Tecumseh Quick Reference - Small Engine Discount
Tecumseh Quick Reference - Small Engine Discount
Quick Reference
Service Information
Covers Engine and Transmission Product
Technician's Note:
Tecumseh engines are manufactured to meet EPA and CARB
standards. As a technician, it is unlawful to re-calibrate or replace
a fuel nozzle or jet (bowl nut) with a part from any other carburetor
that was not originally designed for that engine. All speed adjust-
ments must remain within the limits that are specified for each
engine and are not to exceed the maximum. This can only be
deviated from if specifically approved by Tecumseh Products,
EPA and CARB.
Torque Specifications
TWO-CYCLE ENGINE SERIES
TVXL
HSK
HXL
TVS
Crankcase to Cylinder 120-204 13.5-23 • • • •
Flywheel Nut 360-420 41-47.5 • • • •
Adapter Plate to Cylinder 160-220 18-25 • •
TC TWO-CYCLE ENGINE SERIES
TCH200/
TC200
TC300
300
Cylinder to Crankcase 80-95 9-11 • • •
Crankcase Cover to Crankcase 70-100 8-11 • • •
Flywheel Nut 190-250 21.5-28.5 • • •
AH520
2
Not For Resale
www.SmallEngineDiscount.com
Two Cycle Troubleshooting
As an aid in troubleshooting any piece of equipment, interview the customer, and review conditions and
symptoms of the problem. Examine exterior for clues: leaks, excessive dirt, damaged or new parts.
FUEL SYSTEM
Engine Will
Not Start
Check if spark
plug is wet or dry
Wet Dry
Carburetion Restriction in
problems due to fuel system (filter,
flooding, over screen)
priming, etc.*
Poor
Ignition System compression
IGNITION SYSTEM
Engine Will
Not Start
Spark No Spark
4
Not For Resale
www.SmallEngineDiscount.com
Note: Torque specifications listed should not be confused with the torque value observed on
engines which have been run.
The Torque specifications take relaxation into account so sufficient clamping force exists
after an engine has reached operating temperature.
Torques listed are intended to cover highly critical areas. More extensive torques are found
in the respective repair manual.
Torque Specifications
FOUR-CYCLE LIGHT FRAME ENGINE SERIES
(TVS, TNT, ECV, LAV, LEV, H, HS, OHH, OVRM and VLV)
HS/HSSK
H/HSK
OVRM
OHH
ECV
LAV
TNT
TVS
VLV
LEV
Rocker Arm Stud Lock Nut 100-140 11-16 • •
Connecting Rod 95-110 11-12.5 • • • • • • • • • •
Cylinder Head 160-210 18-24 • • • • •
Cylinder Head 220-240 25-27 • •
Cylinder Head 180-220 20.5-25 •
Mounting Flange or Cylinder Cover 100-130 11-14.5 • • • • • • • • • •
Flywheel Nut (Cast Iron) 500-600 42-50 • • • • • • • • • •
Flywheel Nut (Aluminum) 400-500 45-56.5 • • • • • • • • • •
FOUR-CYCLE MEDIUM FRAME ENGINE SERIES
(TVM, TVXL, H, V, HM, OVM, OVXL, OHM, OHSK and OHV)
Location Inch lbs. Nm Engine Designation
OHV11-13,OHV110-
Torque
HM/HMSK70-100
OHV120-125
OHV135-145
170-195-220
TVM & TVXL
OHSK80-130
OHV15-17.5
OVM/OVXL,
204 Series
203 Series
OHM120
H50-60
V70
H70
FOUR-CYCLE LARGE FRAME ENGINE SERIES (CAST IRON BLOCK HH, VH and OH)
OH
HH
VH
Connecting Rod 86-110 10-12.5 • • •
Cylinder Head 180-240 20.5-27 • • •
Mounting Flange & Cylinder Cover 100-130 11-14.5 • • •
Rocker Arm Shaft to Box 180-220 20.5-25 •
Rocker Arm Box to Cylinder Head 80-90 9-10 •
Flywheel Nut 600-660 68-74.5 • • •
6
Not For Resale
www.SmallEngineDiscount.com
Four Cycle Troubleshooting
As an aid in troubleshooting any piece of equipment, interview the customer, and review
conditions and symptoms of problem. Examine exterior for clues: leaks, excessive dirt,
damaged or new parts.
FUEL SYSTEM
Engine Will
Not Start
If equipped with a
Improper or choke, check for full
stale fuel travel. Check throttle
cable and control for
proper adjustment.
Carburetion problems
due to flooding, over Check fuel supply and
priming, etc.* fuel cap vent
Restriction in fuel
Ignition system system (filter)
Carburetion problem*
(bad bowl gasket)
Poor
compression
IGNITION SYSTEM
Engine Will
Not Start
Check for
spark
Spark No Spark
Diaphragm-Dual Adjustment.
Turn mixture adjusting screws in finger tight to the
closed position, then one (1) turn out from closed
position. This setting is approximate. This will allow
the engine to be started so the carburetor can be fine
tuned.
Start the engine and let it warm up for approximately IDLE MIXTURE NOTE: If no tension
3-5 minutes. Do not adjust the carburetor when spring is present, it
SCREW may be a fixed jet.
the engine is cold. MAIN MIXTURE
SCREW 1
Set the throttle control to idle. If it is a fixed speed
type, manually hold the throttle against the idle
speed adjustment screw.
The throttle lever must be held against the crack screw for low speed adjustments or all adjustments will
be incorrect and cause poor performance and unsatisfactory operation.
With the engine idling and throttle lever against the idle speed regulating screw, turn the low speed
adjustment screw slowly clockwise from the NORMAL setting until the engine falters. Remember this
location. Turn the screw counterclockwise until engine just starts to sputter or drops in R.P.M.. Remember
this location. Turn the screw clockwise until it is halfway between your first position where the engine
faltered and your last position where the engine started to sputter. This will be the optimum low speed setting
on your carburetor.
Next run the engine at governed speed. The high speed adjustments are made basically the same as the
low speed adjustments, with the exception of the settings being made 1/8 of a turn at a time, from the
NORMAL settings. NOTE: It may be necessary to re-check the idle mixture adjustment after performing
the high speed adjustment.
Diaphragm-Single Adjustment.
Turn the mixture adjustment screw finger tight to the closed position, then one (1) turn out from the closed
position. This setting is approximate and will allow the engine to be started so the carburetor can be fine-
tuned.
Start the engine and let it warm up for approximately 3-5 minutes. Do not adjust the carburetor when the
engine is cold.
Set the throttle control to idle. If it is a fixed speed type, manually hold the throttle against the idle speed
adjustment screw.
NOTE: If the engine falters or stops after the choke lever is moved to the "OFF" position, open the mixture
adjusting screw 1/4 turn (counterclockwise) and restart the engine.
With the engine running, place the speed control in the "slow" position to make mixture adjustments. Turn
the mixture screw slowly clockwise from the NORMAL setting until the engine falters. Remember this
location. Turn the screw counterclockwise until the engine just starts to sputter or drops in R.P.M. Remember
this location. Turn the screw clockwise until it is halfway between your first position where the engine
faltered and your last position where the engine started to sputter. This will be the optimum setting on your
carburetor.
SPRING HOOK 8
POSITION 1 SPRING ON
1 NOTCH
TYPE II:
POSITION 2 4
(style 3) 2
SPRING
3
HIGH SPEED
GOVERNOR
4
ADJUSTMENT
7 INSERT THROTTLE
LINK AND SPRING
HERE
OUT TO INCREASE
6 IN TO DECREASE
3
10
Not For Resale
www.SmallEngineDiscount.com
Walbro (WTA, WT) and Tillotson (HU) Diaphragm Adjustment
Carburetor Pre-Set and Adjustment
Both the Walbro and the Tillotson carburetors used
on TC engines have non-adjustable main mixture
jets. Only the idle mixture is adjustable by turning
the idle mixture screw. Use the following procedure
to pre-set the idle mixture screw. Turn the idle
mixture screw (clockwise) finger tight to the closed
position, then turn the screw counterclockwise to IDLE SPEED ADJUSTMENT
obtain the proper preset (diag. 4). SCREW
Emissionized Tillotson
Similar in design and operation, the Tillotson
emission carburetor uses a fixed main jet with an
adjustable idle. The idle circuit has a limiter cap to IDLE MIXTURE
prevent over richening. The cap is locked onto the LIMIT SCREW
adjustment screw in a rich position, allowing only a
leaner adjustment. The main is fixed on these, which
means that the main mixture limiter is non-functional
on Tecumseh built engines (diag. 4a). FIXED MAIN
In compliance with E.P.A. and C.A.R.B. regulations (MIXTURE SCREW
the following procedure must be followed. NOT FUNCTIONAL ON
MOST TECUMSEH
NOTE: These caps can be removed for servicing
BUILT ENGINES)
of the carburetor. Follow these steps.
1. Turn the caps clockwise until they hit the stops. IDLE SPEED
2. Remove the caps with a pointed instrument ADJUSTMENT
such as an awl. SCREW
3. Then turn the screws in until softly seated, note 4a
the number of turns. The screws must be reinstalled
to this same static setting. Replacement of the
caps is required to maintain E.P.A. and C.A.R.B.
emission compliance.
HIGH SPEED
ADJUSTMENT
HOLDING STATIC GOVERNOR
5 SCREW ADJUSTMENT SCREW 6
Linkage Location Static Governor Adjustment
To aid in the proper reassembly of the governor To adjust the static governor, loosen the holding
linkage, mark the linkage locations. screw, rotate the governor arm and slotted shaft in
the direction that will open the throttle to the wide
open position, and then re-tighten the holding screw.
HSK/HXL840-850
IDLE RPM HIGH SPEED
ADJUSTMENT RPM
SCREW ADJUSTMENT
SCREW
INCREASE
DECREASE
7 BEND TAB
The HXL840 - 850 Series with variable speed control
have the following adjustments. Idle speed is set at 8
the carburetor crack screw. High speed is set with R.P.M. adjustment of fixed speed models is done
the screw shown above. Always check Microfiche by bending the tab as shown.
card 30 or Parts Smart computer program for
correct speed settings.
IN
DE CR
VANE ASSEMBLY CR EA
EA SE
SE
TO ADJUST HIGH-
SPEED ROTATE
CLOCKWISE TO
INCREASE
COUNTERCLOCKWISE
TO DECREASE HORIZONTAL FIXED SPEED
9 PLASTIC AIR VANE GOVERNOR 10
ADJUST RPM BY
LOOSENING SCREW AND
SLIDING BRACKET
IN
DE CR HIGH SPEED
CR EA RPM
EA SE IDLE RPM
ADJUSTMENT ADJUSTMENT
SE
IDLE
MIXTURE
THIS HOLE NOT
PRESENT ON ALL
MODELS
SPRING
HIGH SPEED
IDLE RPM ADJUSTMENT
MIXTURE
THIS HOLE NOT
PRESENT ON ALL
MODELS
SPRING
VERTICAL ENGINE
HORIZONTAL FIXED SPEED 13 FIXED SPEED-REMOTE CONTROL 14
IDLE RPM
ADJUSTMENTS THIS HOLE NOT
PRESENT ON ALL
THIS HOLE NOT MODELS
PRESENT ON
ALL MODELS SPRING
RPM ADJUSTMENT
VERTICAL ENGINE SPRING
VARIABLE SPEED
MANUAL CONTROL 15 VERTICAL ENGINE FIXED SPEED 16
NO FREE
To set the static governor, do the following: PLAY GOVERNOR
SPOOL
1. Be sure the engine is stopped or damage may
occur.
2. If equipped with a throttle control, place the
throttle in the high speed position.
3. Loosen the governor clamp or screw.
4. Hold the governor arm and link in the W.O.T. WIDE OPEN
THROTTLE
(wide open throttle) position, then rotate the
shaft or shaft/clip assembly in the same direc-
tion and tighten the screw.
5. If engine speed adjustments are needed, follow
the steps described in following pages.
CLOSED
THROTTLE
Engine Model Exposed Shaft Length Engine Model Exposed Shaft Length
ECH 90 Mounting flange to top H 50, 60, 70 Mounting flange to shoulder
ECV 100 1.319 - 1.334" HH 60, 70 1.283 - 1.293"
H 30, 35 (33.502 - 33.883 mm) HHM 80 (32.588 - 32.842 mm)
HS 40, 50 HM 70, 80, 100
LAV (all)
LEV (all) OHV 11-17 Mounting flange to top
OHH (all) OVM 120 1.350 - 1.365"
OVRM (all) OVXL 120, 125 (34.290 - 34.671 mm)
TNT 100, 120
TVS (all) OHM 90-120 Mounting flange to top
VLV (all) OHSK 90-130 1.085 - 1.100"
(27.559 - 27.940mm)
TVM (all) Mounting flange to top
V 50, 60, 70 1.581 - 1.596" OH 120-180 Mounting flange to top
VH 50, 60, 70 (25.806 - 26.314mm) 1.00"
(25.400mm)
HH 100, 120 Mounting flange to top
VH 100 1.016 - 1.036" TVT - V -Twin Mounting flange to top
(25.806 - 26.314 mm) 1.196 (3.969 mm)
14
Not For Resale
www.SmallEngineDiscount.com
Small Frame, Vertical and Horizontal* Retainerless Governor System for Small
Models: LAV35,40,50 - H25,30,35 - HS40,50 - HSK - HSSK - Frames*
TNT100,120 - ECH90 - TVS75,90,105,115,120 - OVRM ALL
- ECV100,105,110,120
RETAINING
RING
SPOOL
SPOOL
UPSET ROLLED
RETAINING
RING
SHAFT
GEAR ASSY.
(GOV.)
WASHER
GEAR ASSY.
(GOV.)
WASHER
SHAFT
NOTE: Gear assembly must have .010 - .020 (.25 - .50 mm) end
play after shaft is installed into flange.
* As of August 1992, all small frame engines, including VLV40-6.75, use * As of August 1992, all small frame engines, including VLV40-
a retainerless shaft. Service replacement shafts will be retainerless 6.75, use a retainerless shaft. Service replacement shafts will
for all small frame and VLV engines. be retainerless for all small frame and VLV engines.
SPOOL
SPOOL
RETAINING
RING
WASHER
UPSET
RETAINER RETAINING
GEAR ASSY. RING
(GOV.) SHAFT
GEAR ASSY.
(GOV.)
GEAR ASSY.
(GOV.)
WASHER
SPACER
WASHER
WASHER
IDLER
GEAR .010 - .020 (.25-.50 mm)
CLEARANCE
SHAFT
NOTE: Gear assembly must have .010 - .020 (.25 - .50 mm)
end play after shaft is installed into flange.
* As of August 1992, all small frame engines, including VLV40-6.75, use
a retainerless shaft. Service replacement shafts will be retainerless
for all small frame and VLV engines.
Not For Resale 15
www.SmallEngineDiscount.com
Medium Frame Horizontal OHM120 - OHSK 80-130
Models: HH60,70 - H50,60,70 - HM70,80,100 -
HMSK
SPOOL
SHAFT
WASHER
RETAINING
ROD ASSY. RING
(GOV.)
GEAR ASSY.
(GOV.)
SPOOL
WASHER WASHER
RETAINING
RING SPACER
GEAR
ASSY.
(GOV)
BRACKET
SHAFT
SCREWS
SPOOL
SPOOL
WASHER
RETAINING
RING
WASHER
GEAR ASSY.
(GOV.)
WASHER
SHAFT
WASHER
(CAPTURED UNDER
GEAR)
NOTE: On models OHV13.5-17, the spacer is cast as part
of the governor gear with the washer placed below the
gear assembly.
16
Not For Resale
www.SmallEngineDiscount.com
Engine Speed and Mixture
Adjustments
3-5 H.P. Vertical Shaft Engines
COUNTERCLOCKWISE
TO INCREASE SPEED
CLOCKWISE TO
DECREASE SPEED
IDLE
MIXTURE
SCREW 21
18
Not For Resale
www.SmallEngineDiscount.com
Engine Speed and Mixture Adjustments - continued
3-5 H.P. Vertical Shaft Engines
BEND CONTROL
BRACKET TO SET
RPM
DECREASE
TOOL
(670326)
INCREASE
IDLE SPEED
CRACK SCREW
NOTE:
BEND TO INCREASE SPEED ON REMOTE CONTROL
BEND TO DECREASE SPEED THIS WILL NOT BE HIGH SPEED ADJUST
PRESENT
TOOL 670326
Fixed Speed
High speed governor adjustment is accomplished
by bending a tab to increase and decrease engine
R.P.M. Effective August 1997 (diag. 31a).
31A
20
Not For Resale FIXED SPEED
www.SmallEngineDiscount.com
Engine Speed and Mixture
Adjustments
5-15 HP Vertical Shaft Engines SMALL PIECE OF WIRE HOLE IN
HOLE IN CONTROL BRACKET CHOKE
The first step is adjusting the speed control bracket ACTUATING
for full choke operation. Loosen the two speed MOUNTING LEVER
control bracket mounting bolts and move the control BOLTS
lever to the full high speed/full choke position. Insert
a piece of wire through the hole in the speed control
bracket, the choke actuating lever, and the choke
lever (diag. 32). When all three holes are in alignment
retighten the speed control bracket mounting bolts.
MOVE THE CONTROL
LEVER IN THE HIGH
HOLE IN CHOKE LEVER
SPEED POSITION
32
The second step is adjusting the main and idle HIGH SPEED
fuel mixtures. Start the engine and allow it to warm ADJUSTMENT SCREW
up to normal operating temperature (3 - 5 minutes).
Set the speed controls to the HIGH or FAST position,
then turn the main mixture adjustment screw in
(clockwise) slowly until the engine begins to run
erratic (lean). Note the position of the screw. Now,
turn the screw out (counterclockwise) until the THROTTLE
engine begins to run erratic (rich). Turn the screw CRACK
in (clockwise) midway between these two positions. SCREW
This will be the best setting.
Set the speed control to the IDLE or SLOW position. IDLE MIXTURE
Adjust the idle mixture screw following the same SCREW
procedure used to adjust the main mixture adjustment
screw.
MAIN MIXTURE
NOTE: SOME CARBURETORS HAVE FIXED SCREW
MAIN JETS. THE ABSENCE OF THE ADJUSTING 33
SCREW INDICATES A FIXED JET AND NO
ADJUSTMENT IS NECESSARY.
The third step is setting engine speeds. The THROTTLE CRACK SCREW
correct engine operating speeds are listed on card GOVERNOR
30 of the Tecumseh Master parts manual microfiche, ADJUSTING
or the computer parts look-up program (Part Smart LEVER
or Plus One). The most common speed control
bracket (diag. 33) has the high speed adjustment
screw located on the speed control lever. The low IDLE
speed adjustment screw is the throttle crack screw HIGH SPEED
on the carburetor body. Another common speed MIXTURE
ADJUSTMENT
control is the governor override system (diag. 34). SCREW
SCREW
This system has a similar speed control bracket
along with a governor adjustment lever which is
attached to the engine block. Both the high speed
and low speed adjustment screws are located on MAIN MIXTURE
SCREW
the governor adjusting lever. LOW SPEED
ADJUSTMENT SCREW
34
CHOKE
HOOKUP
TOOL #670326
22
Not For Resale
www.SmallEngineDiscount.com
Engine Speed and Mixture Adjustments - continued
LOW SPEED TAB HIGH SPEED TAB NOTE: ON REMOTE HIGH SPEED ADJUST
HIGH SPEED CONTROL THIS
PIN POSITION WILL NOT LOW SPEED ADJUST
BE PRESENT
DECREASE
INCREASE
SPEED CHANGES
APPROXIMATELY
200 RPM PER SLOT
MAIN MIXTURE
SCREW
GOVERNOR ADJUSTING
HIGH SPEED
SCREW (LOW SPEED)
OVM/OVXL,TVM 170, 195 & 220 41 OHV 11-17
Governor Override System for TVM170, 195 and 220 Engines (diag. 41)
This system will be found starting on 1985 production models and will not retrofit onto older engines. It is
designed to allow the governor to regulate the low and high speeds of the engine. The high speed is adjusted
at the top screw of the override lever; to increase R.P.M. turn the screw out (counterclockwise), to decrease
R.P.M. turn the screw in (clockwise). The low speed is adjusted at the bottom screw of the override lever;
to increase R.P.M. turn the screw in or clockwise, to decrease R.P.M. turn the screw out or counterclockwise
(diag. 41).
IDLE MIXTURE
SCREW
IDLE SPEED
MAIN CRACK SCREW
MIXTURE SCREW
SMALL FRAME GOVERNED IDLE 44 HORIZONTAL MEDIUM FRAME 45
IDLE
MIXTURE
MAIN
MIXTURE
IDLE SPEED
CRACK SCREW
HIGH SPEED RPM
IDLE MIXTURE SCREW
ADJUSTMENT SCREW
HM / OHM
NOTE: Since 1996, all speed adjustment screws will have a torx head.
24
Not For Resale
www.SmallEngineDiscount.com
Horizontal Shaft Engines - continued
IDLE SPEED
CRACK SCREW
WINTER
APPLICATION
CONTROL
GOVERNED
IDLE LINK
AND
ADJUSTMENT
GOVERNED
HIGH SPEED
ADJUST
BEND
INCREASE DECREASE
CORRECT BUSHING
GOVERNOR SPRING INSTALLATION DEEP
GOVERNED IDLE LINK
SIDE
OHH RV CONTROL 52 HERE
GOVERNED IDLE TAB
OH / OHSK CONTROL 53
THROTTLE CRACK T-10 (TORX)
SCREW
GOVERNED
HIGH SPEED
ADJUST
TURN NUT TO
ADJUST SPEED
26
Not For Resale
www.SmallEngineDiscount.com
Switches, Sensors, and Solenoids
Low Oil Shutdown Switches
Check the LOS switch while it is in the engine. The
engine must be level, and the oil level at the full
mark. Place the speed control in the run position.
Remove the spark plug wire from the spark plug.
Install a gap type tester connected to the spark plug
wire and a good engine ground. Spin the engine
over using the electric or recoil starter. A bright blue
spark should be seen at the tester. If not, remove
the blower housing and disconnect the LOS lead
from the ignition module. Reinstall the blower hous-
ing and spin the engine over. If spark occurs now,
replace the LOS switch. If no spark is seen, replace
the ignition module (diag. 57).
TO IGNITION
58
59
60
61
On/Off Switches
Lighted Engine On/Off Rocker Switch w/
Engine On/Off Rocker Switch Low Oil Shutdown
TERMINAL
2
3 L
SPACER TO LOW OIL
L
SENSOR
TO
GROUND 2
3 TO IGNITION
2 TERMINALS 62 3 TERMINALS 63
28
Not For Resale
www.SmallEngineDiscount.com
Wiring
CONDITION. All wiring must be fully insulated between connection points, securely fastened and free of
foreign material (such as rust and corrosion) at the connection points. This is especially important in the
use of batteries where much of the potential may be lost due to loose connections or corrosion. Remember
to check the insulation on the wire. All it takes is a pin hole for a wire to "ground out" on the engine or frame.
This is of special concern when moisture or water is present. This may cause the engine to run erratically
or be impossible to start.
WIRE GAUGE: Proper thickness of wire is necessary in all electrical circuits. Wire diameter is measured
in increments of gauge numbers. The larger the number, the smaller the diameter of the wire. The smaller
the number, the larger the diameter of the wire.
1. Starter circuit wiring must be rated at #6 or lower gauge number.
2. Charging circuit wiring must be rated at #16 or lower gauge number. (20 amp system requires #14
or lower gauge number).
3. Magneto circuit wiring (ground circuit) must be rated at #18 or lower gauge number.
Color Codes
Tecumseh Products Company standard wiring color codes effective August, 1992 are as follows:
Code Product
Yellow - Alternator A.C. Leads
Red - Alternator D.C. + Leads
Brown - Alternator D.C. - Leads
Black - Alternator Ground Leads, Battery Ground Leads
Orange - 12 Volt Starter B + Leads
Dark Green - Ignition Shut-Off Leads
NOTE: Prior to August 1992, wire codes changed according to model and specification numbers.
Ammeters
An ammeter is used to measure the rate of current flow from the alternating system to the battery. If no
current flow is indicated by the ammeter, remove the ammeter from the circuit and check all other
components in the system. Use the ohmmeter to check continuity across the ammeter. If no continuity
exists, replace the ammeter.
ANODE CATHODE
A.C. INPUT
DIRECTION OR FLOW OF CURRENT
(+) VOLTAGE (D.C.)
Solenoids
A solenoid is a heavy duty switching mechanism GROUNDED SOLENOID
used to handle large amounts of current. It consists
of a heavy strip of metal activated by an electromagnet.
The metal strip connects two contact points and
"makes" or "breaks" the electric circuit. Because
the metal strip is heavier than most switch contacts,
it does not pit or burn away as lighter switch contacts
will.
30
Not For Resale
www.SmallEngineDiscount.com
Key Switches
Switches are the common point on the vehicle where most of the wiring centrally comes together. There
are many varieties of switches available. Replace damaged or failed switches according to the equipment
manufacturer's specifications. NEVER substitute an automotive switch for a switch replacement on a small
engine application, or a switch from an engine with a battery ignition.
A. B. C. D.
E. F.
NOTE: This is only a generic test, manufacturer's may differ in switch terminals and functions.
pos w / key
sitio / key
sitio ey
pos w / key
sitio / key
sitio ey
pos ty in
ition
pos ty in
n po w / k
ition
ition
n po w / k
ition
n
n
w
n
ui
n
w
ui
any ontin
in s tinuity
in o tinuity
in ru tinuity
any Contin
in s tinuity
in o tinuity
in ru tinuity
ff po
key
ff po
key
tart
C
tart
Con
Con
Con
NO
Con
Con
Con
Switch A NO Switch D (metal case)
Connect Ohmmeter Leads to: Connect Ohmmeter Leads to:
S&G X S&B X
M&G X M & Switch Case X
M&S X M&B X
M&S X
Switch B (metal case)
Connect Ohmmeter Leads to: Switch E
S&G X Connect Ohmmeter Leads to:
S&B X M&S X
S & A, S & metal case X M&B X
M&B X M&G X
M & A, M & metal case X M&L X
B&A X S&B X
B & metal case X S&G X
A & metal case X S&L X
with 5th terminal G&L X
R & S, R & M X B&G X
R & B, R & A X B&L X X
R & metal case X
Switch F
Switch C Connect Ohmmeter Leads to:
Connect Ohmmeter Leads to: A&G X
A&S X A&B X
A & M, A & G (3) X A&M X
A & R, A & B X A&S X
S & M, S & R, S & G (3) X G&B X
S&B X G&M X
M & R, M & B X G&S X
M & G (3) X B&M X
R & G (3) X B&S X
R&B X M&S X
B & G (3) X
32
Not For Resale
www.SmallEngineDiscount.com
1 AMP (18 WATT) A.C. - ADD-ON ALTERNATOR
350 Milliamp 611077 (Alternator Only)
Red ENGINE
RECOIL
CENTERING STARTER
TUBE
ADD-ON
34960 ALTERNATOR
34990 Red
ALTERNATOR
SHAFT A.C.
Black CONNECTOR
D.C.
CONNECTOR
Red Yellow
35493
Brown SELF-TAPPING
SCREWS
Black
Red
611111 610981
Red Green
Green
Yellow
Yellow
Green
Red
610968 611095
Green
Green
Red
Diode
Red
3 Amp Diode
Red
Yellow
Red
Yellow
Diode
Red
Yellow
611176
611104 * Uses regulator / rectifier 611175A
Red
Green Green
Yellow
Red
Yellow
610818
610975
* Uses regulator/rectifier 610749
* Uses regulator / rectifier 610938
34
Not For Resale
www.SmallEngineDiscount.com
Charging System - continued
7 Amp D.C. 7 Amp D.C.
611097 611256
Red
Yellow Yellow
Green
Green
Green
Yellow
Yellow Red Red
Red Green
Yellow
Yellow
Yellow
Black
Yellow
Yellow Yellow
Red Yellow
Yellow Black
Red
Green * Uses regulator/rectifier 610996 or 610907A; depending on spec
Green
number an open circuit D.C. voltage check cannot be made.
Regulator/Rectifiers
AC AC
DC DC 5 Amp, 7 Amp
Green
611175A
7 Amp 5 Amp, 7 Amp
Yellow Red
611098 611175 Yellow
DC Green
DC AC Red
TEST NO. 2 - Connect positive probe of meter to red output lead. Connect negative probe of meter to both
A.C. terminals and black output lead.
Connect negative probe of meter to black output lead. Connect positive probe of meter to both A.C.
terminals and red output lead.
If the D.C. adaptor is not defective and a known good battery fails to hold a charge, then perform an A.C.
output voltage test.
CHECKING THE SYSTEM: To check the system, disconnect the D.C. adaptor from the add-on alternator.
Connect a No. 4414, 18 watt bulb in line with each terminal in the alternator. Start engine and test circuit
using an A.C. voltmeter as shown.
With the engine running, minimum A.C. voltage values across the bulb should be:
2000 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 10.5 Volts A.C.
3600 R.P.M. - 12.0 Volts A.C.
If the minimum values are noted, alternator is okay. If the minimum values are not noted, the alternator or
A.C. connector is defective.
36
Not For Resale
www.SmallEngineDiscount.com
350 Milliamp Charging System
(+) POSITIVE LEAD
CHECKING THE SYSTEM: The battery must be in
the circuit to perform the test properly. Set the
voltmeter to the 0-20 D.C. volt scale. Connect a
voltmeter across the battery. The voltmeter should
read battery voltage. Start the engine. With the
engine running, there should be an increase in the
voltage reading. If there is no change in the voltage
(-) ENGINE GROUND
reading, the alternator is defective and should be
replaced (diag. 67). MAGNETO GROUND
D.C. OUTPUT
(GREEN)
LEAD (RED)
ELECTRIC STARTER
BATTERY GROUND (BLACK) LEAD (ORANGE)
RED
BLACK
67
38
Not For Resale
www.SmallEngineDiscount.com
2.5 Amp D.C., 35 Watt Lighting
If output is below standard listed, pull back protective
coating in front of the diode and check A.C. output.
If A.C. is good check each diode it services as
required (diag. 71). TWO DIODES D.C.
RED
D.C. value (+) or (-); check both sides of A.C.
D.C. NEGATIVE
outputs. OUTPUT LEAD
(BROWN D.C.)
D.C.
A.C.
NOTE: These minimum numbers should be
obtained by your meter and will often be
higher.
71
If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage,
replace the diode.
This 3 amp system is readily identified by the rectifier panel in the circuit. The panel includes two diodes and
a fuse for overload protection. The rectifier panel does not regulate the output of this system.
CHECKING THE SYSTEM: Check the fuse to determine if it is good. A continuity light or ohmmeter can
detect a faulty fuse. Replace with a six (6) amp fuse if necessary. Determine if the diodes are functioning
properly. A continuity light may be used to check diodes (diag. 74).
75
76
Yellow
A.C.
A.C.
79
DIODE
A.C.
80
42
Not For Resale
(Continued on Next Page)
www.SmallEngineDiscount.com
Models OVM/OVXL/OHV
(Read between Engine and Diode, diag. 81 &
82)
With the engine running the minimum values should A.C.
read:
2500 R.P.M. - 20.0 Volts A.C.
3000 R.P.M. - 25.0 Volts A.C. Red
3300 R.P.M. - 26.5 Volts A.C.
3600 R.P.M. - 29.0 Volts A.C.
DIODE
Models OHV13.5-17.0
(Read between Engine and Diode) Yellow
2500 R.P.M. - 17.0 Volts A.C.
3000 R.P.M. - 21.0 Volts A.C.
3600 R.P.M. - 24.5 Volts A.C.
If low or no voltage is experienced, replace the 81
alternator. If the alternator puts out the minimum
A.C. voltage, replace the diode.
3 Amp D.C. 5 Amp A.C. Alternator Models: H & HSK 50-60, HH50-60, HM & HMSK 70-80-
90-100, TVM125-140-170-195-220, TVXL195-220
This unit combines a 3 Amp D.C. system used to charge a battery and a 5 Amp A.C. system used for lighting.
Located in the red wire of the harness is a diode which converts the alternating current to direct current for
charging the battery. The yellow wire provides the A.C. voltage for the lighting circuit.
3 Amp D.C.
2500 R.P.M. - 8.0 Volts D.C.
3000 R.P.M. - 11.0 Volts D.C. Red
Yellow
5 Amp A.C.
D.C.
D.C.
2500 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 11.0 Volts A.C.
3600 R.P.M. - 13.0 Volts A.C.
82
If the above minimum values are noted, system is
okay. Check for defective lights, wiring or switches.
If less than above values are noted, pull back the
protective shrink tubing from the diode. Using an
A.C. voltmeter, check the voltage between the alter-
nator and diode as shown (diag.83).
83
3 Amp A.C. Lighting Alternator Models: H & HSK 30- 35, HS & HSSK 40, H & HSK 50-60,
HH50-60, HM & HMSK 70-80-100, HHM80
Before making any exterior tests, check for an
inoperative switch, shorted wires and burned out
headlight and/or stop tail light. To check out the Yellow
alternator, check the A.C. lead to ground (diag. 84). HEAD & TAIL LIGHT
44
Not For Resale
www.SmallEngineDiscount.com
5 Amp Alternator System Regulator-Rectifier Under Blower Housing
REGULATOR/RECTIFIER
MUST BE GROUNDED
86
Keep the A.C. leads attached to the regulator- INSERT PROBES INTO
rectifier. Install the blower housing with the regulator- CONNECTOR SLOTS. DO
rectifier outside the housing. With an A.C. voltmeter NOT REMOVE
CONNECTOR WIRES
probe the regulator as shown (diag. 89).
46
Not For Resale
www.SmallEngineDiscount.com
10 Amp A.C. Alternator
48
Not For Resale
www.SmallEngineDiscount.com
Typical Wiring Circuits
3 Amp D.C. / 5 Amp A.C. Alternator
Yellow A
Red
Diode A
D.C. Output
View A-A
A.C. Output
Solenoid
Magneto Ground
(2) Headlights
Battery
Switch
Ammeter
B
M Key Switch
S
M.
Green Insulation
B.
(-)
BATTERY
(+)
Red Insulation
D.C (+)
Fuse
Battery
Ammeter B
A Key Switch
R M
S
A.C. Yellow
Green Green A
Yellow
A
A A
Yellow Red
A.C. Output
D.C. (+)
Switch
A.C. Yellow
(+) +
Magneto
Battery Switch Battery - Red Ground
View B-B Battery (+)
B B
B A B
(-) Ammeter
- A
R M Ammeter
S A.C. B+ A.C. R M
S Key Switch
50
Not For Resale
www.SmallEngineDiscount.com
Typical Wiring Circuits - continued
Light
Remote Stop Switch
10 AMP ALTERNATOR SYSTEMS Terminal A.C. Output Yellow (2) Headlights
Diode
Double Pole
Solenoid Double Throw
Switch
Starting Resistor 1 (+)
Motor Ohm 20
(+) Watt Electric
Magneto Clutch
Ground
A.C. (+)
Ammeter
(Yellow Magneto
Leads) Ground
Yellow
(Green)
12 V. (+)
A Battery B Starter Key
M Switch
S
A
Green
(-)
Light, etc.
Solenoid
A.C. Output
Switch
Battery (+)
B A
- Ammeter
M A.C. B+ A.C.
RS
Key Switch
Regulator/
Rectifier
D.C. Output -
Red 16 AMP ALTERNATOR SYSTEMS
Solenoid
Green Light
Magneto
(+)
Ground
Switch
Fuse
Battery
(+)
B
Ammeter A
Regulated
R M
D.C. Output
S
A
Green
Magneto
Ground
Solenoid
Light, etc.
(+)
Switch
Battery
Regulator/
Rectifier
D.C. (+)
Fuse
Provided by Tecumseh,
Regulator/Rectifier Mounted
and Located Under Blower
Housing Magneto
Ground Lead View A-A
(Green)
D.C. Output
Lead (Red)
Green
A
Red A
Magneto
Ground
Solenoid
Light, etc.
(+)
D.C. (+)
Switch
+ -
Battery (+)
(+)
Ammeter
B
A
R M
S
Fuse
52
Not For Resale
www.SmallEngineDiscount.com
Peerless Identification
RIGHT ANGLE DRIVES 1100 SERIES
100 SERIES
1200 SERIES
A or B
A or B A or B A
700 SERIES A
600 SERIES
A A
A or B
2600 SERIES
900 SERIES 2800 SERIES
920 SERIES
930 SERIES
A
810 SERIES
801 SERIES
910 SERIES
A
A
1300 SERIES
915 SERIES
A 2400 SERIES A
820 SERIES
A or B
MST and VST
As a result, we have changed the product ID tag to make it easier to read. Should this data be needed for
service or warranty situations these improvements will make locating the needed model and specification
information easier.
Example Numbers 1 and 2 below, show the present bar code labels currently being used. We have identified
the important fields of information that is required for warranty claims.
In addition, a new easier to read bar code label (No. 3 below) is being introduced on all units provided after
October 1, 1998. Again we have highlighted the information you are required to supply.
This information is critical for prompt warranty reimbursement to your shop, please pay close attention to
this number.
MODEL NUMBER REQUIRED SPECIFICATION NUMBER MODEL NUMBER REQUIRED FOR SPECIFICATION NUMBER
FOR WARRANTY REQUIRED FOR WARRANTY WARRANTY REQUIRED FOR WARRANTY
MST - 206SERIAL
- 502A
TECUMSEH
205 - 027C TECUMSEH
PEERLESS
PEERLESS DATE MFG. NO.
MODEL DATE SERIAL
MODEL SPEC
D.O.M.
7070A - 0005
3 D.O.M. (DATE OF MANUFACTURE)
ORIGINALLY SERIAL NUMBER
"NEW TYPE"
54
Not For Resale
www.SmallEngineDiscount.com
Transaxle Troubleshooting
In-Line Shift Models (i.e. 800, 820, 915, 920, 930 MST)
Transaxle troubleshooting can be a mystery to many technicians, but by using a common sense approach
that most technicians use for engine troubleshooting, the mystery will disappear and be replaced with
confidence, skill and eventually, mastery of transaxle service.
Before you begin to take off the wheels (the hardest part of transaxle repair) check the associated
equipment.
A. Check belts for proper adjustment.
B. Check for proper adjustment of brake, clutch, shifter and related linkages, etc.
C. Check pulleys for sheared keys and proper belt disengagement.
D. Check for proper shifting by removing drive belt. If transaxle does not shift freely it would indicate
an internal transaxle problem.
After you have made all preliminary checks it may now become necessary to remove the transaxle from
the equipment.
1/16" to 3/16"
THIS DIMENSION
(1.6 mm - 4.8 mm)
VARIES FROM EACH
MANUFACTURER
For proper declutching to occur, it is very important With clutch disengaged, it is very important that
that the engine belt guide be set at a the belt blossoms away from the engine pulley.
predetermined gap (set by the manufacturer) Belt must stop turning before transaxle shifting
and away from the belt with the belt engaged. can occur.
56
Not For Resale
www.SmallEngineDiscount.com
VST Troubleshooting
The information on this page has been provided to help understand the internal operation of the VST. Do
not use this information to attempt any internal repairs. Tecumseh's current policy on hydrostatic transaxles
that have internal failures is to replace the complete unit. This has not changed. However, Tecumseh would
like to provide a failure checklist to assist in making an accurate evaluation of the complete tractor to
eliminate any unnecessary replacements. Here is a list of items to check and corrective actions to take.
To properly test the unit for power loss.
1. Allow the unit to cool before trying the following steps.
2. Put the shift lever in a position that is 1/2 of the travel distance from neutral to forward.
3. Place the tractor on a 17 degree grade.
4. Drive the tractor up the grade (without the mower deck engaged). The loss of power experienced
should be approximately 20%. This is considered normal. If the loss of power is approximately 50%,
this would be considered excessive.
5. Bring the unit to neutral, shift into forward and note the response. Care should be taken to move the
lever slowly to avoid an abrupt wheel lift.
To determine if the problem is with the hydro unit, all external problem possibilities must be eliminated. Here
are some potential problem areas.
1. Overheating: Heat can cause a breakdown in the viscosity of the oil which reduces the pressure
used to move the motor. Remove any grass, debris, or dirt buildup on the transaxle cover and / or
between the cooling fins and fan. Buildup of material will reduce the cooling efficiency.
2. Belt slippage: A belt that is worn, stretched, or the wrong belt (too large or wide) can cause belt
slippage. This condition may have the same loss of power symptom as overheating. Typically, the
unit which has a slipping belt will exhibit a pulsating type motion of the mower. This can be verified
visually by watching the belt and pulley relationship. If the belt is slipping, the belt will chatter or jump
on the pulley. If the belt is good, a smooth rotation will be seen. Replace the belt and inspect the
pulley for damage.
3. Leakage: The VST and 1800 Series have two oil reservoirs which can be checked for diagnostic
purposes. The first is the pump and motor expansion bellows, with a small diameter blunt or round
nose probe, check the bellows depth through the center vent hole. Proper depth from the edge of
that hole is 3-1/4 - 3-1/2 inches (8.25 - 8.9 cm).
The second chamber is for the output gears including the differential. FIRST make sure the tractor
is level, then remove the drain/fill plug. NOTE: Some units that do not have differential disconnect
will have two plugs. We recommend using only the primary plug. With a small pocket rule insert
until you touch bottom of case. You can then remove it and check for 1/4 - 3/8 inches (6.5 - 9.5 mm)
contact, this is full at its 8 oz. capacity.
4. Low ground speed: If the linkage is not synchronized to absolute neutral, or the shift lever is not
properly fastened to the tapered control shaft, full forward travel may not be achieved. This may
cause a false reading and be misdiagnosed as a low power condition. This also could be caused
by the brake not releasing.
To determine absolute neutral, the hole in the tapered control shaft must face straight up and down,
at this point make sure the OEM linkage is in neutral. To properly fasten the control lever to the shaft,
torque the nut to 25-35 ft. lbs. (34 - 48.3 Nm) of torque with the shaft and the lever in neutral.
When attaching the shifter arm to the shaft you must prevent any rotation during torquing. This can
be done by placing a long 5/16 bolt in the hole of the shaft. Hold the bolt until the tapers are locked
and the nut torque is correct.
To make sure that the brake is not binding, drive the unit up a slight grade.. Position the speed control
lever into neutral. The unit should coast backwards. If the unit does not coast back slowly, the brake
is not released from the brake disk. Adjust the brake linkage to release the brake completely when
the foot pedal is released.
5. Hard to shift: Typically hard to shift symptoms are not caused by the hydrostatic unit. The shift
arm should move with relative ease. Approximately 40-50 inch lbs. (4.48 - 5.6 Nm) at the transaxle
for foot pedal units or 150-200 inch lbs. (16.8 -22.4 Nm) for hand operated units. This varies
depending on the type of linkage. Binding may occur in the linkage connections due to rust or
moisture. Lubricating these connections and checking for bent or damaged parts should resolve
hard shifting.
NOTE: On all units containing two jam nuts securing brake lever, hold bottom nut and torque top nut to
100 in. lbs.
Differential Bolts 7 ft. lbs. - 9.5 Nm
“T” Drive Bolt 8-11 ft. lbs. - 10.9 - 15.0 Nm
“T” Drive Cover Screw
58
Not For 20-24
Resalein. lbs. - 2.24 - 3.7 Nm
www.SmallEngineDiscount.com
Lubrication Requirement
RIGHT ANGLE
TRANSAXLES TRANSMISSIONS AND T DRIVES
Model Model Model
No. Quantity No. Quantity No. Quantity
600 24 oz./710 ml Oil 2600 † All Models
800 30 oz./887 ml Grease 700 12 oz./355 ml Grease Except * 4 oz./118 ml Grease
801 36 oz./1065 ml Grease 700H 12 oz./355 ml Grease *1408-P91
820 36 oz./1065 ml Grease 2800 † *1409-P91
900 26 oz./769 ml Grease *1410-P91
910 18 oz./532 ml Grease *3002 3 oz./89 ml Grease
915 10 oz./296 ml Grease *3003
920 30 oz./887 ml Grease *3028
930 30 oz./887 ml Grease *3029
1200 48 oz./1420 ml Oil †† *3035
1301 1000 Series 6 oz. / 180 ml Oil
1305 32 oz./946 ml Oil †††
1309 1100 16 oz./473 ml Oil
1313
1302 DIFFERENTIALS
1303 All Models 3 oz./89 ml Grease
1304
1306 TWO SPEED AXLE
1307 All Models 2 oz./59 ml Grease
1308
1310 THREE SPEED AXLE
1311 All Models 2 oz./59 ml Grease
1312
1314
1315 44 oz./1301 ml Oil NOTICE
1316 Grease: Bentonite Grease
1317 Part Number 788067B
1318
1320 Oil: SAE E.P. 80W90 Oil
1321 Part Number 730229A
1322
1325 † Refer to O.E.M. Mechanic’s Manual for type of lubricant
1328
1329 †† To be filled through shift lever opening
1319
1323 24 oz./710 ml Oil ††† Some 1000 Right Angle and T-Drives use Bentonite Grease.
1326
1327 †††† Tecumseh's current policy on hydrostatic transaxles with
internal failure, is to replace the complete unit. VST and 1800's
LTH 8 oz./240 ml Oil have two separate reservoirs which can be checked for diagnostic
MST200 16 oz./473 ml Oil purpose only. The output gear reservoir can be checked with a
VST205 †††† small pocket rule as outlined in the Motion Drive Systems Book.
and
1800's
2300 64 oz./1892 ml Oil Refer to Motion Drive Systems Book, 691218.
2400 32 oz./946 ml Oil
2500 †
Not For Resale 59
www.SmallEngineDiscount.com
TECUMSEH 4-CYCLE LUBRICATION REQUIREMENTS
We often get questions from both customers and dealers regarding the type and brand of oil we
recommend.
Tecumseh recommends the use of a high quality, brand name petroleum based oil in our engines.
Very few air cooled engines have any type of oil filtration system, making regular oil changes critical
to remove impurities from the engine and maximize engine life. Consult the operators or repair
manual for the oil change interval and viscosity base on equipment operating temperature.
EUROPA MODELS *
VERTICALS VERTICALS (CONT.)
oz. ml oz. ml
Vantage 21 630 Centura 21 630
Prisma 21 630 HTL 21 630
Synergy 21 630 BVS 21 630
Synergy "55" 27 810 HORIZONTALS
Spectra 21 630 BH Series 21 630
Futura 21 630 Geotec 21 630
Series 35 - 50
60
Not For Resale
www.SmallEngineDiscount.com
TECUMSEH 2-CYCLE ENGINE OIL REQUIREMENTS
The proper type and ratio of two cycle oil is critical to long life and low maintenance of the
engine. The use of non certified oils and improper mix ratio’s can cause severe engine damage
and possibly void warranty consideration.
The following is a list of 2 cycle engine oil classifications which are certified for use in
Tecumseh 2 cycle engines:
• National Marine Manufactures Association, (NMMA), TC-WII or TC-W3
• American Petroleum Institute, (API), TC
• Japanese Automobile Standard Organization, (JASO), FB or FC
MIXES EASY
DOES NOT SEPARATE
2-CYCLE
ENGINE OIL PREMIUM BLEND FOR BOTH AIR AND
WATER COOLED ENGINES ENSURES
CYLINDER WALL LUBRICATION
PART NO. 730227
62
Not For Resale
www.SmallEngineDiscount.com
Head Bolt Torque Sequence
Valve clearance is checked with engine cold and piston at T.D.C. of compression stroke.
NOTE:If the valve spring has dampening coils, it should be installed with the dampening coils away from
the valve cap and retainers (opposite the keepers) or towards stationary surface.
DAMPENING COILS
LOCATED CLOSER
TOGETHER
64
Not For Resale
www.SmallEngineDiscount.com
Recoil Quick Reference Parts
During the past few years we have introduced you to several new styles of recoil assemblies. These recoils
are used on all small and medium frame series engines. To assist you in making repairs, we have
developed the quick reference illustrations below. By looking at the direction and style of ribs between the
inner and outer parts of the pulley, you can use this chart to obtain the correct parts. Due to various ropes
and housings, these parts will not be shown. Please consult the regular parts list for a complete illustration
or replacement.
5
2 1
1
TYPE I TYPE II
1 590599A Spring Pin (Incl. No. 4) 1 590740 Retainer
2 590600 Washer 2 590616 Starter Dog
3 590696 Retainer 3 590617 Dog Spring
4 590601 Washer 4 590760 Locking Tab
5 590697 Brake Spring
6 590698 Starter Dog
7 590699 Dog Spring
7
7 7 7
6
6 4 6 6
4 3 2
5
3
5 3
5
4
2 2
1
1 1
1 590599A Spring Pin (Incl. No. 4) 1 590599A Spring Pin (Incl. No. 4) 1 590409A Center Screw
2 590600 Washer 2 590600 Washer 2 590755 Washer
3 590679 Retainer 3 590696 Retainer 3 590754 Washer
4 590601 Washer 4 590601 Washer 4 590753 Washer
5 590678 Brake Spring 5 590697 Brake Spring 5 590482 Brake Spring
6 590680 Starter Dog 6 590698 Starter Dog 6 590680 Starter Dog
7 590412 Dog Spring 7 590699 Dog Spring 7 590412 Dog Spring
8 590757 Pulley
Crankshaft Crankshaft
Timing Tabs 611014A Timing Tabs 611032
Point Ignition Solid State
Ignition
66
Not For Resale
www.SmallEngineDiscount.com
Primer Bulb Identification
Caution must be used when replacing carburetor primer bulbs. Using the wrong primer bulb could cause
hard starting and operating problems. Currently, Tecumseh uses five different carburetor mounted bulbs.
To avoid problems, use the Master Parts Manual for the correct application.
The primer bulbs offered feature two different shapes; derby and stepped (or hourglass).
STEPPED
INTERNALLY
VENTED
EXTERNALLY
VENTED
DERBY STYLE
INTERNALLY
VENTED
EXTERNALLY
VENTED
Foam element on
Sealing Surface
externally vented bulbs
are to prevent dirt
ingestion.
CHAMFER
EMISSION RINGS
68
Not For Resale
www.SmallEngineDiscount.com
Quick Reference for Dipsticks
SCREW-IN DIPSTICK LARGE SCREW-IN DIPSTICK LARGE TWIST-LOCK
FEMALE THR’D, PLASTIC TUBE MALE THR’D, METAL TUBE
SERVICE NO. ID NO. SERVICE NO. ID NO. SERVICE NO. ID NO.
35507 104 30140 21 33894A 76
35556 115 30272 (OBS) 92 33950A (OBS) 74
35561 116 30787 (OBS) 25 33984A 82
35576 108 31569A 85 34011A 81
35578 106 or 125 31904 (OBS) 86 34048 (OBS) 25
35582 105 32206 (OBS) 29 34053A (OBS) 76
35583 (OBS) 111 32909 (OBS) 42 34122A 79
35594 113 33055 (OBS) 42 34178A 75
35595 114 33068 45 34249 90 or 101
35598 110 33258 (OBS) 48 34267 84
35599 83 33336 (OBS) 76 34313 (OBS) 89
35611 use 35507 104 33358 (OBS) 88 34319 (OBS) 86
35639 106 33469 use 33764 54 34675 92
35648 107 33760 (OBS) 18 34676 94
35658 14 33761 (OBS) 63 34763 (OBS) 95
35700 117 33764 54 34933 18
35706 (OBS) 118 34012 65 35163 99
35822 96 or 124 34201 (OBS) 72 35347 102
35835 88 34227 (OBS) 84
35843 (OBS) 103
SMALL SCREW-IN DIPSTICK
35925 129 SERVICE NO. ID NO.
35931 94 TUBE & GAUGE 29668 18
35940 130 ASSY.SERVICE NO. DIPSTICK 29760 14
35973 131 35836 35835 30924A (OBS) 24
35984 132 35837 35576 31297 25
36064 123 35842 35599 31986 (OBS) 29
36147 123 36879 35582 32969 40
36205 133 33069 76
36223 134 33070 (OBS) 88
36259 124 33604 (OBS) 86
36366 135 33758 (OBS) 48
36593 137 34165 68
36640 use 36902 139 34245 73
36801 125 35112 (OBS) 98
36878 141 35368 use 36879 76
36902 139 35888 120
37246 91 35941 126
37421 143 35942 127
37426 125 36678 138
HMSK - Horizontal Medium Frame (Snow King) TNT - Toro ‘N’ Tecumseh (Toro Exclusive
Series)
HMXL - Horizontal Medium Frame (Extra Life)
TVEM - Tecumseh Vertical European Model
HS - Horizontal Small Frame
TVM - Tecumseh Vertical (Medium Frame)
HSSK - Horizontal Small Frame (Snow King) (Replaces V & VM)
HXL - Horizontal (Extra Life) TVS - Tecumseh Vertical Styled
LAV - Lightweight Aluminum Frame Vertical TVT - Tecumseh Vertical Twin
LEV - Low Emissions Vertical TVXL - Tecumseh Vertical (Extra Life)
OH - Overhead Valve Heavy Duty (Cast Iron) V- Vertical Shaft
OHH - Overhead Valve Horizontal VH - Vertical Heavy Duty (Cast Iron)
OHM - Overhead Valve Heavy Duty Horizontal VLV - Vector Lightweight Vertical
(Medium Frame)
VLXL - Vector Lightweight Vertical (Extra Life)
OHSK - Overhead Valve Horizontal (Snow King)
VM - Vertical Shaft (Medium Frame)
VSK - Vertical Snow King
ENGINE
MODEL ENGINE MODEL
NUMBER NUMBER
LOCATIONS
LOCATIONS
70
Not For Resale
www.SmallEngineDiscount.com
4 Cycle Quick Reference for Spec. Numbers-To-Model Designation
HORIZONTAL 4-CYCLE ENGINES
15000 - H22 67000 - HS & HSSK50 115000 - HH100 159950 - HMSK110
25000 - H25 68000 - OHH50 120000 - HH120 160000 - HH & OH140
26000 - OHH45 68500 - OHSK50 130000 - H70 170000 - HH150 & 160
35000 - H30 69000 - OHH55 130200 - HSK70 170000 - OH160
35400 - HSK30 69500 - OHSK55 132000 - HM & HMSK70 175000 - OH120
45000 - H & HT35 71100 - OHH60 132500 - HMXL70 180000 - OH180
45400 - HSK35 71500 - OHSK60 140000 - HH70 190000 - HHM80
47000 - HXL35 71700 - OHH65 146000 - ECH90 220000 - OHM120
55000 - H40 71900 - OHSK65 155000 - H & HM80 221000 - OHSK110
55200 - HS & HSSK40 72500 - OHSK70 155000 - HMSK80 222000 - OHSK120
55500 - HSK40 75000 - H60 155800 - HM85 223000 - OHSK90
55700 - H40 76000 - HSK60 155900 - HM & HMSK85 223400 - OHSK110
55800 - H40 85000 - HH40 156000 - HM90 223600 - OHSK120
55900 - HSSK40 95000 - HH50 156500 - HMSK90 223700 - OHSK125
65000 - H50 105000 - HH60 159000 - HM & HMSK100 223800 - OHSK130
65300 - HSK50 110000 - HH80 159900 - HMSK105 224600 - OHM120
TEMP
72
°C
Notx 1.8
For
Celsius Temp.
Resale Fahrenheit Temp. °F
then add 32
www.SmallEngineDiscount.com