IAME Parilla SCREAMER KZ1 Installation guide

++
BASIC MANUAL
“SCREAMER” KZ1 / KZ2

FEEDING
Fuel mixture 98NO (min. 95NO) and 4,5%oil (CIK homologated)
GEARBOX LUBRICATION
ATTENTION: the engine is supplied without oil in the gearbox.
GEARBOX OIL CHARGING
Before using, fill with approx. 300÷330ml SAE 10W50 oil, through the charging
hole. (A).
GEARBOX OIL DISCHARGING
Remove the drain plug (B) to discharge oil, inspect the magnet in the plug to check
the eventual presence of consistent metallic particles.
A
B
1

COOLING SYSTEM CONNECTIONS
CONNECT THE SYSTEM AS SHOWN IN FIGURE
Once the system is filled (with pure water), provide to the proper air venting.
We recommend the use of a 3 way-thermostat (opening temperature 48°C±2), as
shown on the drawing, especially during the wintertime.
It is though possible to make a direct connection, removing the thermostat, the T-pipe
and the bypass-tube between them.
The presence of the thermostat doesn't eliminate the need for adequate partialization
of the radiant surface and for protective spoilers on the cylinder during the cold
season (temperature ≤5°C).
ATTENTION: water cooling operation temperature
limits: min. 50°C / max. 58°C
FROM HEAD
PIPE FITTING
TO THE
CRANKCASE
2

ELECTRIC SYSTEM
ELECTRIC CONNECTIONS
The engine is provided with an analogic ignition with advance timing usually set
to 1.60mm before TDC.
The spark instant is when the notches, on the rotor and the stator, coincide.
ATTENTION: VERY IMPORTANT IS TO CONNECT
THE COPPER WIRE TO ENGINE AND COIL’S BODY
3

FUEL PUMP
INSTALLATION OF PUMP BRACKET
CORRECT FEEDING PIPES CONNECTION
REMEMBER TO CONNECT THE COPPER WIRE AND THE OTHER
CONNECTIONS AS SHOWN IN THE PICTURE OF THE PREVIOUS
PAGE
BREATHER
RETURN TO TANK
INLET
(from tank)
DELIVERY TO CARBURETTOR
(through "Y"pipe fitting)
DELIVERY TO
THE CARB.
4

EXHAUST GAS TEMPERATURE PROBE
The muffler, supplied with the engine is provided with a temperature probe fitting
which is not drilled.
Whenever you wish to employ the probe, please proceed as shown in the figure
below.
EXHAUST LENGTH SETTING
The following table shows the exhaust length setting (distance “X” between
exhaust plane on the cylinder and end of first sector of muffler) depending on the
track conditions and needed power diagram:
X (mm)
DESCRIPTION
FINAL REPORT WHEEL/SPROCKET
100≤X≤104
STANDARD SERIES
STANDARD RATIO
96≤X≤100
-4mm FROM SERIES
FROM STANDARD TO ½ TOOTH MORE ON
REAR SPROCKET
X<96
-9mm FROM SERIES
FROM ½ TOOTH MORE, TO 1 TOOTH MORE
ON REAR SPROCKET
drill exhaust Ø4.2 for cylindrical probe
drill exhaust Ø4.2 and thread M5 for threaded probe
5

STEERING-WHEEL CLUTCH LEVER SETTING
Whereas the IAME clutch is equipped with a system to make the drag more
progressive, needs a clutch lever stroke little bit longer to disengage completely.
To the proper lever setting, we therefore recommend that while the lever is fully
pulled all the clutch is actually disengaged (rotation free by hand of disc thrust
plate).
CILYNDER / PISTON MATCHING
The piston replacement must take place within specific intervals, measured
through used mixture liters and it changes depending of the engine use, if for
competitive use (so to reach the better performance) or not competitive. IAME
suggests to replace the piston during the competitive use any 30lt, or before
whenever the clearance between piston and cylinder exceeds 0.10mm.
For NOT competitive use the replacement must take place any 60lt~ of mixture or
whenever the clearance between piston and cylinder exceeds 0.12mm.
The prescribed clearance between cylinder and new piston, is 0.07÷0.08mm.
The effective piston diameter has to be verified at 18mm from the base,
perpendicularly to the piston pin.
The measure marked on the piston top is the effective one of the piston.
Moreover, the clearance between the piston ring tips (installed in the cylinder)
must be between 0.40÷0.45 mm.
The clearance can be checked with a feeler gauge, by inserting the ring in the
cylinder.
6

MAIN ENGINE COMPONENTS AVERAGE
ESTIMATED LIFE
The estimated life of the different components, of the engine, changes according
to the use and to the desired performance.
PISTON
As detailed in the previous paragraph, during the competitive use we suggest the
replacement after 30lt. For not competitive use the replacement can be made
after 60lt.
MAIN BEARINGS
With the roller bearing, the life of these ones is same to a full sporting season.
CONROD BIG END CAGE, CRANKPIN AND SHIM
During the competitive use we suggest the replacement every 60tl. For not
competitive use the replacement can be made about every 90lt.
CONROD LITTLE END CAGE
The replacement must be made every 60lt.
CONROD
During the competitive use we suggest the replacement every 120lt. For not
competitive use the replacement can be made every 180lt.
Anyway it must be replaced whenever the big end hole ovalization exceeds
0.01mm. This value is the difference between the diameter measured in "A" and
"B" as below indicated.
7

"DELL’ORTO VHSH 30 CS” CARBURETTOR SETTING
BASIC SETTING CARBURETTOR - KZ SCREAMER
max. jet = 180
atomizer = DP 268
Fuel needle = 300
Idle jet = 60
needle = K98 (3^ notch)
Throttle valve = 50
Starter jet = 60
float = 9g
Float chamber level = 11.5mm
Idle emulsioner = B 100
To check / to update by the
customer
IMPORTANT: THE FLOAT CHAMBER LEVEL MUST BE 11.5mm MEASURED WITH
THE GASKET INSTALLED ON THE CARBURETTOR BODY AS IN THE PICTURE.
If we remark a different value, please operate on the two metallic plates which
support the floats, to obtain the prescribed level.
We recommend to check the level value of both floats, to obtain the same.
Whenever an optimum carburettor setting is required in each condition, it will
have to be performed by acting on the adjusting elements to better fit the most
proper mixture title according to the track and environmental characteristics.
The operations to be performed for a fine setting require a specific experience
which cannot be acquired only through the support of these few lines; our target
is to give simple suggestions to find the best carburettor setting according to the
operating conditions.
ATTENTION :
THE BASIC SETTING CARBURETTOR IS DELIBERATELY VERY RICH, NOT
BEING POSSIBLE TO FORESEE WICH WILL BE THE CONDITIONS OF
THE FIRST USE OF ENGINE.
11.5mm
gasket
8

We generally consider three ranges of engine operation: the idle RPM or low
RPM, achievable with slightly opened throttle, the mid RPM or transition RPM,
achievable with intermediate throttle lever opening, and the max. RPM,
achievable with max. throttle opening.
In a float chamber carburettor such as this, there are different devices acting on
each specific carburetion areas; their zone of influence are separated, as below
illustrated, although affecting each other.
THE IDLE RPM
It can be adjusted by means of the screw "A" (see fig. 1), which acts on the
throttle gas by slightly lifting or lowering it. Turning clockwise to RPM increases
and turning counter-clockwise to decrease.
THE CARBURATION AT IDLE RPM
It can be set by means of:
-the idle jet in the float chamber
-the idle emulsioner, above the respective jet
-the idle mixture screw air.
Generally, for the standard adjustments, the emulsifier is not concerned. A richer
carburetion is obtainable by increasing the idle "L" jet size (see fig. 2), and
leaner by decreasing the "L" jet size. The idle jet can be reached by removing
the carb. float chamber. A richer carburetion can also be achieved even turning
clockwise the air screw "B" (see fig. 1) and, conversely, turning it counter
clockwise you get a leaner carburetion. It is recommended to adjust gradually by
5'÷10' each time, then check the obtained result.
Fig.2
L
H
A
Fig.1
B
9

THE CARBURATION AT MID RPM
It can be set by means of:
-conical needle
-the spray nozzle
The conical needle acts as shutter on the spray nozzle hole, and its axial position
is determined by the throttle opening. Thanks to its particular conical
configuration, when the throttle gradually opens, the needle creates a less shutter
in the spray nozzle hole, regulating consequently the fuel flow.
The needle and the spray nozzle have been chosen to satisfy the different
conditions. The carburetion setting is performed by lifting or lowering the conical
needle vs. the throttle.
A richer carburetion is got by lifting the needle, by moving down the retainer clip
to a lower notch; obviously a leaner carburation is got by lowering it, so moving
the retainer clip to an upper notch. (see fig. 3). The basic needle adjustment is
shown on the picture.
At the conical needle, is accessed by unscrewing the upper cover of the carb.;
then pull off the throttle valve together with the needle, off hook the throttle cable,
and unscrew the fixing screw on the valve itself.
THE CARBURATION AT TOP RPM
It is mainly performed only by means of:
-the max. jet
By increasing the max jet size "H" (see fig. 2) we will
get a richer carburation and , conversely, a leaner
one by decreasing the jet size.
Fig.3
Fig.4
10
washer for
“mid notch”

To reach the max jet , unscrew the central plug on the float chamber (see fig. 4),
or disassemble the float chamber itself.
As anticipated just above, there is no clear distinction among the areas of
influence of the various components, as they interact and influence each other.
Generally the max jet affects not only the carburation at max open throttle but
also the whole mid range carburation, even if less sensibly vs. the needle
position; therefore the needle position slightly influences also the carburation at
wide open throttle.
In the same way, when the throttle is slightly opened, the effects of the min jet
and the air screw overlap with conical needle position effects.
To properly adjust the carburetion according to the ambient conditions, we are
giving some indicative parameters to adapt the max. jet size as a function of the
variation of the ambient temperature and the altitude at which the engine is
operating.
As you know the carburetion, so the exact fuel quantity to be mixed to a given
quantity of air, is influenced by atmospheric factors, such as temperature and
pressure. The more the temperature drops, the more the air density increases and
consequently, there will be more molecules of gas in the same volume taken in by
the engine. As the carburettor mixes always the same fuel quantity, this would be
insufficient and the carb. will provide a leaner mixture. When operating with a
leaner carburetion, the engine runs the following risks: overheating, insufficient
lubrication, detonation, seizure; this is the reason why the carb. setting must be
adjusted by increasing the max jet by about 2 points for every 6°C. external
temperature drop.
Of course, on the contrary, the more the temperature rises, the more the
carburetion becomes richer and gives origin to less critical consequences than the
ones experienced with a leaner carburetion. So in this case also, it is suggested
to optimize the carb. setting by decreasing the max. jet size by about 2 points for
every 6°C external temperature increase.
The variation of the atmospheric pressure, which is significant when varying the
altitude, gives origin to the same phenomenon; by decreasing the altitude, the
atmospheric pressure increases, consequently in the same air volume taken in by
the engine, more molecules of gas are present. Therefore, in this case too, a
carb. adjustment is required, we suggest to increase the max jet size by approx
2-3 points for every 350m altitude decreasing.
On the contrary, by increasing the altitude it is necessary to reduce the max. jet
size by about 2-3 points for every 350m altitude increasing.
11

The above data are merely indicative, as many factors influence the carburetion
and only a few are easily ponderable. With these indications we wish to give the
user a general guide line and avoid damaging the engine under environmental
conditions which make the carburetion substantially leaner.
A fine carb. adjustment will always have to be performed according to the
experience and to the tests on track.
As completion of this guideline, here are a few general recommendations.
The carburettor is provided with an enrichment system to
start the engine, (lever "C" - see fig. 5) when it is cold and/or
when it has been kept inactive for a certain time. To get the
max. efficiency, this device must be used with gas throttle
closed or slightly opened. A few seconds after the engine
has been started, shut the enrichment system to avoid
engine flooding .
The only problems which could be experienced with these
carburettors are connected to the fuel feeding.
The fuel feeding is regulated by the floater-valve system located in the
float chamber.
In case the fuel contains impurities, preventing the proper admission valve
closing, the level in the float chamber increases, and the exceeding fuel is
discharged through the carb. vents. In this case, it is necessary to
disassemble the float chamber, remove the floaters and the fuel valve
and clean it with compressed air (see fig.6 - 7).
In case of puncture of one or both floaters, the fuel valve cannot be closed, and
so the exceeding fuel overflows through the vents. It will be then necessary to
disassemble the float chamber, check the floaters status and eventually replace
them with others having the same weight.
In case the engine has to remain out of operation for a long period, the fuel
admission valve could get stuck (either on opening or on closing positions) for
incrustations.
In the first case presents the same phenomenon of fuel overflowing from the vents
of the carburettor, in the second, the engine won't start for insufficient feeding.
Fig.5
C
12

It is necessary to disassemble the float chamber, and check if there is fuel inside,
remove incrustations and re-establish the proper fuel admission through the
floater-valve assembly.
TABLE SETTING CARBURETTOR OPTIMIZED FOR
COMPETITIVE USE
ENVIRONMENT
TEMPERATURE
NEEDLE
NOTCH
ATOMIZER
MAX.
JET
IDLE
JET
THROTTLE
GAS
AIR
SCREW
MIN.
20°C
K96
2 ½
(2a and
washer below)
DQ 266
162
B100-68
50
1
ROUND
e 3/4
10°C
K96
2 ½
(2a and
washer below )
DQ 267
165
B100-68
50
1
ROUND
e 3/4
2°C
K96
3
(3a and
washer above)
DQ 268
170
B100-68
50
1
ROUND
e 3/4
Rain
K28
2 ½
(2a and
washer below )
DQ 266
160
B100-68
60
1
ROUND
e 3/4
Fig. 6
Fig. 7
13

TECHNICAL DATA ENGINE SUMMARY TABLE
DESCRIPTION
DATA
NOTES
FUEL MIXTURE / FUEL
4.5 % OF OIL
98 NO (min. 95 NO)
Oil CIK homologated
GEARBOX OIL
300÷330 ml
specific SAE 10 W 50
OPERATING TEMPERATURE ENGINE
min.50°C / max. 58°C
EXHAUST ANGLES TIMING REFERENCE
195.5°÷196.5°
Feeler gauge 0.2x5mm
TIMING ADVANCE
1.6 mm
before the TDC
COMBUSTION CHAMBER VOLUME
13.2 cm³
13 cm³ min.
SQUISH
0.90 mm
Measured with single
wire from 1.5mm
CORRECT MEASURE TIPS PISTON RING
0.40÷0.45 mm
installed in the cylinder
SPARKPLUG TYPE USE IN
STANDARD WEATHER CONDITIONS
NGK BR 10 EG
NGK BR 11 EG
NGK R6254E –105
SPARKPLUG TYPE USE IN
STANDARD WEATHER CONDITIONS
FOR COMPETITIVE USE
(USE WITH SPECIFIC SPARK CAP)
NGK R7282 10
NGK R7282 105
NGK R7282 11
SPARKPLUG TYPE USE IN
RAIN ATMOSPHERIC CONDITIONS
NGK BR 09 EG
14