Peta engines twin cylinder engine SERVICE MANUAL Models K™17 & KM19 senses] & IV lee MA LeaSection 1 - GENERAL INFORMATION Section 2 - TROUBLESHOOTING .................... Section 3 - AIR INTAKE SYSTEM .................... Section 4 - FUEL SYSTEM AND GOVERNOR .. : Ea Section 5 - LUBRICATION SYSTEM ..................INTRODUCTION Longilife strength and on-the-job durability are designed and built into these Kohler engines. Parts subject to most wear and tear — like cylin- ders, crankshafts and camshafts — are made from precision-formulated. cast iron . . . and because the cast iron cylinders can be rebored, these engines can last even longer. These Kohler engines are easy to service. All routine service parts — points, condenser, spark plugs, air cleaner, carburetor — are easily and quickly accessible. ‘This manual provides the technician with information and instructions for servicing and repairing the KT17 & KT19 Series II, and KT17-KT19- KT21 engines. It is recommended the technician study the procedures and illustrations in this manual and use them as references when per- forming repairs. KT engines use one of two types of Pressurized Lubrication Systems. KT SERMES]] engines have a Full Pressure lu- Other KT17-KT19-KT21 engines use a Pres- brication system. The Specification Numbers _surized Spray lubrication system. The Speti- for KT Series II models a fication Numbers for those models are: KT17 Series II — Specifications 24300 And KT17 — Specifications 24299 And Lower Higher KT19 — Specifications 49199 And Lower KTI19 Series II — Specifications 49200 And KT21 — Alll Specifications Higher Refer to Section 5 — Lubrication System for additional information. ‘The SERES]T logo appears throughout this manual to identify information and service procedures unique to the Series II models.SECTION 1 — GENERAL INFORMATION ENGINE IDENTIFICATION NUMBERS When ordering parts, or in any communication invelving an engine, always include the Model, Specification, and Serial numbers of the engine. ‘The Model and Specification numbers appear on the engine identification decal, and directly below itisthe decal with the Serial number. Both decals are ‘ocated on the top of the engine shrouding. ‘The significance of each of: these numbers is shown below. lEngine Mode! Code| 26-KTI7 82 -KT2t 49-KT19 Variat on of Basic Engine| Model no. KT17$- Version Code Refer to owners manual for operation and G- Tapered Crankshaft maintenance instructions Bs Trveaded Granksnatt ~Eectric Start Year of Manufacture Sete COMPS caecum 90-94 1978 KOHLER WISCONSIN, USA, EP - Electric Plant 95-09 1979 100-109 1980 ‘Serial 110-119 1981 No. _ 9276430 320-128 1982 130-138 1983 440-149 yond Factory Coce|SECTION 1 GENERAL INFORMATION FOR YOUR SAFETY A ‘This symbol points out important safety WARN- INGS and CAUTIONS which should be followed at all times. Follow WARNINGS to ensure the safety of yourself and others. Follow CAUTIONS, to prevent damage to the engine or equipment. General Safety Warnings Before working on engine or equipment, disconnect battery cables from battery. Always disconnect the negative (ground) cablefirst. When connecting battery cables, always connect the negative (ground) cable last. Never inhale exhaust fumes—all engine exhaust contains poisonous carbon monoxide. Never run the engine in a closed building or a confined area without adequate ventilation. Never operate engine or equipment with shrouds, covers or safety guards removed. Hands, feet, clothing, or hair can get caught in moving parts resulting in personal injury. Never touch the engine cylinder block, exhaust system, or cylinder head while the engine is run- ning—or immediately after it is turned off. These parts can get hot and could burn you. Never touch electrical wires or components while engine is running—they may be sources of electri cal shock, which could severely injure or kill you. Make sure cleaning solvents and other flammable liquids are properly identified and stored in cover. ed containers safely away from the danger of combustion from open flames, sparks, etc. OIL RECOMMENDATIONS. ‘The importance if checking and changing crankcase cit cannot be overemphasized. Insufficient, or dirty oil causes premature engine weer and failure. Oil Type Use high quality detergent oil of API (American Pe- troloum Institute) service class SF or SG, Select the viscosity based on the air temperature at the time of ‘operation as shown delow: a | coz EEE rm Peat i= et a ee TE BETO a / eee a Straight 30-weight oil Is recommended. Do not use multi-viscosity ols above 32°F (0°C) as consider- able increases in oll consumption and combustion deposits will result. NOTE: Using other than service class SF or $G ol! cor extending oll change intervals longer than recommended can cause engine damage which is not covered by the engine warranty. ‘A logo or symbol on oil containers identifies the AP! service class and SAE viscosity grade. Oil Change (On a new engine, change oil alter the first 5 hours of operation and then every 25 operating hours thereafter. Drain oit while the engine is still warm from operation ~ it flows freely and carries away more impurities Better drainage will cesult i the engine is tited slightly toward the oil drain. After draining, reinstall drain plug. Fill with proper viscosity oil to the “F” mark on dip- stick, Always check level on dipstick before adding more oil. Engine must be level for accurate read- ing. Overlling can cause engine to overheat On overhauled engines or those rebuilt with a new shortblock, use straight 30 weight service class SF or SG for the fist § hours of operation. Change the oil after this initial run-in period. Rofil with oil as specified in ci type. Checking Oil Before checking oil level, clean areas around dip- stick and oil fil © prevent dirt from faling into en- gineSECTION 1 GENERAL INFORMATION ‘Always check oll with engine stopped and on a level surface, Check oil before each use when the engine is coo! and the oil has drained back into the sup. Add ll, if low, 10 bring level up to, but not over the *F” mark on the dipstick NOTE: Do not operate engine with oil level below the “L* mark or over the “F* mark on the: dipstick. Operating Range FUEL RECOMMENDATIONS WARNING: Explosive Fuel! A Gasoline is extremely flammable and its vapors can explode if ig- ited. Store gasoline only in ap proved containers, In well-venti- lated, unoccupied buildings, sway from sparks or flames. Do not fill the fue! tank while the engine is hot ‘or running, since spilled fue! could ignite it it comes in contact with hot arts or sparks from ignition. Do not start the engine near spilled fuel. Never use gasoline as a cleaning agent. General Recommendations Purchase gasoline in small quantities and store in clean, approved containers. A container with a ca- pacity of 2 gallons or less with @ pouring spout is recommended. Such a container is easior to handle and helps eliminate spoilage during refueling Do not use gasoline left over from the previous sea- son, to minimize gum deposits in your fuel system and to insure easy starting Do not add oil to the gasoline Do not overfill the fuel tank. Leave room for the fuel to expand. (On gravity feed systems, turn the fuel valve off when the engine is not in use. Keep the vent hole in the tank filler cap open. if vent hole is plugged, pressure may bulld up in tank causing flooding or dengerous spraying of gasoline when cap is re- moved. A vacuum may also be created which ‘could disrupt fuel flow to the carburetor during en- gine operation Fuel Type For best results, use only clean, fresh, unleaded gasoline with 8 pump sticker octane rating of 87 or higher. in countries using the Research method, it should be 90 octane minimum. Unleaded gasoline is recommended, as it leaves less combustion chamber deposits. Leaded gaso- line may be used in areas where unleaded is not available and exhaust emissions are not regulated. Be aware however, that the cylinder head will re- quire more frequent service. Gasoline/Alcohol blends Gasohol (up to 10% ethyl alcohol, 90% unleaced gasoline by volume) is approved as a fuel for Kohler engines. Other gasoline/alcohol blends are not ap- proved. Gasoline/Ether blends ‘Methyl Tertiary Buty! Ether (MTBE) and unleaded ‘gasoline blends (up to a maximum of 15% MTBE by volume) are approved as a fuel for Kohler engines. Other gasoline/ether blends are not approved SERVICE SCHEDULE NOTE: Intorvals stated are for good, clean opera- ting conditions. Service more frequently (even daily) ifextremely dusty or dirty conditions prevail, Savice Frequency ‘Change Lube Oil . 25 hes. Service Precieaner 2 25 hve. ‘Check Air Cleaner 50 hes. Clean Cooling Fins and External Surfaces 50 hes. ‘Check Spark Plugs = 100 hes. Check Compression 500 hrs. Service Breaker Points 500 hrs. ‘Check Ignition Timing ......-. + 500 hrs. ‘Check Valve & Tappet Clearanc = 500 hes. Service Cylinder Head 500 hrs. Service Starting Motor Drive 500 hes. “280 hours when lesded gasoline is used. ‘The above service procedures should also be performed as part of any seasonal tune-up,SECTION 1 GENERAL INFORMATION AIR CLEANER SERVICE KT engines have tear drop, square, or round air cleaners with dry type filter elements. Elements should be checked every 50 operating hours and replaced when dirty. Check and replace more often under extremely dirty, dusty conditions, Replace with a genuine Kohler element, Carefully handle element - do not use if sealing surfaces are damaged. Some models are equipped with Precleaners, which should be washed and oiled every 25 hours—see Section 3 for details, and for proper disassembly and reassembly procedures of air cleaners. COOLING SYSTEM SERVICE Airis drawn into the cooling shrouds by fins on the flywheel. The air intake screen and cooling fins on the cylinder heads and barrels must be kept clean and unobstructed at all times. CAUTION: Do not operate engine with blower B.__ biting cooling shrouds removed. ‘They direct air flow past cooling fins and removal results in improper air circulation, overheating and engine damage. External surfaces (see Figure 1-2), must be kept clean, free of oil and dirt accumulation. Dirty external surfaces result in poor cooling efficiency. Air Intake Tube Blower Housing Air Intake, ‘Screen Cooting ‘Shrouds Cylinder Barrel Fing Cylinder Head Fins Figure 1-2. Keop These Areas Cloan SPECIFICATIONS AND TOLERANCES GENERAL SPECIFICATIONS KTI7 Bore (Nominal) 7 8.128" (79375 mm) SHOE ven ee nesses : 2,750" (68.8 mm) Displacement = --. cs .s. sos, A21Beu. in, (891.40) Horsepower at 3600 RPM. 17 G27) Weight ee 1181b. (535%9) | Capacity. Bots. (142L) Spark Plug Gap 025" (0.535 mm Spark Plug Size. : h4mm Spark Plug Reach <0 soo so. 460. (11.7 mm) Spark Plug Type ‘ Breaker Point Gap. (or7028" (432/880 mm) KT19 KT21 3.125" (79.375 mm) 3.312" (86.125 mm) 3.058" (77.8 me) 3083" (77.8 mm) 47 eu.in, (770.42) 52.76 cu.in, (864.7 ec) 19 (14zKwy, 21 (187 KW) W211b, (54.9 ka) rat, (56.2ka) Sots. (142L) pts. (142) 1025" (0.835 mm) 1925" (0.635 mm) h4mm s4mm 460° (11.7 mm) 480" (11.7 men) ‘Champion RBLSY or Equivalent 10172028" (492/880 mm) (047/023" (492/860 mm)SECTION 1 GENERAL INFORMATION TORQUE SETTINGS - Special KTI7 10-18 (14-20 m) (1421 kgm) Spark Plugs (ft les)- Fiywheot Retaining Screw (ft tbs). i Manifole Sorows (im (bs). (Closure Piate Serews (in. IBS) veseeeeeeeseerere 150. (17 Nm) 0.7 kom) 40. (54Nm) 55 kom) 150. (17 Nm) (17 gm) KT19 10415 (1420 m (142.1 kam) 40 (S4Nm) 5 kom) 150. (17 Nm) (17 kgm) 180. (17 Nm) (1.7 kgm) KT21 30415 (36-20 m) (42.1 kgm) 40 (S4Nm) (55 kom) 150 (17m) (55 kam) 180. (17 Nm) (1.7 kor) 1 (ee Closure Plate Diagram Page 62 for Correct Tightening Sequence}... +... Cylinder Hose Serows" (tls). 15:20 (2027 em) (28.37 kom) 15:20 (20-27 Nm} 26-97 kam) 35-20 (20.27 Nm} (26-87 kam) (Gee Cylinder Head Diagram Page 63 for Correct Tightening Sequence) Cylinder Barre! Stu Nuts {in Ib3) vo. nu 950. (40.5 Nm} (@ kgm) 260 (40.5 Nm) (4 kgm) 960 (40.5 N mi (4 kam) + (See Barrel Diagram Page 62 for Correct Tightening Sequence) -. Connecting Roa Serews* (in. tbs.) 200 ‘Connecting Rod Nuts" (Posi-Lock Reds) (23m (29 kam) ‘New fod (i. Ibs) 140 (15.8 Ne (1.8 kom) Used Rod in. bs)... 2. 300. (11.3 Ne) (12 kam) CGrankeave Stud Nute (in.tbs) 260 (29.Nm) (2 kgm) crankcase Cap Screws Crankcate Slet Hoa Screw (in. lbs) 85. (4N mj (4 kgm) “Lubricate with oil at assembly TOLERANCES, FITTED PARTS CCrankease Ena Piay (Ball Beatin) (002/.028" (051/880 mm) Crankshaft End Play, (Sleeve Bearing) 1002/.014" (051/355 mm) Ccrankshatt Running Clearance (Gleeve Bearing) » .0019/.0089" (.034/.089 mm) Camsnatt End Psy (00.013" (077/390 mm) Camshat Besring 9010/0025" (025/083 mn) Connecting Rod te Piston Pin Running (0008/,0013" (016/027 men) Connecting Roa to ‘Side Play on Crankpin Connecting Ros to 006/016" (18/41 mm) CCrankpin Running ..-..--.+.0012/,0024" ((080/,080 mm) Piston Thrust Face to Bore Running (@ Gage Dia). 006.008" (18/20 mm) Rings - Side Clearance... Top 002/004" (051/.10 mm) Int “Dov.003" (026/077 mm) i) 001.009" (025/077 mm) ings End ap Tlees “p100.920" (2547508 rae) irist Pin to Piston Boss - Max. : 0003" (008 mm) Wrist Pin to Rod {0008/,0011" (018/027 mm) Intake Valve to Tappet- Cola (008/.006" (076/150 mm) Exhaust Valve to Teppet = cole 7 19.014" (279.985 mm) valve Lift Zero Lash 280" (7.11 mm) Intake Valve Stem to Guide ~ Max ca 0085" (114 mm) Exhaust Valve Stem to Guide Max 088" (185 mm) 200 (231N m) (23 kom) 340 (35.8 Nm} (1.8 kgm) 100 (11.3 Nm) (1.2 kam) 260_(28N m) (3 kom) (See Crankcase Diagram Page 60 for Torque and Seauence) 35 (Nm) (04 kgm) .002/,023" (051/80 mm) (002/.014" (0511.55 mm) {0018/,0039" (.084/.083 mm) (008/.018" (077.880 mm) {00:07 0025" (028/083 mm .0008/,0011" (.0181.027 mm) 005/016" (19/41 mm) (0012/0024 (.0301:060 men) (085/:0085" (.165/.216 men) 002/004" (051/10 mm) (001/,003" (025/.077 mm 001/003" (025.077 mm) 107.020" (254.508 men) 2003" (008 mm) £006/.0013" {,016/.027 mm) (003/,008" (076.150 mm) 112.018" (279.355 mm) 280° (7.11 mm) 0045" (114 mm) 0085" (168 mem) 200 (23Nm) (23 kam) 260. (23m) (3 kgm} 35 (A Nm) (0.4 kgm) 102/028" 051/580 mm) 0021014" (051/355 mm) (018/.0088" (034/068 mm) 903/013" (.077/.330 mm) (tor. e028" (026/063 mm) (0003).008" (.008/.020 mm) 005/016" (18/41 mm) o1ar.ovee" (901.060 mm) 0085/,0085" (.165/.218 mm) 002/004" (.061/.10 mm) (0015/004" (038/01 mm) ‘9614. €03" (026/.077 mm) 910/020" (.254/.508 mm) 10003" (008 mr) (0009/.0008" (008.020 men) 031.008" (.076/-150 mm) 911/014" (270/355 mm) 280" (7.11 ram) 0085" (114 mm 0085" (185 men)SECTION 1 GENERAL INFORMATION TOLERANCES, FITTED PARTS (Cont'd) KT17 ‘Teppet Clearance in Guide - MOx. «+++ ever 0005/,0024" (013/080 mm) Valve Guide interference Fit in Oylincer (008/.002" (019/051 mm) Valve Guide Ream Diamotors.assseeeeveeessee 312/318" (7.925/7.050 mm) Pump Shatt te Grankcase Aunning -" Float ta fevae S oe \ na jane runt Bow! Bow! Retaining “owt Retaining Se ‘Screw Gasket Figure 42, Side Draft Carburotor - Exploded View 9. Remove idle fuel adjusting screw, main fuel adjusting screw and springs. 10. If the throttle and choke shafts are worn, a repair kit is available. Refer to the Parts ‘Manual for the part number of this kit. Assembly of Carburetor 1. With carburetor casting inverted, install fuel inlet seat. Torque seat t0 35 in. Ibs. Install inlet needle, float, and float pin. NOTE: Floats in current production carbure- tors have two tabson thefloat hinge. Bend tabSECTION 4 FUEL SYSTEM AND GOVERNOR “A” to set float level (Step 2). Bend tab “B” to set float drop (Step 3). See Figure 4-3. For floats with tab “A” only, set float level (Step 2)- omit Step 3. Figure 4.3, Float Tab Details 2, Set float level. Invert carburetor—with float resting lightly against inlet needle in its seat, there should be 11/64” (+ 1/32”) clearance between machined surface of casting and free end of float (side opposite needle seat). Adjust by bending float tab “A” with a small screw- driver. See Figure 4-4. Float / 11/64" Figure 4-4. Setting Float Level 3, Set float drop. With carburetor in normal operating position, float drop should be limited t01-1/32” between machined surface of casting and free end of float. Adjust by bending float tab “B.” See Figure 4-5. UU) Taneaa 1192" N Float Figure 4.5, Setting Float Drop 4. Check float clearance. Invert carburetor— check clearance between float and float pin towers with a .010” feeler gauge. If fecler cannot be inserted or if there is interference between the float and towers, file the towers to achieve proper clearance. See Figure 4-6. .010" Feeler Gauge Both Sides File Necessary Float Pin Towers {On Carburetor Body) Inverted Carburetor Figure 4-8, Checking Float Clearance 5. Install new bow! gasket and bafile gasket. Position baffle gasket so that the inner edge of gasket is against float pin towers. 6. Install fuel bowl—make sure it is centered on batfle gaeket to form a good seal. Install bowl retaining screw and gasket. Tor- ue screw to 50 in. Ibs 7. Install main fuel and idle fuel adjusting screws and springs, Turn in until needle bottoms lightly. Install idle speed adjusting screw and spring. 8, Connect carburetor to inlet elbow with three screws. Connect carburetor with inlet elbow to manifold with two nuts, 9, Connect fuel line, governor linkage and choke linkage to carburetor. (See Figure 4-7.) 10. Assemble air cleaner. (See Section 3.) 11. Connect breather hose to inlet elbow (early KT17 models only) or air cleaner base. 12. Turn fuel source back on. 13, Adjust carburetor as instructed under “To Adjust Carburetor.” aLSECTION 4 FUEL SYSTEM AND GOVERNOR GOVERNOR SYSTEM WARNING: Never tamper with governor settings y ce the maxium speed of the engine. Overspeeding can cause equip ‘ment parts to exceed design limita: tions, resulting in component failures. Parts breaking under excess stress can become lethal missiles if thrown off by the equipment. Broken parts flying through the air can injure or ill, ‘These engines are equipped with a centrifugal flyweight mechanical governor. The governor gear/flyweight mechanism is mounted within the crankcase and driven off a gear on the camshaft. Governor Operation Centrifugal force causes the flyweights to move outward as speed increases and inward as speed decreases. As the flyweights move outward, they force the rod portion of the assembly to push ‘outward. The rod, in turn, contacts a tab on the governor cross shaft causing it to rotate with changing speed. One end of the cross shaft, pro- trudes through the side of the crankease. Through external linkage, the action of the cross shaft is transmitted to the throttle (or butterfly) valve in the carburetor. When the engineis at rest and the throttleis in the “Fast” position, the tension of the governor spring holds the throttle valve open. When the engine is operating (governor gear is turning), the force applied by the governor gear against the cross shaft tends to close the throttle valve. The gover- nor spring tension and the force applied by the governor gear are in “equilibrium” during opera- tion and hold the engine speed constant. When a normal load is applied and engine (and governor) speed decrease, the tension of the governor spring rotates the governor arm to open. the throttle valve wider. This admits more fuel and restores engine speed. (With the governor properly adjusted, this action takes place go rapidly, a reduction in speed is hardly noticed.) As speed reaches the governed setting, the tension of the governor spring and the force applied by the governor gear will again be in equilibrium, main- taining speed at a relatively constant level. For identification of the governor components men- tioned above, see Figure 4-7, Governed speed may be at a fixed point as on constant speed applications, or variable as deter- mined by a throttle control. 22 Governor Speed Adjusting Screw Figure 4-7. Governor Components Adjustments Governors are adjusted at the factory and further adjustment should not be necessary. Governor adjustment may be indicated if engine speed surges with changing load, orif speed drops considerably when normal load is applied. Speed Adjustment - Maximum allowable speed for these engines is 3600 RPM, no load. Check operating speed with a hand tachometer. Do not exceed this speed. If adjustment is necessary loosen the governor speed adjusting screw and pivot the high speed stop tab until desired speed setting is reached, then tighten the screw. Sensitivity Adjustment - Governor sensitivity can be adjusted by repositioning the governor spring in the holes on the governor arm. If set too sensitive, speed surging will occur with change of load. If a big drop in speed occurs when normal load is applied, the governor should be set for greater sensitivity. ‘Normally, the governor spring is placed in thefifth hole from pivot of the governor arm and in the sixth hole from pivot on the throttle control lever. ‘Tomake governor control more sensitive, increase governor spring tension by moving the spring end closer to the center of the governor arm. To allow broader governor control but less sensitivity, de- crease spring tension by moving the spring toward the end of the arm.SECTION 4 FUEL SYSTEM AND GOVERNOR sees OPTIONAL THROTTLE AND CHOKE CONTROL ‘Some Series II Engines are equipped with throttle and choke controls mounted to theintake manifeld, ‘huss Head Nylock Screw ‘Spring Washer a Locking Tab Carbureto: ‘Throtle Lever Choke Lever AA _rieton washers Intake Manifold Hox Washer, Head Screw Taroltle Stop Plate Intake Manitold zg Hex Head/Thread Hex Washer Head Screw High Speed Siop. Throttle Control! Lever THROTTLE CONTROL ASSEMBLY CHOKE CONTROL ASSEMBLY Figure 48, Engine Throttle And Choke Controls Disassembly 1. Remove the 1/4-20x5/8” trusshead nylockserew 3, Install friction washers and throttle lever, lock- cecuring throttle control components to intake ing tab, spring washer, and 1/4-20x5/8" truss manifold. Remove the spring washer, locking head nylock screw. Make sure locking tab is tab, friction washers and throttle lever. Discon- positioned in the notch in throttle stop plate. Se. nect throttle linkage. Figure 48, 2, Remove the 10-24x3/8” hex washer head screw Tighten the nylock screw enough tohold throttle and throttle stop plate from intake manifold. lever in position while the engine is running. Do 3. Remove the 10-24x3/8” hex washer head screw not overtighten the strew—the throttle lever and clamp securing choke control assembly to should still operate smoothly. intake manifold. Disconnect chokelinkagefrom 4. Connect choke linkage to choke lever on car- choke lever on carburetor. buretor. Loosely install choke control assembly to intake manifold with clamp and 10-24x3/8” hex washer head screw. Adjustment: With choke knob against hex head/thread, move choke control assembly Assembly 1. Install throttle stop plate to intake manifold. Secure with a 10-24x3/8” hex washer head serew. towards carburetor un:il choke plate is in the 2. Connect throttle linkage to throttle lever and wide open position—tighten screw securely. See throttle control lever (on carburetor intake Figure 48. elbow). 23,SECTION 4 FUEL SYSTEM AND GOVERNOR FUEL PUMP ‘Those engines havea mounting pad and provision on the crankcase for a mechanically operated fuel pump. On applications with gravity feed eystems, the pad is covered and the fuel pump is not used. Fuel Pump Operation The mechanical pump operates off a cam on the camshaft. The fue] pump lever rides on the cam transmitting a pumping action to a diaphragm within the pump body as illustrated in Figure 4-9. Inlet Outiet ‘Cheek ‘Camshaft ‘Check Valve Valve iphfagm Figure 49, Fuel Pump Funetion Fuel Pump Check WARNING: Before performing this check be sure BD _ Sitibeupany spilled fuel and make surenosources of heat, flame or sparks are near, as these can cause gasoline fumes to explode. Disconnect and ‘ground spark plug leads to eliminate electrical spark. 1, Remove the fuel line at the carburetor and crank theengine. Ifno fuel comes out of fuel line check the fuel flow into pump (Step 2). 2, Remove the fuel line at the inlet side of the fuel pump and hold the line lower than the gas tank. Iffuel flows freely from the fuel line the pump is faulty and should be replaced. Fuel pumps are not serviceable—replacement kits are available from your Kohler parts supplier. See Fuel Pump installation instructions in Sec- tion 8. OPTIONAL AUTOMATIC CHOKE AND SHUTDOWN CONTROL Some KT17 engines on generator applications may be equipped with an optional Thermo-Electric ‘Automatic Choke, and with a Fuel Shutdown Control. Automatic Choke Function ‘The choke is an integral part of the carburetor. The choke will close autcmatically from ambient ai. Upon starting, the engine vacuum will partially open the choke. The bi-metal spring in the choke is, electrically connected to the ignition coil and the current flowing through the bi-metal spring will heat to a point that the choke will open fully. Automatic Choke Adjustment ‘The choke unit (Figure 4-10) is setat the factory for average conditions. To readjust for local condi- tions, loosen the cover retaining screws and shift the cover in clockwise direction for richer setting or counterclockwise direction for leaner setting. ‘Tighten the cover retainer screws.SECTION 4 FUEL SYSTEM AND GOVERNOR Automatic Choke Service Guide Problem Causes ‘Solutions Faulty lead to choke. 1, Check for secure lead connections 2. Make continuity check on lead. Replace ito continuity. Choke Won't Close Faulty lead to ground, 1, Check for secure lead connections. When Cranking 2, Make continuity check on lead. Replace i no continuity. Poor adjustment, 1, Adjust choke. 2. Ropair with kit or roplace choke. ‘Choke will Not 1. Poor adjustment. 1. Adjust choke. Fully Open 2, Faulty choke. 2. Repair with kit or replace choke. Plunger Shutdown Control Solenoid Se Baier” @ { NS A, Power Lead \ Choke Ground 2 = we Heater ae ‘Choke Figure 4-11. Engine Shutdown Control And Automatic Choke Automatic Choke Inspection 1. Disconnect the high tension leads from spark plugs go the engine will not start. 2, Remove the air cleaner cover, element and base. 3. Push the start switch on the controller to the start position and hold for five seconds, The choke should fully close and release when the start switch is released. 4, If the choke does not function properly (Step 3) sce Service Guide. Automatic Choke Service Choke Unit Replacement (see Figures 4-10 And 411) 1, Position the choke unit on the two mounting screws so that it is slightly loose. 2. Rotate the choke unit clockwise on the car- buretor (viewed from the choke side) with a slight pressure until the choke valve is posi- tioned 4 to 6 degrees towards the closed position. 3, While holding the choke unit in the above position, tighten the two mounting screws 4, This adjustment must be accomplished at an ambient temperature of 70-75" F,SECTION 4 FUEL SYSTEM AND GOVERNOR Shutdown Control Function ‘The engine shutdown control device is a solenoid and plunger mounted on the carburetor which prevents the engine from “running on” after the ignition is turned off, See Figure 4-11. When the switch is in the start position, battery current thru the solenoid holds the plunger and continues to hold it while the engine is running. When the switch is moved to the stop position the solenoid de-energizes and drops the plunger into a porting in the carburetor to stop all flow of fuel. ‘The engine shutdown control has two lead wires on it — aground lead from the top of the shutdown solenoid and a power lead from the bottom of the solenoid. The power lead is wired into the (+) side of the ignition coil. ‘Shutdown Control Inspection 1. Make sure the solenoid has a secure electrical connection and good contact with the retaining bracket (ground). 2. Check for stuck plunger. Replace if damaged. 3, Check for defective solenoid with an ohmmeter or multimeter. Solenoid resistance is approxi- mately 20 ohms. 26 Shutdown Control Test Refer to Figure 4-11 for identification of parts. 1. Remove shutdown control (solenoid and plung- ex) from carburetor body by loosening the main fuel adjusting screw so the bracket holding the control can be shifted. Do not disconnect the lead wires. 2, Pull the shutdown control out of the carburetor. 3. Hold the plunger approximately 1/4” away from the solenoid. Turn the ignition switch to “ON” and release the plunger. If the plunger is drawn into the solenoid, the shutdown control is functioning properly. If the plunger is not drawn into the solenoid, the solenoid is faulty and must be replaced. As a temporary fix, until a replacement solenoid can be obtained, the plunger can be removed from the shutdown control and the solenoid reinstalled minus the plunger.* After replacingsolenoid, reset main fuel adjusting screw according to procedures under “To Adjust Carburetor”. *The removal of the plunger will not affect normal car- buretorfunctionshowever, to prevent unfiltered air fromm entering the carburetor, the defective solenoid must be reinstalled over shutdown control vent hole, after the plunger has been removed.SECTION 5 — LUBRICATION SYSTEM These engines use a Pressurized Lubrication Sys- tem. A rotor-type oil pump pushes oil through galleries machined into the crankcase. Openings in the galleries permit oil to lubricate critical engine components. The center oi] pickup ensures proper lubrication at operating angles up to 30°. ‘Two types of Pressurized Lubrication Systems are used on these engines, depending on the engine Specification Number. PRESSURIZED SPRAY LUBRICATION SYSTEM Model KT17—Specifications 24299 And Lower Model KT19—Specifications 49199 And Lower Model KT21—Alll Specifications In the Pressurized Spray Lubrication System, the oil pump delivers oil to the main crankshaft and camshaft bearings at approximately 5 PSI. Lubri cation for the connecting rod journals is provided by oil sprayed from two sinall holes drilled in the camshaft. See Figure 5-1. ollLevel ' “ |. Oil Pickup. oll Pune 4 Figure 5:1. Pressurized Spray Lubrication System seresT FULL-PRESSURE LUBRICATION SYSTEM Modet KT17 Series II—Specitications 24300 And Higher Model KT19 Series II—Specifi Higher jions 49200 And KT17 Series I and KT19 Series II engines have a Full-Pressure Lubrication System that delivers oil to the crankshaft, camshaft, and connecting rod journal bearings at approximately 25-50 PSI (see Figure 5.2). A pressure relief valve, located in the engine crankcase behind the closure plate, limits the maximum oil pressure in the system (See Figure 5-3). A 1/16” NPTF pipe plug in the #1 crankcase side (PTO end) is removable to permit installation of an oil pressure gauge (See Figure 54), Figure 52, Pull Pressure Lubrication System OIL PUMP The oil pump is driven off the crankshaft and is located behind the closure plate on the PTO side ofSECTION 5 LUBRICATION SYSTEM the engine, The pump is secured by a square cover and four screws, The component parts contained in the pump assembly are shown in Figure 5-5. LUBRICATION SYSTEM SERVICE The oil pump cover and rotors, and pressure relief falve ball and spring can be serviced without splitting the crankcase. To service these parts, the closure plate must be removed. ‘To service the rest of the pump components, the crankease must be split. See Sections 7 and 8 for disassembly and assembly of crankease and oil aN Crankcase (PTO End) ‘Closure SS Figure 5-4, Oil Pressure Pickup Point Figure 5-5. Oil Pump Assembly and Center Oil PickupSECTION 6 - ELECTRICAL SYSTEMS & COMPONENTS BATTERY IGNITION SYSTEM ‘These engines usea battery ignition system, which uses the electrical charge stored in the battery to induce a high voltagein theignition coil. This high voltage is impressed across the spark plugs where it jumps the gaps producing the spark that ignites the air-fuel mixture in the cylinders. The basic components of the battery ignition sys- temare the battery, ignition coil, condenser, break- er points and spark plugs as shown in Figure 6-1. £—— Primary Circuit mem Secondary Circuit Figure 6-1. Schematic of a Typical Battery Ignition System Ignition System Service Several factors contribute to the overall perfor- mance of an ignition system — all components must be in good condition and the spark must be properly timed. Hard starting, low power and erratic operation can often be attributed to faulty ignition. The following operational test will de termine if the ignition system actually is faulty. Operational Test WARNING: Performing this test near explosive gases could result in bodily injury eae eee ee Tine and cover containers of flam- mable liquids. Attach an in-line tester between each spark plug lead and spark plug. Crank engine rapidly. If a sharp spark jumps the tester gap, the trouble apparently is notin the ignition coil, condenser, or breaker points. A weak spark indicates ignition trouble, When checking out an ignition system, the com ponents most commonly requiring service or ad- justment should be checked first. Ignition System Analyzers ‘To determine the condition of components of the ignition system, an ignition tester should be used. A wide variety of testers are available from var- ious manufacturers such as Graham, MercO- ‘Tronic or Stevens. These units have provisions for testing all functions of theignition system. Always refer to the analyzer manufacturer instruction manual for proper procedures. SPARK PLUGS Engine misfire or generally poor operation is often caused by spark plugs in poor condition or with improper gap setting. Clean area around spark plugs before removing to prevent dirt or debris from falling into engine, Every 100 hours remove plugs, check condition and regap to .025”. Bend outside (or grounded) electrode only, never the center electrode. Abrasive cleaning machines should never be used. Best results are obtained with new plugs. Always replace in pairs to prevent misfiring. Use Cham- pion spark plugs RBLIOY or equivalent. Torque to 10-15 ft. Ibs. (1.4.2.8 Kgm). Examine plugs as soon as they have been removed - the deposits on the tip are an indiciation of the general condition of rings, valves, carburetor, and ignition system. Normal and worn plugs are shown in the accompanying illustrations.SECTION 6 ELECTRICAL SYSTEMS AND COMPONENTS. Normal: A plug taken from an engine operating under . good conditions will have light tan or gray colored deposits. Ifthe center electrode isnot rounded off, plug Carbon: Soft, eoty black deposits indicate incomplete in this condition could be re-gapped and reused. combustion which could be attributed to rich carbure- tion, weak ignition, retarded timing or poor compression, Worn: Ona plug which has been in service too long, the center electrode will be rounded off and the gap will be eroded .010” or more than the correct setting. Replace worn plugs as they will require excessive voltage to fire Wet: A wet plug eould be caused by drow? properly. Always replace plugs in pairs fuel or oil in, bee. The raw fuel problem may be caused by operating with too much ‘choke. Oil in the combustion chamber area is usually caused by worn rings or valve guides. 30SECTION 6 ELECTRICAL SYSTEMS AND COMPONENTS White Chalky Deposite: Overheating will be indi- cated by chalk white colored deposits, not burned black fas might be expected. This condition is also usually ‘accompanied by excessive gap erosion. Qveradvanced timing, lean carburetion, clogged air intake and blocked cooling fins are some of the causes of overheating. If abnormal conditions are indicated, also check the number on the plug - it may be of the wrong heat range for the engine, If the center electrode is, eroded round, don't try to square it with a file for reuse. BREAKER POINTS Engine operation is greatly affected by breaker point condition and adjustment. If points are burned or badly oxidized, little or no current will pass. Asa result, the engine may not operate at all or ifit does run, itis likely to misfire particularly at full throttle, Breaker point gap affects the time thatthe contacts are opened and closed. If too wide, the ignition spark will be advanced and the engine may knock or kick back during starting. If too close, the ignition spark will be retarded and the engine will lose power and overheat, When installing or servicing breaker points, extra care should be taken to keep contacts clean. To remove foreign materials or oil from new points, or toclean existing points after servicing or readjust ing, insert a piece of heavy paper or light card- board between the closed points and draw it between the points. To prevent lint or fibers from. remaining on the points, open the breaker points to withdraw the paper. CONDENSER If the condenser shorts out, the coil will be unable to produce output voltage. On the other hand, if it, opens or decreases in capacitance, the ignition points will burn excessively. If badly burned breaker points occur too frequently, the condenser should be checked, If capacitance of condenser is too low, metal will transfer from the stationary contact to the mov- able contact. If capacitance is too high, metal will build up on stationary contact. See Figure 6-2. “Bultd-Up” on Movable Contact ‘Bulld-Up" on Stationary w~ Could Indicate Excess Capacitance Could indicate Insufficient Capacitance Figure 62. Metal Transfer On Points Condenser Check ‘The condenser can also be tested with an ohm- meter as follows: Discharge the condenser by grounding the condenser lead, then set ohmmeter ‘on the Rx10,000 scale and connect the meter leads between condenser lead and condenser case. On a 00d condenser the indicator on the meter should bounce up into the scale and then fall back to infinity. On a faulty condenser the needle will either not fall back to infinity (indicating a short) or will not move at all when the test is performed (indicating an open circuit). This test is not fool proof as the condenser could be intermittent and actually appear ood when itis faulty. When using a commercial condenser tester, follow the instruc. tions provided by the manufacturer.SECTION6 ELECTRICAL SYSTEMS AND COMPONENTS IGNITION COIL NOTE: Erratic operation, short breaker point life, hard starting, lack of spark, or no start, are symptoms of coil problems which may develop. Engines may run well for a time before any of the symptoms are noticed, However, possible ignition related causes produce similar symptoms, as do interlock systems incor- porated on the equipment the engine powers, which also could lead to erratic operation and should not be overlooked. Should any of these symptoms be encountered, first check the following ignition related problems: NO SPARK 4. Ignition ewiten off or faulty, 2. Leads disconnected or broken, 3. Spark plug bad. } 4, Breaker points stuck or oxidized. | 8. Condenser fasity POOR IGNITION. Spark plug gap excessive 1 2. Spark plug wet or fouled. 3, Wrong spark plug, 4, Breaker points dirty 5, Ignition timing wrong. 6, Weak condenser. [Se Ce) Ignition Coit Function The ignition coil functions to transform or step up thelow voltage primary currentto thehigh voltage current necessary to bridge the gap between the center and side electrodes on the spark plug. ‘There are two primary terminals provided on the ignition coil and they must be connected correctly for the coil to function properly. The positive (+) terminal must be connected to the positive side of the battery through the ignition switch. The break- er points and condenser are connected to the negative () terminal. Ignition Coil Check - Terminals Loose primary terminal nuts also can lead to erratic operation and should be checked. Check 32. coils by removing the terminal nut and star wash- er, and point and battery leads from primary terminals on the coil. Check continuity across primary terminals. If continuity is found, coil is not faulty. If continuity is not found coil is faulty and should be replaced. Ignition Coil Check - Ohmmeter NOTE: Ignition parts should be checked with the engine stopped. Check the continuity of the primary winding by connecting an ohmmeter between the (+) and (-) torminals of the coil. The reading on the meter when set on the Rxc1 scale should be 4-5 ohms at room temperature. Make sure the ohmmeter is zeroed properly before measuring primary con- tinuity. (See Figure 63). Volt and Ohmmeter —_(~ Figure 63. Continuity Check of Coil Primary To check the secondary resistance, set ohmmeter ‘on Rx 100 scale, zero the meter, and connect one test lead to each high tension terminal. The read- ing here should be between 9,500 and 11,500 Ohms ‘on a good coil. If not within these limits, the secondary is faulty and thecoil should be replaced, Note that a coil could pass these tests and still be breaking down under operating conditions. (See Figure 6-4.)Figure 6-4. Resistance Check of Coil Secondary High Tension Leads — Removal and Installation ‘The ignition coil used on KT series engines has threaded terminals in the high tension towers for attaching the high tension lead wires. Proper removal end installation of the high tension leads is necessery to prevent damage to the leads and to insure good contact between the terminal and the carbon core of the lead wire. CAUTION: Failure to follow repair procedures D.__ By retin poor oF evatic engine performance. The improper removal and installation of spark plug leads will simulate operating conditions normally associated with defective coils, breaker points, condenser, or poor wiring. Before replacing any of these items, check the lead connec- tions at the coil Removal Before at:empting to remove a high tension lead from the coil, disconnect the boot end from the spark plug, free the lead wire from any clamps or retainingclips and rotate lead free of any brackets, manifolds, sheet metal, etc. Break seal between boot and coil tower by rolling boot back. Grasp the lead wireclose to the tower and turn the lead wire counterclockwise while pulling lightly in an out- ward direction. Continue turning the lead until it comes free of the coil terminal. After the wire is free, remove the boot from the lead. SECTION 6 ELECTRICAL SYSTEMS AND COMPONENTS 33 Installation Ifthe original lead wire is being reused, cutthe end of the lead wire off about 3/8” to expose fresh sections of the carbon core. Slide boot ontothelead wire approximately 2 inches. Insert high tension lead into coil tower and turn in a clockwise direc- tion while applying an inward pressure. Continue turning and inserting the lead until itis snug. Slide boot on wire toward coil tower and fix boot to the coil tower. BATTERY WARNING: Batteries contain sulphuric acid avoid contact with skin, eyes or clothing. Batteries produce explosive hydrogen gas while being charged. Ventilate ‘area when charging battery. Keep smoking materials such as cigarettes, open flame and sparks away from battery at all times. Keep batteries and acid out of the reach of children at all times. To prevent accidental shorting and re- sulting sparks, remove all jewelry when working on battery. Disconnect battery cables or unplug rectifier-regulator before charging. When removing battery from equip- ment always disconnect the negative ( (ground) cable first, When replac- ing battery connect the negative (;) (ground) cable last. Battery Check If battery charge is not sufficient to turn starter motor over, recharge the battery. DO NOT attempt to “jump start” the engine with another battery -batteries larger than those recommended can cause starter motor burn-out. ‘Test battery voltage by connecting a DC voltmeter across the battery terminals. Crank the engine—if battery voltage falls below 9 volts while cranking, the battery is run-down or defective. (See Figure 65) Battery Maintenance A build-up of corrosive acid across the top of the battery can cause the battery to self-discharge. Even a light coating of this grayish-white sub- stance can complete a circuit to drain and exhaust the energy in the battery — especially bad when moisture is present.SECTION 6 ELECTRICAL SYSTEMS AND COMPONENTS ‘To maintain a battery in top condition: 1. Regularly check level of electrolyte — add water as necessary to maintain level above plates —do not overfill as this can cause poor performance or early failure due to loss of electrolyte. 2. Keep terminals and top of battery clean. Wash with baking soda and rinse with clear water. Do not allow soda solution to enter cells as this will destroy the electrolyte. Volt And Figure 65. Checking Battery Charge IGNITION TIMING ‘These engines are equipped with a timing sight hole in the #1 side of the blower housing. Two timing marks are stamped on the flywheel — the. mark indicates Top Dead Center (TDC) while the mark indicates the Spark or Spark Run point which is 23° before top dead center. Various methods can be used for timing — the timing light method is the more precise way of achieving exact timing. Method 1 - Static Timing Make sure ignition switch is off, Completely dis- connect spark plug leads from plugs to prevent unintentional starting. 1. Remove breaker point cover, then connect an ohmmeter or continuity tester from breaker point terminal to ground. 2, Rotate theengine by hand in direction of normal rotation (clockwise when viewed from flywheel 34 end.) Watch continuity tester or ohmmeter, if light on tester goes out or infinity ohms is ‘measured on ohmmeter, points are just begin- ning to break. When the points are just breaking, the “S” markon the flywheel should be directly opposite theroll pin in the #1 cylinder barrel, (as seen through timing sight hole) if the engine is properly timed. If“S” is above or below roll pin the timing is off and the point gap will have to be adjusted in or out until “$" mark is directly opposite the roll pin. If an ohmmeter or continuity tester is not avail- able, measure gap with feeler gauge — gap should be .020” fully open. If necessary loosen point gap adjustment screw and readjust gap to .020” fully open. However, maximum gap setting can vary a few thousandths (.017" 023") to achieve smooth- est running. Securely tighten adjusting screw after timing (see Figure 6-6). Figure 66, Point Gap Adjustment Method 2 - Timing Light Several different types of timing lights are avail able—follow manufacturer's instructions for type used, 1. Remove high tension lead at spark plug—wrap ‘one end of a short piece of fine wire around spark plug terminal. Reconnect lead to terminal—free ‘end of wire must protrude from under boot. NOTE: For timing lights with alligator clips— some lights have sharp prongs on spark lead— simply push prong thru boot until it contacts metal connector.