Briggs 104M02-0216-H5 Parts Manual
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1. the Future for Automotive Two-Stroke Engines – Part 2
N0.21 THE FUTURE FOR AUTOMOTIVE TWO-STROKE ENGINES (Part 2) CURRENT DEVELOPMENTS Synthetic-based formulation likely to be the preferred option. In the previous issue of Lube, the origins and initial development of the 2T Tendency for combustion chamber deposit formation would have required a engine were described. The earlier engines, characterised by smoky exhausts low ash or ash less lubricant. and poor specific fuel economy, will be remembered by many of the older High temperatures require strong anti-oxidancy. fraternity, as they provided motive power for many commuter lightweight motorcycles, mopeds and scooters in the prewar and postwar years. Many WET SUMP vehicle manufacturers in the UK used proprietary power units manufactured Again, no valve train therefore no requirement for e.g. ZDDP anti-wear by specialist engine manufacturers such as Villiers, who dominated the agent. market, although smaller engine suppliers included companies such as British Diluent unnecessary/undesirable. Anzani. A number of other companies, including Scott, Associated Conventional base oil plus viscosity index-improver is possible (SAE 10/30?). Motorcycles, Excelsior and latterly Ariel also designed their own engines, use Polymer deposits may favour synthetic approach. of which was restricted in the main to vehicles of their own manufacture. However, with the demise of the UK motorcycle industry, 2T engine Tendency for combustion chamber deposits requires a low ash approach. developments, which have progressed steadily during subsequent years, The conclusion was that, in spite of the substantial differences between the have been largely attributable to overseas manufacturers with assistance types of the Orbital engines described above, it may well have been possible from some UK specialist consultancy organizations such as Ricardos at to meet the requirements of both types of engine with a single lubricant, Shoreham. -
Honda Gx 390 Tech Manual
GX240 GX270 GX340 GX390 UT2/RT2 Technical Manual ©2010 American Honda Motor Co., Inc. PTR54179 All Rights Reserved GX240 • GX270 • GX340 • GX390 (UT2/RT2) Technical Manual Preface This manual covers engine selection, engine installation design and engine installation testing, so the combination of a Honda engine and your equipment will make the best possible product. Please feel free to contact your Honda Engine Distributor at any time for additional technical information or to discuss your engine application needs. All information contained in this manual is based on the latest product information available at the time of printing. We reserve the right to make changes at anytime without notice. No part of this publication may be reproduced, or transmitted, in any form or by any means, electronic, mechanical photocopying, recording or otherwise, without the prior written permission of the publisher. This includes text, figures and tables. Contents Design Features .......................................................... 2 Starting Performance ...........................................16 Emission Regulations ................................................. 2 Installation Considerations ........................................17 Recommended Power Range ..................................... 3 Maintenance Points Accessibility ........................17 Maximum Operation ............................................... 3 Dimensional Drawings ...............................................19 Continuous Operation ........................................... -
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY COPYRIGHT © 2021 by WÄRTSILÄ FINLAND OY All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner. THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN. Wärtsilä 32 Product Guide Introduction Introduction This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2021 issue replaces all previous issues of the Wärtsilä 32 Project Guides. Issue Published Updates 1/2021 15.03.2021 Technical data updated. -
BOSE , CUTTACK 1. Mist Lubrication System
BOSE , CUTTACK CHAPTER-06 LUBRICATION SYSTEM IN AUTOMOBILE Functions of lubricating oil: A good lubricating oil should perform the following function. · It reduces the friction between the moving parts. · It cools the piston so it also acts as a cooling medium. · It also prevents the leakage of gas between the piston and cylinder because it makes a film of lubricant between them. · It also reduces the noise between the rubbing surfaces. The various lubrication systems used for lubricating the various parts of engine are classified as 1. Mist lubrication system 2. Wet sump lubrication system, and 3. Dry sump lubrication system. 1. Mist lubrication system: Mist lubrication system is a very simple type of lubrication. In this system, the small quantity of lubricating oil (usually 2 to 3%) is mixed with the fuel (preferably gasoline). The oil and fuel mixture is introduced through the carburetor. The gasoline vaporized and oil in the form of mist enters the cylinder via the crank base. The droplets of oil strike the crank base. The droplets of oil strike the crank base, lubricate the main and connecting rod bearings and the rest of the oil lubricates the piston, piston rings and cylinder. The system is preferred in two stroke engines where crank base lubrication is not required. In a two-stroke engine, the charge is partially compressed in a crank base, so it is not possible to have the oil in the crank base. This system is simple, low cost and maintenance free because it does not require any oil pump, filter, etc. However, it has certain serious disadvantages. -
Eaton Aeroquip E-Z Drain Sump Valve
Aeroquip® E-Z Drain® Sump Valve www.herberaircraft.com Eaton’s Aeroquip E-Z Drain Sump Valve makes aircraft oil changes easy. The hand-actuated valve, when attached to the oil drain port, permits aircraft engine oil changes from the ground without removal of the engine cowling. The spring-loaded E-Z Drain Valve is safe for all piston engine applcations because it canot be accidentally opened. Actuation of FEATURES the valve requires a combination push- • Reduces oil changing time twist motion. It also contains a dual seal arrangement which combines • No need to remove engine cowl both an O-ring and a metal-to-metal to change oil seal to prevent accidental leakage of • Easy manual operation – oil through the valve. The seal used on requires no tools the internal valve is replaceable with a • Eliminates messy oil spills standard AS O-ring. The accompanying • Built-in hose line directs old oil hose is furnished in standard 12-inch to container lengths*. • Spring-loaded sleeve prevents accidental oil drainage The FAA has issued a Parts • Dual seal feature guards against Manufacturing Approval to Eaton for O-ring failure use of the E-Z Drain Sump Valve on all of the aircraft engines listed in the • Safety wire holes provided below table. INSTALLATION 1. Simply remove the plug from 2. Take hold of the knurled nut 4. To close, twist the knurled nut. the bottom of the oil sump and and with a combination push- The spring-loaded valve will install the drain valve in the twist motion, open the valve. -
MGA Supercharger System Installation Instructions for 1955 to 1962 MGA
MGA Supercharger System Installation Instructions For 1955 to 1962 MGA PART # 150-040 440 Rutherford St. P.O. Box 847 Goleta, CA 93117 1-800-667-7872 • FAX 805-692-2525 • www.mossmotors.com Please read and understand these valve between the barbed fitting and the instructions completely before you brake booster (closer to the booster) with begin the installation. the check valve arrow pointing toward the supercharger manifold. A few notes before you begin: Hose clamps: Re-use hose clamps, or Engine condition - Your car should have purchase new ones where necessary. Use a fresh tune up, including new spark plug new hose clamps on all fuel connections. wires, points, and a new distributor cap and rotor. Spark plugs are included in the If you have installed vacuum boosted supercharger system. brakes - you MUST install a check valve (Moss Part # 150-071) in the vacuum How superchargers work — line. This will prevent pressurized air from Superchargers compress the air/fuel mix- reaching the brake booster system and ture, filling cylinders with a greater charge damaging it. To install, remove the larger than when normally aspirated. Normally of the 3 plugs in the back of the super- aspirated engines produce vacuum, read charger manifold and install a barbed in inches of mercury, superchargers and fitting using teflon tape on the threads. turbochargers produce boost, read in posi- Using 3/8 in vacuum line, install the check tive pounds per square inch. 150-040 -1- Revised 1/11 Installation Instructions Boost capacity is determined by supercharger rod, jet, and slide have been altered to run prop- RPM which is, of course, affected by pulley size erly and safely on a wide range of supercharged, (the smaller the supercharger pulley, the faster unmodified engines. -
Technical Data Sheet
TECHNICAL DATA SHEET TDS No.: 06-01 Date Issued: 03/28/2006 2100 Mannix | San Antonio, TX 78217 t: 210.820.2450 | f: 210.820.2451 | e: [email protected] Revision: 4 (07/30/2010) AEC is recognized for Quality Management System Compliance to ISO 9001:2000. Page: 1 of 8 Cold Induction System weight and balance could cause instability of the 1.0 Subject: Airmotive Engineering (AE) Cold aircraft. Induction System 5.0 Engine Applications: Call for information 2.0 Availability: The AE Cold Induction Systems regarding other applications are sold through Engine Components Inc. (ECi®) under the TITAN® EXP™ brand. • ECi TITAN® EXP™ IOX-340S (Stroker) Series • ECi TITAN® EXP™ IOX-360 Series 3.0 Part Numbers and Description: AE111-1 (Finned sump) and AE111-2 (Unfinned sump) 6.0 Cold Induction System Schematic: The Cold Induction System components and their 4.0 General Description: An EXPERIMENTAL assembly are shown in Figures 1, 2 and 3 cold induction system for 4 cylinder opposed which are included in Section 13.0 below. engines which are based on the Lycoming 320/360 cu. in. design. The AE Cold Induction System consists of an oil sump assembly with 7.0 Safety Information: The following special “wings” on each side to minimize depth, an attention notices are used in this Technical induction housing with a forward facing Data Sheet to notify and advise the installer mounting pad for the throttle body/servo and and user of the product that certain actions or intake pipe assemblies which together procedures may be dangerous to the user or increase engine horsepower with no weight result in damage to the product. -
Vacuum Pumps Add Easy Horsepower to Any Engine. Here's
The three core components of any vacuum pump system are the pump, drive pulleys, and breather tank. Aerospace Components' billet hardware is too pretty to hide under the hood. The company offers turnkey kits for both small- and big-block Fords. TECH Vacuum Pumps Add Easy Horsepower to Any Engine. BY STEPHEN KIM PHOTOS Here's a Closer Look and How they Work COURTESY OF THE MANUFACTURERS hen a bazillion PSI of cylinder pressure pushes down on the pistons, some of it’s going to leak past the rings and into the crankcase. That’s why old cars have breathers, and newer cars have W PCV systems. While a wee bit of blow-by is completely normal— even in a 100-percent healthy motor—if an engine’s crankcase isn’t ventilated, that wee bit of blow-by is enough to pop oil seals and gaskets in no time. No bueno, homie. So what’s a racer to do? Valve cover breathers are an easy fix for non-emissions engines, but zip-tying rags onto the breathers and using them as disposable “catch cans” is downright ghetto. Instead of venting crankcase fumes into the atmosphere, late-model motors circulate them back into the intake manifold by utilizing a PCV valve. While these closed-loop systems are great for tree-huggers, they also re-circulate tiny oil droplets into the induction tract, which reduces knock resistance and can lead to detonation. Still no bueno, homie. So what’s a racer to do? The ultimate solution is sucking the fumes out of the crankcase with a vacuum pump. -
LUBRICATION SYSTEM in IC ENGINES Definition of Lubrication
LUBRICATION SYSTEM IN IC ENGINES Definition of lubrication Lubrication is the action of applying a substance such as oil or grease to an engine or component so as to minimize friction and allow smooth movement. Lubrication System Lubricating system is a mechanical system of lubricating internal combustion engines in which a pump forces oil into the engine bearings. PURPOSE OF LUBRICATION ➢ To reduce the friction between moving parts ➢ To increase the efficiency ➢ To minimize the vibrations ➢ To reduce the corrosion and carbon deposits ➢ To reduce the heat of moving parts ➢ To minimize power loss due to friction ➢ To reduce the noise created by moving parts ➢ To provide cooling to the engine TYPES OF LUBRICANTS ➢SOLID LUBRICANTS ❑ e.g. graphite ,molybdenum ,mica ➢ SEMI-SOLID LUBRICANTS ❑ e.g. heavy greases ➢ LIQUID LUBRICANTS ❑ e.g. mineral oil obtained by refining petroleum. PROPERTIES OF LUBRICANTS ➢ Viscosity ❑ It is a measure of the resistance to flow of an oil ❑ It is measured in saybolt universal seconds (SUS) ❑ It is expressed in centistokes ,centipoises and redwood seconds ➢ Viscosity Index ❑ viscosity of oil decreases with increase in temperature ➢ Cloud point ❑ If an oil is cooled , it will start solidifying at some time . ❑ Temperature at which oil starts solidifying , is called cloud point PROPERTIES OF LUBRICANTS ➢Pour point ❑ It is temperature just above which the oil sample will not flow under certain prescribed conditions ❑ this property is important for operation of engines and substances at low temperature conditions ➢ Flash point and Fire point ❑ The temperature at which vapour of an oil flash when subjected to a naked flame is called flash point ❑ Fire point is the temperature at which the oil ,it once lit with flame ,will burnt steadily at least for 5 seconds ➢ Specific Gravity ❑ It varies between 0.85 to 0.96 SAE Number • Society of Automotive Engineer has recommended SAE viscosity number for lubricating oils. -
Evaporative Emission Control Technologies for Gasoline Powered Vehicles
Evaporative Emission Control Technologies for Gasoline Powered Vehicles December 2010 Manufacturers of Emission Controls Association 2020 N. 14th St. * Suite 220 * Arlington, VA 22201 www.meca.org www.dieselretrofit.org TABLE OF CONTENTS Executive Summary ........................................................................................................................ 1 1.0 Introduction ............................................................................................................................... 3 2.0 Current Evaporative Emissions Regulations in the U.S. .......................................................... 5 2.1 ARB’s Proposed LEV III Evaporative Emissions Requirements ................................. 7 2.2 Test Methods for Measuring Evaporative Emissions ................................................... 9 3.0 Technologies to Control Evaporative Emissions .................................................................... 10 3.1 Permeation Controls.................................................................................................... 11 3.2 Carbon Canisters ......................................................................................................... 12 3.3 Activated Carbon ........................................................................................................ 14 3.4 Air Intake Systems (AIS) ............................................................................................ 16 3.5 On-Board Refueling Vapor Recovery ....................................................................... -
GENERAL INSTRUCTIONS for ALL THROTTLE PLATE KITS Installation Instructions
GENERAL INSTRUCTIONS FOR ALL THROTTLE PLATE KITS Installation Instructions WARNING! These instructions must be read and fully understood before installation. If this manual is not fully understood, installation should not be attempted. GENERAL: These are basic general instructions to remove and install the throttle plates in any two or four barrel Holley carburetors. Since a four barrel carburetor was used in this instruction sheet, the same basic removal and installation steps apply to two barrels also. IMPORTANT NOTE: Before starting the actual work, go through a “dry” run with the throttle body and the instruction sheet. This will help you familiarize yourself and gain confidence with all the procedures. TOOLS AND MATERIAL REQUIRED FOR INSTALLATION Phillips screwdriver Standard screwdriver Vise Soft wood blocks Duct tape Fine/medium file Loctite Grade 290 “Duck Billed” tip vise grips Carburetor stand (or suitable holding fixture) Access to compressed air REMOVAL OF THROTTLE BODY: 1. Place carburetor on its side to remove the throttle body screws. On vacuum secondary four barrels, it will be necessary to remove the “C” clip which holds the vacuum diaphragm stem onto the secondary throttle shaft. See Figure 1. 2. Place all screws, clips, and links to the side for later installation. FIGURE 1 FIGURE 2 Page 1 FIGURE 3 Front Side of Primary Throttle Bores shown FIGURE 4 REMOVAL OF OLD THROTTLE PLATES 1. Place the throttle body on a carburetor stand. See Figure 2. RECOMMENDATION: When servicing a carburetor off the vehicle it is recommended to place it in a suitable holding fixture. This helps prevent damage to the machined surfaces of the throttle body. -
Carbureted Fuel Pressure Regulators TB
Aeromotive, Inc. Technical Bulletin #201 From: Aeromotive Technical Department Date: 12/8/14 Re: Carbureted Fuel Pressure Regulators, Vacuum and Boost Reference: Aeromotive Carbureted Bypass Regulators: Why and how to use vacuum and boost reference. All Aeromotive, Carburetor Bypass are designed to allow the regulated fuel pressure to be vacuum or boost referenced on a 1:1 ratio with PSI. The purpose of the boost reference feature is to ensure fuel pressure at the inlet of the needle-and-seat rises with boost, offsetting any air pressure opposing fuel flow at the outlet of the needle and seat, in the float bowl itself. For “blow through” carbureted engines, where air is pushed or “blown” through the carburetor from a turbo or centrifugal supercharger, the carburetor and float bowls are pressurized, along with the intake. Pressure enters the float bowls via the vent tubes. As boost pressure builds in the intake, it also builds in the bowls, offsetting the pressure working to push fuel in through the needle and seat. Rising boost can act to slow or even stop fuel from entering the bowl, allowing it to run empty. By connecting the boost reference port on the regulator to the hat or carburetor box, the regulator will raise fuel pressure 1:1 with boost pressure, offsetting the rising air pressure and ensuring fuel continues to fill the bowl and feed the engine. The boost reference line on a blow through engine should reference positive pressure only (that is boost), not vacuum, and be connected to the carburetor box or hat rather than the intake manifold.