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Contents
Section 1. Safety and General Information ............................................................................
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Section 2
Tools & Aids
Section 2
Tools & Aids
Certain quality tools are designed to help you perform specific disassembly, repair, and reassembly procedures.
By using tools designed for the job, you can properly service engines easier, faster, and safer! In addition, youll
increase your service capabilities and customer satisfaction by decreasing engine downtime.
Here is the list of tools and their source.
Separate Tool Suppliers:
Kohler Tools
Contact your source
of supply.
SE Tools
415 Howard St.
Lapeer, MI 48446
Phone 810-664-2981
Toll Free 800-664-2981
Fax 810-664-8181
Tools
Description
Source/Part No.
S E Tools KLR-82405
S E Tools KLR-82407
S E Tools KLR-82408
2.1
Section 2
Tools & Aids
Tools (cont.)
Description
Source/Part No.
S E Tools KLR-82409
S E Tools KLR-82410
S E Tools KLR-82416
S E Tools KLR-82411
S E Tools KLR-82416
Design Technology Inc.
DTI-110
S E Tools KLR-82413
Valve Guide Ser vice Kit (Cour age, Aegis, Com m and, OHC)
For servicing worn value guides.
S E Tools KLR-82415
2.2
Section 2
Tools & Aids
Aids
Description
Source/Part No.
Lubri-S el
Only oxime-based, oil resistant RTV sealants, such as those listed, are approved for use.
Loctite Nos. 5900 or 5910 are recommended for best sealing characteristics.
Loctite
Loctite
Loctite
Loctite
5910
U ltra Black 598
U ltra Blue 587
U ltra Copper
2.3
Section 2
Tools & Aids
Special Tools You Can Make
Flywheel Holding Tool
A flywheel holding tool can be made out of an old
junk flywheel ring gear as shown in Figure 2-1, and
used in place of a strap wrench.
1. Using an abrasive cut-off wheel, cut out a six
tooth segment of the ring gear as shown.
2. Grind off any burrs or sharp edges.
3. Invert the segment and place it between the
ignition bosses on the crankcase so that the tool
teeth engage the flywheel ring gear teeth. The
bosses will lock the tool and flywheel in
position for loosening, tightening or removing
with a puller.
2.4
Section 3
Troubleshooting
Section 3
Troubleshooting
Troubleshooting Guide
When troubles occur, be sure to check the simple
causes which, at first, may seem too obvious to be
considered. For example, a starting problem could be
caused by an empty fuel tank.
Some general common causes of engine troubles are
listed below. Use these to locate the causing factors.
Refer to the specific section(s) within this service
manual for more detailed information.
Engine Cranks But Will Not Start
1. Empty fuel tank.
2. Fuel shut-off valve closed.
3. Poor fuel, dirt or water in the fuel system.
4. Clogged fuel line.
5. Spark plug lead(s) disconnected.
6. Key switch or kill switch in off position.
7. Faulty spark plugs.
8. Faulty ignition module(s).
9. SMART-SPARK malfunction (applicable
models).
10. Carburetor solenoid malfunction.
11. Diode in wiring harness failed in open circuit
mode.
12. Vacuum fuel pump malfunction, or oil in vacuum
hose.
13. Vacuum hose to fuel pump leaking/cracked.
14. Battery connected backwards.
15. Safety interlock system engaged.
Engine Starts But Does Not Keep Running
1. Restricted fuel tank cap vent.
2. Poor fuel, dirt or water in the fuel system.
3. Faulty or misadjusted choke or throttle controls.
4. Loose wires or connections that short the kill
terminal of ignition module to ground.
5. Faulty cylinder head gasket.
6. Faulty carburetor.
7. Vacuum fuel pump malfunction, or oil in vacuum
hose.
8. Leaking/cracked vacuum hose to fuel pump.
9. Intake system leak.
3.1
Section 3
Troubleshooting
Engine Will Not Idle
1. Dirt or water in the fuel system.
2. Stale fuel and/or gum in carburetor.
3. Faulty spark plugs.
4. Fuel supply inadequate.
5. Idle fuel adjusting needle improperly set (some
models).
6. Idle speed adjusting screw improperly set.
7. Low compression.
8. Restricted fuel tank cap vent.
9. Engine overheated-cooling system/air circulation
problem.
Engine Overheats
1. Air intake/grass screen, cooling fins, or cooling
shrouds clogged.
2. Excessive engine load.
3. Low crankcase oil level.
4. High crankcase oil level.
5. Faulty carburetor.
6. Lean fuel mixture.
7. SMART-SPARK malfunction (applicable
models).
Engine Knocks
1. Excessive engine load.
2. Low crankcase oil level.
3. Old or improper fuel.
4. Internal wear or damage.
5. Hydraulic lifter malfunction.
6. Quality of fuel.
7. Incorrect grade of oil.
Engine Loses Power
1. Low crankcase oil level.
2. High crankcase oil level.
3. Dirty air cleaner element.
4. Dirt or water in the fuel system.
5. Excessive engine load.
6. Engine overheated.
7. Faulty spark plugs.
8. Low compression.
9. Exhaust restriction.
10. SMART-SPARK malfunction (applicable
models).
11. Low battery.
12. Incorrect governor setting.
3.2
Section 3
Troubleshooting
Check the condition of the oil. Drain the oil into a
container - the oil should flow freely. Check for
metal chips and other foreign particles.
Sludge is a natural by-product of combustion; a
small accumulation is normal. Excessive sludge
formation could indicate overrich carburetion,
weak ignition, overextended oil change intervals
or wrong weight or type of oil was used, to name
a few.
NOTE: It is good practice to drain oil at a
location away from the workbench. Be
sure to allow ample time for complete
drainage.
3.3
Section 3
Troubleshooting
No Crankcase Vacuum/Pressure in Crankcase
Possible Cause
Solution
4. Restricted exhaust.
Compression Test
Some of these engines are equipped with an automatic
compression release (ACR) mechanism. Because of the
ACR mechanism, it is difficult to obtain an accurate
compression reading. As an alternative, perform a
cylinder leakdown test.
Cylinder Leakdown Test
A cylinder leakdown test can be a valuable alternative
to a compression test. By pressurizing the combustion
chamber from an external air source you can
determine if the valves or rings are leaking, and how
badly.
Cylinder Leakdown Tester (see Section 2) is a
relatively simple, inexpensive leakdown tester for
small engines. The tester includes a quick disconnect
for attaching the adapter hose, and a holding tool.
Leakdown Test Instructions
1. Run the engine for 3-5 minutes to warm it up.
2. Remove the spark plug(s) and the air filter from
engine.
3. Rotate the crankshaft until the piston (of cylinder
being tested) is at top dead center of the
compression stroke. Hold the engine in this
position while testing. The holding tool supplied
with the tester can be used if the PTO end of the
crankshaft is accessible. Lock the holding tool
onto the crankshaft. Install a 3/8" breaker bar into
the hole/slot of the holding tool, so it is
perpendicular to both the holding tool and
crankshaft PTO.
3.4
Section 3
Troubleshooting
Leakdown Test Results
Air escaping from crankcase breather ...................................................... Rings or cylinder worn.
Air escaping from exhaust system ............................................................ Defective exhaust valve/improper seating.
Air escaping from carburetor ..................................................................... Defective intake valve/improper seating.
Gauge reading in low (green) zone ........................................................Piston rings and cylinder in good condition.
Gauge reading in moderate (yellow) zone ............................................Engine is still usable, but there is some
wear present. Customer should start
planning for overhaul or replacement.
Gauge reading in high (red) zone .......................................................... Rings and/or cylinder have considerable
wear. Engine should be reconditioned or
replaced.
3.5
Section 3
Troubleshooting
3.6
Section 4
Air Cleaner and Air Intake System
Section 4
Air Cleaner and Air Intake System
Air Cleaners
General
These engines are equipped with a replaceable, highdensity paper air cleaner element. Most are also
equipped with an oiled-foam precleaner which
surrounds the paper element.
Three different types are used. The standard type air
cleaner is shown in Figure 4-1. The commercial
mower type is shown in Figure 4-2, and the heavyduty air cleaner is shown in Figure 4-9.
Service
Check the air cleaner daily or before starting the
engine. Check for and correct any buildup of dirt and
debris, along with loose or damaged components.
NOTE: Operating the engine with loose or damaged
air cleaner components could allow
unfiltered air into the engine causing
premature wear and failure.
Precleaner Service (Standard and Commercial
Mower Types)
If so equipped, wash and reoil the precleaner every 25
hours of operation (more often under extremely dusty
or dirty conditions).
To service the precleaner, see Figures 4-3 or 4-4 and
perform the following steps:
1. Loosen the cover retaining knob or unhook the
latches and remove the cover.
2. Remove the foam precleaner from the paper air
cleaner element.
4.1
Section 4
Air Cleaner and Air Intake System
Precleaner
Element
Figure 4-3. Precleaner on Standard Air Cleaner.
Precleaner
Element
4.2
Section 4
Air Cleaner and Air Intake System
Air Cleaner Base
Spitback Cup
Precleaner
Spitback
Cup Gasket
Rubber Seal
Knob Seal
Element
Cover Nut
Element Cover
Knob
Figure 4-5. Air Cleaner System Components - Standard.
Wing Nut
Element Cover
Air Cleaner
Cover
(Plenum*)
Element
Cover
Retaining
Knob
Rubber
Seal
Stud
Air Cleaner
Cover (Std.)
Precleaner
Air
Cleaner
Base
Figure 4-6. Air Cleaner System Components - Commercial Mower Type.
4.3
Section 4
Air Cleaner and Air Intake System
Air Cleaner Components
Whenever the air cleaner cover is removed, or the
paper element or precleaner are serviced, check the
following:
Air Cleaner Element Cover and Seal - Make sure
element cover is not bent or damaged. Make sure the
rubber sleeve seal is in place on the stud to prevent
dust or dirt entry through the stud hole.
Breather Hose
Baffle
Seal
Lower Base
Mounting Screws
Base
4.4
Section 4
Air Cleaner and Air Intake System
Heavy-Duty Air Cleaner
General
The heavy-duty air cleaner consists of a cylindrical
housing, typically mounted to a bracket, and
connected with a formed rubber hose to an adapter on
the carburetor or throttle body/intake manifold (EFI
units). The air cleaner housing contains a paper
element and inner element, designed for longer
service intervals. The system is CARB/EPA certified
and the components should not be altered or modified
in any way.
Element
Inner Element
4.5
Section 4
Air Cleaner and Air Intake System
Air Intake/Cooling System
To ensure proper cooling, make sure the grass screen,
cooling fan fins, and other external surfaces of the
engine are kept clean at all times.
Every 100 hours of operation (more often under
extremely dusty or dirty conditions), remove the
blower housing and other cooling shrouds.* Clean the
cooling fins and external surfaces as necessary. Make
sure the cooling shrouds are reinstalled.
*Cleanout kits, Kohler Part No. 25 755 20-S (black) or
25 755 21-S (gold), are recommended to aid
inspection and cleanout of the cooling fins. See
Figure 4-11.
NOTE: Operating the engine with a blocked grass
screen, dirty or plugged cooling fins, and/or
cooling shrouds removed, will cause engine
damage due to overheating.
4.6
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Section 7
Retractable Starter
Section 7
Retractable Starter
WARNING: Spring Under Tension!
Retractable starters contain a powerful, recoil spring that is under tension. Always wear safety goggles when servicing retractable
starters and carefully follow instructions in this section for relieving spring tension.
Hex
Flange
Screws
Starter Housing
Handle with
Rope Retainer
Rope Replacement
The rope can be replaced without complete starter
disassembly.
Spring and
Keeper
Rope
Pulley
Pawl Springs
Brake Washer
Pawls
Slipknot
Brake Spring
Pawl Retainer
Handle
Plain Washer
Knot
Center Screw
Drive Cup
Rope Retainer
Figure 7-1. Retractable Starter Exploded View.
Figure 7-2. Removing Starter Handle.
To Remove Starter
1. Remove the five hex flange screws securing the
starter to the blower housing.
2. Remove the starter.
To Install Starter
1. Install the retractable starter onto the blower
housing leaving the five hex flange screws
slightly loose.
Section 7
Retractable Starter
6. Tie a single knot in one end of the new rope.
Keep Pulley
from Rotating
Rope Guide
Bushing
Rope Hole
in Pulley
Qty.
1
1
2
1
2
1
1
Description
Pawl Retainer
Center Screw
Pawl (Dog) Spring
Brake Spring
Starter Pawl (Dog)
Brake Washer
Washer
Disassembly
WARNING: Spring Under Tension!
Do not remove the center screw from starter until the spring
tension is released. Removing the center screw before releasing
spring tension, or improper starter disassembly, can cause the
sudden and potentially dangerous release of the spring. Follow
these instructions carefully to ensure personal safety and
proper starter disassembly. Make sure adequate face protection
is worn by all persons in the area.
1. Release spring tension and remove the handle
and starter rope. (Refer to Rope Replacement,
steps 2 through 5 on page 7.1).
2. Remove the center screw, washer, and pawl
retainer. See Figure 7-4.
7.2
Section 7
Retractable Starter
Center Screw
and Washer
Pawl Retainer
Housing
Pulley
Pawl Spring
Pawls
Outer Spring Hook
Rope Hole
in Pulley
Spring &
Keeper
Figure 7-7. Position of Spring and Keeper in
Pulley.
7.3
Section 7
Retractable Starter
3. Do not attempt to rewind a spring that has come
out of the keeper. Order and install a new spring
and keeper assembly.
Pawl
Reassembly
1. Make sure the spring is well lubricated with
grease. Place the spring and keeper assembly into
the pulley (with spring toward pulley). See
Figure 7-7.
2. Install the pulley assembly into the starter
housing. See Figure 7-8. Make sure the pulley is
fully seated against the starter housing. Do not
wind the pulley and recoil spring at this time.
Housing
7.4
Pawl Spring
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Section 9
Disassembly
Section 9
Disassembly
WARNING: Accidental Starts!
Disabling engine. Accidental starting can cause severe
injury or death. Before working on the engine or
equipment, disable the engine as follows: 1) Disconnect the
spark plug lead(s). 2) Disconnect negative (-) battery cable
from battery.
General
Clean all parts thoroughly as the engine is
disassembled. Only clean parts can be accurately
inspected and gauged for wear or damage. There are
many commercially available cleaners that will
quickly remove grease, oil and grime from engine
parts. When such a cleaner is used, follow the
manufacturers instructions and safety precautions
carefully.
Make sure all traces of the cleaner are removed before
the engine is reassembled and placed into operation.
Even small amounts of these cleaners can quickly
break down the lubricating properties of engine oil.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
Section 9
Disassembly
3. Remove the mounting screw and detach the oil
fill tube. See Figure 9-3.
4. Remove and discard the oil filter. See Figure 9-4.
Remove Muffler
1. Remove the exhaust system and attaching
hardware from the engine. On engines equipped
with a port liner, remove it now.
Figure 9-3. Removing Oil Fill Tube Bracket.
9.2
Section 9
Disassembly
Hex Flange
Nuts (2)
Lower Mounting
Screws (Some
Models)
Section 9
Disassembly
Heavy Duty Air Cleaner
1. Disconnect the breather hose from the fitting in
adapter or elbow. Remove the hex flange nuts
securing the adapter and any attached clips to the
mounting studs. See Figure 9-10.
Adapter Elbow
Hex
Nuts
9.4
Section 9
Disassembly
Pulse
Hose
Fuel Pump
Inlet Hose
Outlet Hose
(To Carburetor)
Pulse
Hose
Figure 9-15. Removing Control Panel.
Mounting Screws
Figure 9-17. Pulse Fuel Pump Details.
9.5
Section 9
Disassembly
Control Bracket
Figure 9-18. Removing Control Bracket.
Air Cleaner Brackets
(Some Models)
Governor Lever
Remove Carburetor
WARNING: Explosive Fuel!
Gasoline may be present in the carburetor and fuel system.
Gasoline is extremely flammable, and its vapors can explode
if ignited. Keep sparks and other sources of ignition away
from the engine.
1. Disconnect the fuel shut-off solenoid lead if so
equipped.
Control Bracket
Fuel Solenoid
Lead
Ground Lead
9.6
Section 9
Disassembly
3. Remove the carburetor, throttle linkage and
governor lever as an assembly.
9
Figure 9-23. Removing Carburetor Mounting Nuts
(Commercial Mower Base Shown).
9.7
Section 9
Disassembly
Remove Outer Baffles and Blower
Housing
1. Disconnect the wire leads from the start switch
on the blower housing (if so equipped).
Disconnect the plug from the rectifier-regulator.
Use the tip of the dipstick or a similar small flat
tool to bend the locking tang, then remove the B+
terminal from the center position in the plug. See
Figure 9-26. This will allow the blower housing to
be removed without disturbing the wiring
harness.
Short
Screw
Figure 9-26. Disconnecting Plug from RectifierRegulator.
2. The rectifier-regulator does not have to be
detached from the blower housing. If the engine
is equipped with SMART-SPARK, remove the
mounting screws from the spark advance module
(SAM). See Figure 9-27. The module will hang
loose as part of the wiring harness.
Section 9
Disassembly
Remove Oil Sentry
1. Disconnect the lead from the Oil Sentry switch.
2. Remove the Oil Sentry switch from the breather
cover. See Figure 9-33.
Silver Screw
9
Figure 9-31. Rectifier-Regulator Ground Strap.
9.9
Section 9
Disassembly
9.10
Fixed Timing
Ignition Module
Kill Lead
Section 9
Disassembly
Aluminum
Intake
Manifold
Figure 9-39. Position of Ignition Modules.
3. Remove the mounting screws and ignition
modules. Note the position of the ignition
modules.
Plastic Intake
Manifold
Figure 9-40. Removing Intake Manifold.
9.11
Section 9
Disassembly
Remove Cylinder Heads and Hydraulic
Lifters
NOTE: Cylinder heads are retained using either hex
flange screws or hex flange nuts and washers
on studs. Do not interchange or mix
components, as the cylinder heads may have
different machining, unique to each fastening
method.
1. Remove the four hex flange screws or hex nuts
and washers securing each cylinder head. See
Figure 9-42. Discard the screws or nuts and
washers once removed. Do not reuse. Studs (if
present) should only be removed if damaged or if
cylinder reconditioning is necessary. Once
removed, they must be replaced.
2. Mark the location of the push rods as either
intake or exhaust and cylinder 1 or 2. Push rods
should always be reinstalled in the same
positions.
Hex Flange
Screws
9.12
Section 9
Disassembly
Valve
Keepers
Cap
Retainer
Spring
Figure 9-45. Removing Rocker Arm.
Valve Seal
9.13
Section 9
Disassembly
Remove Flywheel
1. Use a flywheel strap wrench or holding tool (see
Section 2) to hold the flywheel and loosen the hex
flange screw securing the flywheel to the
crankshaft. See Figure 9-51.
NOTE: Always use a flywheel strap wrench or
holding tool to hold the flywheel when
loosening or tightening the flywheel
screw. Do not use any type of bar or
wedge to hold the flywheel. Use of such
tools could cause the flywheel to become
cracked or damaged.
9.14
Section 9
Disassembly
2. Locate the splitting tabs cast into the perimeter of
the oil pan. Insert the drive end of a 1/2" breaker
bar between the splitting tab and the crankcase
and turn it to break the RTV seal. See Figure
9-55. Do not pry on the sealing surfaces as this
can cause leaks.
Remove Camshaft
1. Remove the camshaft and shim (if used). See
Figure 9-56.
9
Figure 9-54. Removing Stator.
Figure 9-56. Removing Camshaft.
Splitting
Tabs
Figure 9-55. Removing Oil Pan Fasteners.
9.15
Section 9
Disassembly
Remove Connecting Rods with Pistons
and Rings
1. Remove the two hex flange screws securing the
closest connecting rod end cap. Remove the end
cap. See Figure 9-60.
9.16
Section 9
Disassembly
3. Repeat the above procedure for the other
connecting rod and piston assembly.
Remove Crankshaft
9.17
Section 9
Disassembly
9.18
Section 10
Inspection and Reconditioning
Section 10
Inspection and Reconditioning
This section covers the operation, inspection, and
repair/reconditioning of major internal engine
components. The following components are not
covered in this section. They are covered in sections of
their own:
Air Cleaner, Section 4
Carburetor & External Governor, Section 5
Ignition, Charging & Electric Starter, Section 8
Operation
The ACR mechanism consists of a flyweight, spring
and pivoting control pin assembly attached to the gear
on the camshaft. At cranking speeds (700 RPM or
lower), the control pin protrudes above the exhaust
cam lobe. This pushes the exhaust valve off its seat
during the first part of the compression stroke. The
reduced compression results in an effective
compression ratio of about 2:1 during cranking.
Camshaft
Crankshaft
Inspection and Service
Inspect the gear teeth of the crankshaft. If the teeth are
badly worn, chipped, or some are missing,
replacement of the crankshaft will be necessary.
10.1
10
Section 10
Inspection and Reconditioning
Inspect the crankshaft bearing surfaces for scoring,
grooving, etc. Measure the running clearance between
the crankshaft journals and their respective bearing
bores. Use an inside micrometer or telescoping gauge
to measure the inside diameter of both bearing bores
in the vertical and horizontal planes. Use an outside
micrometer to measure the outside diameter of the
crankshaft main bearing journals. Subtract the journal
diameters from their respective bore diameters to get
the running clearances. Check the results against the
specifications in Section 1. If the running clearances
are within specification, and there is no evidence of
scoring, grooving, etc., no further reconditioning is
necessary. If the bearing surfaces are worn or
damaged, the crankcase and/or oil pan will need to be
replaced.
Inspect the crankshaft keyways. If worn or chipped,
replacement of the crankshaft will be necessary.
Inspect the crankpin for score marks or metallic
pickup. Slight score marks can be cleaned with crocus
cloth soaked in oil. If wear limits, as stated in
Specifications and Tolerances are exceeded, it will
be necessary to either replace the crankshaft or regrind
the crankpin to 0.25 mm (0.010 in.) undersize. If
reground, a 0.25 mm (0.010 in.) undersize connecting
rod (big end) must then be used to achieve proper
running clearance. Measure the crankpin for size,
taper, and out-of-round.
NOTE: If the crankpin is reground, visually check to
insure that the fillet blends smoothly with the
crankpin surface. See Figure 10-1.
High Point from
Fillet Intersections
The Fillet Must
Blend Smoothly
with the Bearing
Journal Surface
45
Minimum
Self-Tapping Screw
Flat Washer
12345678
12345678
12345678
12345678
12345678
Plug
Crankshaft
10.2
Section 10
Inspection and Reconditioning
Crankcase
Inspection and Service
Check all gasket surfaces to make sure they are free of
gasket fragments. Gasket surfaces must also be free of
deep scratches or nicks.
Check the cylinder bore for scoring. In severe cases,
unburned fuel can cause scuffing and scoring of the
cylinder wall. It washes the necessary lubricating oils
off the piston and cylinder wall. As raw fuel seeps
down the cylinder wall, the piston rings make metal
to metal contact with the wall. Scoring of the cylinder
wall can also be caused by localized hot spots
resulting from blocked cooling fins or from
inadequate or contaminated lubrication.
If the cylinder bore is badly scored, excessively worn,
tapered, or out-of-round, resizing is necessary. Use an
inside micrometer to determine the amount of wear
(refer to Specifications, Tolerances, and Special
Torque Values in Section 1), then select the nearest
suitable oversize of either 0.25 mm (0.010 in.) or
0.50 mm (0.020 in.). Resizing to one of these oversizes
will allow usage of the available oversize piston and
ring assemblies. First, resize using a boring bar, then
use the following procedures for honing the cylinder.
NOTE: Some CV25 engines feature POWER-BORE
cylinders, a special, patented nickel-silicone
plating process for increased power, superior
oil control, reduced exhaust emission, and
virtually permanent cylinder life. POWERBORE cylinders cannot be resized or honed
as described in the following procedure. If a
plated cylinder bore is damaged or out of
specification, use a new miniblock or short
block to repair the engine. Use the following
procedures for crankcases with a cast iron
sleeve.
Honing
While most commercially available cylinder hones can
be used with either portable drills or drill presses, the
use of a low speed drill press is preferred as it
facilitates more accurate alignment of the bore in
relation to the crankshaft crossbore. Honing is best
accomplished at a drill speed of about 250 RPM and
60 strokes per minute. After installing coarse stones in
hone, proceed as follows:
10
10.3
Section 10
Inspection and Reconditioning
4. After resizing, check the bore for roundness,
taper, and size. Use an inside micrometer,
telescoping gauge, or bore gauge to take
measurements. The measurements should be
taken at three locations in the cylinder at the
top, middle, and bottom. Two measurements
should be taken (perpendicular to each other) at
each of the three locations.
Clean Cylinder Bore After Honing
Proper cleaning of the cylinder walls following boring
and/or honing is very critical to a successful overhaul.
Machining grit left in the cylinder bore can destroy an
engine in less than one hour of operation after a
rebuild.
The final cleaning operation should always be a
thorough scrubbing with a brush and hot, soapy
water. Use a strong detergent that is capable of
breaking down the machining oil while maintaining a
good level of suds. If the suds break down during
cleaning, discard the dirty water and start again with
more hot water and detergent. Following the
scrubbing, rinse the cylinder with very hot, clear
water, dry it completely, and apply a light coating of
engine oil to prevent rusting.
6 mm (0.24 in.)
Flywheel
Inspection
Inspect the flywheel for cracks, and the flywheel
keyway for damage. Replace flywheel if it is cracked.
Replace the flywheel, the crankshaft, and the key if the
flywheel key is sheared or the keyway is damaged.
NOTE: Do not use a feeler gauge to measure pistonto-bore clearanceit will yield inaccurate
measurements. Always use a micrometer.
10.4
Section 10
Inspection and Reconditioning
Carefully inspect the valve mechanism parts. Inspect
the valve springs and related hardware for excessive
wear or distortion. Check the valves and valve seat
area or inserts for evidence of deep pitting, cracks, or
distortion. Check clearance of the valve stems in the
guides. See Figure 10-6 for valve details and
specifications.
EXHAUST
VALVE
F
E
INTAKE VALVE
F
E
EXHAUST
INSERT
A
H
INTAKE
INSERT
G
H
D
B
10
Dimension
A
B
C
D
E
F
G
H
Seat Angle
Insert O.D.
Guide Depth
Guide I.D.
Valve Head Diameter
Valve Face Angle
Valve Margin (Min.)
Valve Stem Diameter
Intake
Exhaust
89
36.987/37.013 mm (1.4562/1.4572 in.)
4 mm (0.1575 in.)
7.038/7.058 mm (0.2771/0.2779 in.)
33.37/33.63 mm (1.3138/1.3240 in.)
45
1.5 mm (0.0591 in.)
6.982/7.000 mm (0.2749/0.2756 in.)
89
32.987/33.013 mm (1.2987/1.2997 in.)
6.5 mm (0.2559 in.)
7.038/7.058 mm (0.2771/0.2779 in.)
29.37/29.63 mm (1.1563/1.1665 in.)
45
1.5 mm (0.0591 in.)
6.970/6.988 mm (0.2744/0.2751 in.)
10.5
Section 10
Inspection and Reconditioning
10.6
Section 10
Inspection and Reconditioning
10.7
10
Section 10
Inspection and Reconditioning
Valve Guides
If a valve guide is worn beyond specifications, it will
not guide the valve in a straight line. This may result
in burnt valve faces or seats, loss of compression, and
excessive oil consumption.
To check valve guide-to-valve stem clearance,
thoroughly clean the valve guide and, using a splitball gauge, measure the inside diameter of the guide.
Then, using an outside micrometer, measure the
diameter of the valve stem at several points on the
stem where it moves in the valve guide. Use the
largest stem diameter to calculate the clearance by
subtracting the stem diameter from the guide
diameter. If the intake clearance exceeds
0.038/0.076 mm (0.0015/0.0030p in.) or the exhaust
clearance exceeds 0.050/0.088 mm (0.0020/0.0035 in.),
determine whether the valve stem or guide is
responsible for the excessive clearance.
The maximum (I.D.) wear on the intake valve guide is
7.134 mm (0.2809 in.) while 7.159 mm (0.2819 in.) is
the maximum allowed on the exhaust guide. The
guides are not removable but can be reamed 0.25 mm
(0.010 in.) oversize. Valves with 0.25 mm oversize
stems must then be used.
If the guides are within limits but the valve stems are
worn beyond limits, install new valves.
Valve Seat Inserts
Hardened steel alloy intake and exhaust valve seat
inserts are press-fitted into the cylinder head. The
inserts are not replaceable but can be reconditioned if
not too badly pitted or distorted. If cracked or badly
warped, the cylinder head should be replaced.
Recondition the valve seat inserts following the
instructions provided with the valve seat cutter being
used. A typical cutter is shown in Figure 10-7. The
final cut should be made with an 89 cutter as
specified for the valve seat angle in Figure 10-6.
Cutting the proper 45 valve face angle, as specified in
Figure 10-6, and the proper valve seat angle (44.5,
half of the full 89 angle), will achieve the desired 0.5
(1.0 full cut) interference angle where the maximum
pressure occurs on the outside diameters of the valve
face and seat.
10.8
Valve Seat
Cutter
Pilot
Figure 10-7. Typical Valve Seat Cutter.
Lapping Valves
Reground or new valves must be lapped in, to provide
proper fit. Use a hand valve grinder with a suction
cup for final lapping. Lightly coat the valve face with a
fine grade of grinding compound, then rotate the
valve on its seat with the grinder. Continue grinding
until a smooth surface is obtained on the seat and on
the valve face. Thoroughly clean the cylinder head in
soap and hot water to remove all traces of grinding
compound. After drying the cylinder head, apply a
light coating of SAE 10 oil to prevent rusting.
Intake Valve Stem Seal
These engines use valve stem seals on the intake
valves. Always use a new seal when the valves are
removed from the cylinder head. The seals should also
be replaced if deteriorated or damaged in any way.
Never reuse an old seal.
Section 10
Inspection and Reconditioning
Ring failure is usually indicated by excessive oil
consumption and blue exhaust smoke. When rings
fail, oil is allowed to enter the combustion chamber
where it is burned along with the fuel. High oil
consumption can also occur when the piston ring end
gap is incorrect because the ring cannot properly
conform to the cylinder wall under this condition. Oil
control is also lost when ring gaps are not staggered
during installation.
10
10.9
Section 10
Inspection and Reconditioning
Replacement pistons are available in STD bore size,
and 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.)
oversize. Replacement pistons include new piston ring
sets and new piston pins.
Replacement ring sets are also available separately for
STD, 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.)
oversize pistons. Always use new piston rings when
installing pistons. Never use old rings.
Some important points to remember when servicing
piston rings:
1. The cylinder bore must be deglazed before
service ring sets are used.
2. If the cylinder bore does not need reboring and if
the old piston is within wear limits and free of
score or scuff marks, the old piston may be
reused.
3. Remove the old rings and clean up the grooves.
Never reuse old rings.
4. Before installing the new rings on the piston,
place the top two rings, each in turn, in its
running area in the cylinder bore and check the
end gap. See Figure 10-9. Compare the ring gap
to the specifications listed in Section 1.
Piston Ring
Expander
10.10
Section 10
Inspection and Reconditioning
Piston Ring
Dykem
Stripe
End Gap
Identification
Mark
Hydraulic Lifters
Piston
Top
Compression
Ring
Center
Compression
Ring
Rails
Oil Control Ring
(Three-piece)
Expander
Inspection
Check the base surface of the hydraulic lifters for wear
or damage. If the lifters need to be replaced, apply a
liberal coating of Kohler lubricant (see Section 2) to
the base of each new lifter before it is installed.
Bleeding the Lifters
To prevent a possible bent push rod or broken rocker
arm, it is important to bleed any excess oil out of
the lifters before they are installed.
1. Cut a 50-75 mm (2-3 in.) piece from the end of an
old push rod and chuck it in a drill press.
2. Lay a rag or shop towel on the table of the drill
press and place the lifter, open end up, on the
towel.
Connecting Rods
Offset, stepped-cap connecting rods are used in all
these engines.
Inspection and Service
Check the bearing area (big end) for excessive wear,
score marks, running and side clearances (refer to
Section 1, Specifications, Tolerances, and Special
Torque Values). Replace the rod and cap if scored or
excessively worn.
10.11
10
Section 10
Inspection and Reconditioning
Disassembly
The governor gear must be replaced once it is
removed from the oil pan.
NOTE: The governor gear is held onto the shaft by
small molded tabs in the gear. When the gear
is removed from the shaft, these tabs are
destroyed and the gear must be replaced.
Therefore, remove the gear only if absolutely
necessary.
1. Remove the regulating pin and governor gear
assembly. See Figure 10-13.
Reassembly
1. Install the locking tab thrust washer on the
governor gear shaft with the tab down.
2. Position the regulating pin within the governor
gear/flyweight assembly and slide both onto
governor shaft.
Relief
Valve
Pickup
Section 10
Inspection and Reconditioning
Piston
Spring
Roll Pin
Inspection
Inspect the oil pump housing, gear, and rotors for
nicks, burrs, wear, or any visible damage. If any parts
are worn or damaged, replace the oil pump.
10.13
10
Section 10
Inspection and Reconditioning
5. After torquing, rotate the gear and check for
freedom of movement. Make sure there is no
binding. If binding occurs, loosen the screws,
reposition the pump, retorque the hex flange
screws and recheck the movement.
10.14
Governor Cross
Shaft Seal
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