig. 22—Whan installing cyiindar haads, first tightan through-stud nuts (1 through 4) to indlcatad torqua, than short studs (5 through 8}, Racommandad saquanca is shown.
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has a bonded plastic coating. One shim (4) must be installed underneath valve reed to properly position the reed. Reed stop (2) is carefully arched for best performance and should not he reformed. Do not attempt to straighten a bent or damaged reed or reform reed stop in an attempt to alter performance. Renew reed or reed stop if damaged in any way and reed plate if coating is damaged at reed seating area. Tighten reed plate retaining screws evenly and securely to slightly compress plastic coating beneath the shim. Liquid Cooled Models TIGHTENING TORQUES. Tighten
ing torques are as follows: Crankcase Cylinder to crankcase
Ft.-Lbs. Kg-m 15-18 2.1-2.5 15-18
Fig. 23—Exploded view of reed and associated parts. 1. Gasket 2. Reed stop 3. Valve leaf
Fig.
2.1-2.5
Cylinder Head: Crankcase stud nuts 21-23 Capscrews to cylinder block . . . 14-16 Top tank to head . . 13-14 Flywheel 55-60 Manifold stud nuts. . . 10-12
2.9-3.2 1.9-2.2 1.8-1.9 7.6-8.3 1.4-1.7
DISASSEMBLY AND REASSEMBLY. To disassemble the removed engine, first remove coil cover, coils, electronic pack and spark plugs. Remove intake and exhaust manifolds leaving fuel pump attached to manifold. Remove coolant pump cover, recoil starter, starter cup and coolant pump drive pulley. Remove coolant pump and flywheel housing. Cylinder head and cylinders can now be removed for service on pistons, rings and cylinders. Crankcase disassembly will require removal of fan housing, flywheel, alternator stator and ignition timing ring. Before removing timing ring, punch-mark the installed position to aid in timing during assembly. Identify pistons for reinstallation and note that arrows on piston crown point to exhaust side and angle outward toward end of crankcase as shown in
Fig. 28. Use a suitable piston pin removal tool or heat pistons to expand pin bosses for removal. To separate the crankcase, remove retaining bolts and break sealant grip by tapping upper crankcase half lightly with a soft hammer. DO NOT attempt to pry crankcase halves apart with a screwdriver or similar tool. Some engines have a pto-end seal guard which must he removed before crankcase halves can he separated. When assembling crankcase, lubricate crankshaft components thoroughly and install on each end of crankshaft, lips inward. Be sure retaining halfwashers (Arrows—Fig. 26) are installed in their grooves in upper crankcase half. Coat both crankcase flanges with a suitable non-hardening sealant. Reposition crankshaft assembly and install crankcase lower half, being sure locating dowels seat properly. Tighten retaining cap screw and stud nuts evenly to a torque of 15-18 ft.-lbs. (2.1-2.5 kg-m) in the sequence shown in Fig. 27. When installing timing ring, align the previously made punch marks. If timing position is not marked, center mounting screw holes in adjusting slots and install the screws, then check timing after engine is running. Install alternator stator and flywheel. If engine is equipped with pto-end oil seal guard.
valve plate 4. Shim 5. Reed plate 6. Gasket
Fig. 25—Arrows on piston crowns point to exhaust side and slant outward towards end of engine.
Fig. 27—Tighten crankcase stud sequence shown,
nuts in
24—View of Kioritz Liquid Cooled engine as used by John Deere.
Fig. 26—Bearing retaining half-washers are located in top crankcase half as indicated by arrows.
Fig. 28—Compress piston rings with fingers and gently lower cylinder hesd over both pistons as shown.
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center hole in guard over shaft to prevent contact. With crankcase assembled, reposition with cylinder studs uppermost. Warm the pistons and reinstall with exhaust port locating arrows angling outward and away from reed valve opening. Install new base gasket and with cylinders and pistons well lubricated, compress rings with fingers as shown in Fig. 28 and install cylinder over both pistons as shown. Install cylinder head gasket dry, then install cylinder head, thermostat, top cover gasket and top cover. Tighten cylinder head stud nuts and cap screws in sequence shown in Fig. 29 and to the following torques: Stud nuts (1 through 8) 21-23 ft.-lbs. (2.9-3.2 kg-m); capscrews to cylinder block (9 through 15) 14-16 ft.-lbs. (1.9-2.2 kg-m); top tank to cylinder head (16 through 19) 13-14 ft.-lbs. (1.8-1.9 kg-m). Use new gaskets and install reed valve assembly. Install flywheel housing (F—Fig. 30) and starter cup (A) along with coolant pump lower pulley.
Be sure "0" ring is in place, then install coolant pump (D) leaving mounting screws loose. Install coolant pump belt and pump pulley (B), tightening pulley mounting screws securely. Install bleed hose (C) and pump to cylinder hose (E). Adjust coolant pump belt tension by moving pump upward in slotted holes until deflection is 3/8 inch (9 mm) when measured midway between pulleys as shown in Fig. 31. Complete the assembly by reversing disassembly procedure. PISTONS, PINS, RINGS AND CYL-
INDERS. Piston pin should be a tight fit in piston bore at room temperature and needle bearing should not have perceptible clearance between piston pin and connecting rod bore.
Fig. 31 —Coolant pump bait shouid hava 3/8 inch {9 mm) daflaction midway batwaan putiays as shown. Fig. 29—Cylinder haad tightaning saquanca. Tightan crankcase stud nuts (T through 8) to 21-23 ft.-ibs. {2.9-3.2 kg-m); haad cap screws {9 through 15) to 14-16 ft.-lbs., (1.9-2.2 kg-m} and top tank to haad nuts (16 through 19) to 13-14 ft.-lbs. {1.8-1.9 kg-m).
Fig. 30—Viaw of partially assambiad angina. A. Starter cup B. Pump pulley C. Bleed hose
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D. Coolant pump E. Coolant nose F. Flywheel housing
Fig. 32—Ramovad viaw of raad valve assambly. Explodad viaw is shown in insat.
Piston rings are pinned in place. Top rings are semi-keystone type. Recommended piston ring end gap is 0.0120.016 inch (0.3-0.4 mm). Recommended piston clearance in cylinder is 0.00560.007, with a wear limit of 0.008. CONNECTING RODS, CRANKSHAFT AND BEARINGS. The crank shaft and connecting rods, including center main bearings and seals, are only available as an assembly. Measure side shake of connecting rod at small end after removing cylinders and pistons. If side shake exceeds 3.0 mm (1/8 inch) install a new or rebuilt crankshaft assembly. Outer end bearings can be renewed if care is used in removal and installation to keep from damaging shaft in any of its built-up joints. Support shaft on "V" blocks at outer bearings, and measure runout at ends of shaft using a dial indicator. If runout exceeds 0.002 inch (0.05 mm), renew or straighten shaft. REED VALVE UNITS. Refer to Fig. 32 for a removed view of reed valve unit. Inset shows an exploded view. Valve leaf is of stainless spring steel and seating surface of reed plate has a bonded plastic coating. One shim must be installed underneath valve leaf to properly position the leaf. Reed stop is carefully arched for best performance and should not be reformed. Do not attempt to straighten a bent or damaged reed or bend the stop in an attempt to alter performance. Renew reed or reed stop if damaged in any way and reed plate if seating surface coating is damaged. Tighten reed plate retaining screws evenly and securely to
Fig. 33—Installed view of angina. Cooiing systam fillar cap is shown at {F}. Blaad plug (0) should ba temporarily ramovad for filling or draining the system. Drain plug is at front lower corner of block on pto side as shown at (O).
ENGiNES slightly compress plastic coating beneath the shim. COOLING SYSTEM. The liquid cooling system is pressurized to 15 psi and thermostatically controlled at 144°F (61 °C). The centrifugal coolant pump delivers 12 gpm at 7200 rpm engine
Kioritz speed. Coolant reservoir is carried on cylinder head and the pressure filling cap is at (F—Fig. 33). A cylinder head bleed screw is at (B) and a cylinder block drain plug is located on lower front corner of cylinder block on drive side as shown at (D). The cylinder head
bleed screw should be removed whenever filling or draining cooling system. When filling the system use a 50/50 mixture ethylene glycol antifreeze and water. Pour the solution slowly into filler cap until it flows out bleed plug port. Reinstall bleed plug and continue filling reservoir.
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