O.S. engine FS-120S-E User manual

Ô S aneme
It is of vital importance, before attempting to operate your engine,
to read this SAFETY INSTRUCTIONS AND WARNINGS’ leaflet
and to strictly adhere to the advice contained herein. Also, please
SAFETY INSTRUCTIONS
AND WARNINGS ABOUT YOUR O.S.ENGINE (FOR AIRCRAFT)
/\\ notes
read through the instruction leaflet or manual supplied with the
engine, so as to familiarize yourself with the controls and other | ° This engine was designed for model aircraft. Do not attempt to
features of the engine. use it for any other purpose.
keep this leaflet and the engine instructions in a safe place so that | ° Mount the engine in your model securely, following the manu-
you may readily refer to them whenever necessary. It is suggested
that any instructions supplied with the aircraft, radio-control equip-
ment, etc., are accessible for checking at the same time.
Remember that your engine is not a " toy ", but a highly efficient
internal-combustion machine whose power is capable of harming
you, or others, if it is misused or abused.
As owner, you, alone, are responsible for the safe operation of
your engine, so act with discretion and care at all times.
If at some future date, your O.S. engine is acquired by another
person, we would respectfully request that these instructions are
also passed on to its new owner.
W The advice which follows is grouped under two headings ac-
cording to the degree of damage or danger which might arise
through misuse or neglect.
Cover events which might involve
serious(in extreme circumstances, even
fatal) injury.
Cover the many other possibilities, gener-
ally less obvious sources of danger, but
which, under certain circumstances, may
also cause damage or injury.
e Never touch, or allow any object to come
into contact with, the rotating propeller and
do not crouch over the engine when it is run-
ning.
e A weakened or loose propeller may disintegrate or be thrown
off and, since propeller tip speeds with powerful engines may
exceed 600 feet(180 metres) per second, it will be understood
that such a failure could result in serious injury. (see ‘NOTES’
section relating to propeller safety).
e Model engine fuel is poisonous. Do not
alloow it to come into contact with the eyes
or mouth. Always store it in a clearly
marked container and out of the reach of
children.
* Model engine fuel is also highly flammable.
Keep it away from naked flame, excessive
heat, sources of sparks, or anything else
which might ignite it. Do not smoke or allow
anyone else to smoke, near to it.
* Never operate your engine in an enclosed space. Model en-
gines, like automobile engines, exhaust deadly carbon-mon-
oxide. Run your engine only in an open area.
« Model engines generate considerable heat.
Do not touch any part of your engine until it
has cooled. Contact with the muffler (si-
lencer), cylinder head or exhaust header
pipe, in particular, may result in a serious
burn.
facturers’ recommendations, using appropriate screws and
locknuts.
° Fit an effective silencer(muffler). Frequent close exposure to a
noisy exhaust (especially in the case of the most powerful high
-speed engines) may eventually impair your hearing and such
noise is also likely to cause annoyance to others over a wide
area.
. Fit a top-quality propeller of the diameter and pitch specified
for the engine and aircraft. Locate the propeller on the shaft so
that the curved face of the blades faces forward-i.e. in the di-
rection of flight. Firmly tighten the propeller nut, using the cor-
rect size wrench,
e Always check the tightness of the propeller nut and retighten it,
if necessary, before restarting the engine, particularly in the
case of four-stroke-cycle engines. If a safety locknut assembly
is provided with your engine, always use it. This will prevent
the propeller from flying off in the event of a "backfire", even if
it loosens.
° If you fit a spinner, make sure that it is a precision made prod-
uct and that the slots for the propeller blades do not cut into the
blade roots and weaken them.
e Discard any propeller which has become split, cracked, nicked
or otherwise rendered unsafe. Do not attempt to repair such a
propeller: destroy it. Do not modify a propeller in any way, un-
less you are highly experienced in tuning propellers for spe-
cialized competition work such as pylon-racing.
* Use an electric starter. The wearing of safety glasses is also
strongly recommended.
¢ Take care that the glow plug clip or battery leads do not come
into contact with the propeller. Also check the linkage to the
throttle arm. A disconnected linkage could also foul the propel-
ler.
- After starting the engine, carry out any needle-valve readjust-
ments from a safe position behind the rotating propeller. Stop
the engine before attempting to make other adjustments to the
carburettor.
e Adjust the throttle linkage so that the engine stops when the
throttle stick and trim lever on the transmitter are fully re-
tarded. Alternatively, the engine may be stopped by cutting off
the fuel supply. Never try to stop the engine physically.
* Take care that loose clothing (ties, shirt sleeves, scarves, etc.)
do not come into contact with the propeller. Do not carry loose
objects (such as pencils, screwdrivers, etc.) in a shirt pocket
from where they could fall through the propeller arc.
* Do not start your engine in an area containing loose gravel or
sand. The propeller may throw such material in your face and
eyes and cause injury.
° For their safety, keep all onlookers (especially small children)
well back (at least 20 feet or 6 metres) when preparing your
model for flight. If you have to carry the model to the take-off
point with the engine running, be especially cautious. Keep the
propeller pointed away from you and walk well clear of specta-
tors.
e Warning! Immediately after a glowplug-ignition engine has
been run and is still warm, conditions sometimes exist
whereby it is just possible for the engine to abruptly restart if
the propeller is casually flipped over compression WITHOUT
the glowplug battery being reconnected. Remember this if you
wish to avoid the risk of a painfully rapped knuckle!
6-15 3-Chome Imagawa Higashisumiyoshi-ku
O.S. ENGINES mraco.tro. osaka 546-0003 Japan TEL. [phone]
©) copyright 1995 by O.S.Engines Mfg. Co., Ltd. All rights reserved. Printed in Japan. FAX. [phone]

INSTRUCTIONS FOR
O.S. FS-120S-E FOUR STROKE CYCLE ENGINE
IMPORTANT : Before attempting to operate your
FS-120S-E, please read through these instructions so as to
familiarize yourself with the controls and other features
of the engine. Also, pay careful attention to the recom-
mendations contained in the "Safety Instructions and
Warnings" leaflet enclosed.
INSTALLATION
Use sturdy engine mounting beams: i.e. at least as strong as
would be used for a two-stroke engine of 20cc, or greater,
displacement. Make sure that these beams are firmly
integrated with the airframe, reinforcing the internal sur-
rounding structure as necessary to absorb vibration. Engine
installation should be made in such a way that basic main-
tenance, including the checking and adjustment of valve
clearances, can be conveniently carried out. As an aid to
aligning the engine on its mounting beams, a simple mount-
ing hole template is supplied with the engine.
As an alternative to horizontal beam mounting, a special
O.S. radial motor mount is available, as an optional extra
part, for use where firewall mounting is required.
SILENCER ASSEMBLY
Installation procedure is as follows.
1. Secure the exhaust header pipe by screwing the union-
nut over the cylinder-head exhaust-stub. Adjust the
header pipe to the required angle, then tighten the union-
nut firmly with the 17mm wrench supplied.
2. Screw the silencer onto the end of the header pipe and
tighten locknut firmly.
Note: It is advisable to apply silicone sealant at the joints to prevent
leakage of exhaust gas and loosening of nuts.
CARBURETTOR
The needle-valve and throttle lever locations are inter-
Changeable by reversing the carburettor. This can be done
as follows:
Remove the carburettor carefully by unscrewing the two
screws which secure both carburettor and choke valve. (See
Photo 1.) If the carburettor remains difficult to remove,
slightly loosen the two screws which secure the intake pipe
to the cylinder head.
After reversing the carburettor, re-fit it to the intake pipe
gently, taking care not to damage the O-ring in the carbu-
rettor by using force.
Intake pipe fixing screws
“0” ring
Carburettor
fixing screws
Set screw
Choke lever
Hexagon nut
Cap screw
Choke rubber pad
Photo 1
CHOKE VALVE
The FS-120S-E is equipped with a spring-loaded choke
valve. The choke valve operating lever can be located right
or left by transposing the hexagon nut and cap screw.
After mounting the engine in the model, secure the L-shaped
choke rod by tightening the set-screw. If the rod supplied
is too long, reduce it to the required length. If the rod
length is more than 40mm (1% in.) its outer end should be
Supported to avoid vibration.
SPECIFICATIONS
Displacement 19.96 cc (1.218 cu.in.)
Bore 30.4 mm (1.197 in.)
Stroke 27.5 mm (1.083 in.)
Practical R.P.M. 2,000 ~ 11,000 r.p.m.
Output 1.9 BHP/11,000 r.p.m.
Weight 864 g (30.5 oz.)
FUEL TANK
The suggested fuel tank size is 400cc or 14 oz. This will
give approximately 10 minutes running time when some
part-throttle operation is included. Locate the fuel tank so
that the centre line of the tank is 10 to 15mm below the
centre line of the needle-valve.
Note: If the model is left unattended
with the fuel tank filled, fuel
may flow into the carburettor,
causing it to “flood” and
making the engine difficult to
start. Take appropriate action
to prevent this.
FUEL
The FS-120S-E runs on standard commercially available
model glowplug engine fuel. Fuels containing castor-oil
and/or synthetic lubricants are acceptable, but for the
best performance and reliability, a fuel containing 5 — 15%
nitromethane is recommended.
For consistent performance and long engine life, it is
advisable to use good quality fuel containing NOT LESS
THAN 18% lubricant.
(The carburettor is adjusted with a fuel containing 20%
lubricant when the engine leaves the factory.)
i Centre line
CLH oe
GLOWPLUG
An O.S. Type ”F” glowplug is fitted to the engine.
With a four-stroke engine, ignition of the fuel charge takes
place at every fourth stroke of the piston instead of every
second stroke. Because of this, some conventional two-
stroke glowplugs will not suit this engine. For general use,
the special O.S. Type F glowplug is recommended.
PROPELLER
The choice of propeller depends on the design and weight
of the model and on the type of flying envisaged. Deter-
mine the best size and type after practical experiment. As
Starting points, suggested propellers are listed below.
For stunt models
13x11~12, 14x10~11
15x8, 16x6~7, 17x6, 18x5~6,
14x7 (3-blade), 15x8 (3-blade)
For scale models

Note: Slightly smaller or larger props than those shown in the list
can be used. However, it should be noted that propeller noise
will increase if propeller blade tio velocity is increased
(i.e. due to higher engine r.p.m. or a larger prop diameter).
For safety, keep your face and other parts of the body well
away from the propeller when starting the engine or adjust-
ing the needle-valve while the engine is running. Remember
that the propeller turns through a much wider arc with the
large sized propellers that this engine is capable of driving.
Refer to the “Safety Instructions and Warnings” leaflet
enclosed.
IMPORTANT: Use well balanced propellers and spinners only. An
unbalanced propeller or spinner causes vibration and
loss of power.
There is always a danger, especially with nylon pro-
pellers (and depending on engine speed and weather
conditions), of the propeller fracturing and a blade
flying off and, obviously, this could cause serious
injury. Therefore, never crouch over the engine when
it is running and keep all onlookers well back and
behind the model. if a spinner is used, make sure
that the spinner notches are large enough to clear the
propeller blades and so do not cut into and weaken
the blade roots when the propeller nut is tightened.
WARNING:
There is also a risk, particularly with four-stroke engines, of
the propeller flying off if the propeller nut loosens due to
detonation or “knocking” when the engine is run too lean
or under too heavy a load. Obviously this can also be very
hazardous.
To combat this danger, we have developed the special
Safety Propeller Locknut Assembly supplied with the
FS-120S-E. This prevents the propeller from flying off,
even if the propeller itself should slip or loosen.
1. Ream the propeller centre hole to 8mm dia. Make sure
that the propeller is properly balanced.
2. Fit the propeller sleeve-nut and washer to the propeller,
screw onto the shaft and tighten firmly with 17mm
wrench supplied.
3. Finally, insert the Safety Propeller Locknut. Tighten
Locknut firmly (but not with excessive force) using
14mm wrench. (see Fig. 2)
IMPORTANT:
Regardless of the type of propeller
fixing used, make a habit of al-
ways checking the tightness of the
propeller before starting the
engine. Remember that, especially
with wooden propellers, there is a
tendency for the material to
shrink, or for it to be reduced by
the serrated face of the drive hub.
Drive hub
Propeller washer \
STARTING
It is preferable to use a heavy-duty electric starter.
1. Firstly, fit a spinner so
that an electric starter can
be used. The O.S. special
locknut set for spinner,
that is available as an
optional part, enables you
to fit a spinner securely
and easily.
2. Open the throttle so that
the throttle-arm is at one- Starting position
quarter of its full throw. Fig. 3
(see Fig. 3)
(a) lf a silencer pressurized fuel system is employed, set
the needle-valve 2⁄2 turns open from the fully closed
position.
(b) If a silencer pressurized fuel system is not employed,
set the needle-valve 3 turns open from the fully
closed position.
3. Energize the glowplug and apply the electric starter after
making sure that the battery leads are properly connected
for counter-clockwise rotation. If the power of your
starter is insufficient to immediately rotate the engine
freely, turn the propeller clockwise (‘backwards’) until
compression is felt, then, with the propeller in this posi-
tion, try the starter again. This will enable the kinetic
energy of the rotating propeller to assist in carrying the
engine through its compression stroke. Also, make sure
that your starter battery is in good condition and fully
charged.
CAUTION: Never apply an electric starter with the choke closed.
Such an action will cause an excess quantity of fuel to
be drawn into the cylinder and result in an hydraulic
lock that may damage the engine.
4. When the engine starts, keep it running, initially, with
the original needle-valve setting while steadily moving the
throttle to the fully open position. If the engine slows
down because the mixture is excessively rich, close the
needle-valve slowly until the engine runs evenly. Then
disconnect the battery from the glowplug and close the
needle-valve slowly so that revolutions increase. Adjust
the needle-valve gradually. Abrupt adjustment of the
needle-valve may cause the engine to stop.
Note: Excess fuel in the carburettor may drip into the engine com-
partment when the choke valve is reopened. Therefore, it is
advisable to drill a drain hole in the bottom of the engine bay
or cowling and to apply fuelproof paint to the surrounding
surfaces to prevent fuel from penetrating the airframe struc-
ture.
RUNNING-IN (‘‘Breaking-in’’)
All internal combustion engines benefit, to some degree,
from extra care when they are run for the first few times —
known as running-in or breaking-in. This is because the
working parts of a new engine take a little time to settle
down after being subjected to high temperatures and Stress.
However, as O.S. engines are made with the aid of the finest
modern precision machinery and from the best and most
suitable materials, only a very short and simple running-in
procedure is required and can be carried out with the
engine installed in the model.
For running-in, use the same sized propeller as you intend
for flying your model.
Running-in procedure is as follows:
Start the engine and run it for about 5 seconds at around
maximum r.p.m., then open the needle-valve % turn to
produce a rich mixture for cooler, slower running, and run
for ,20 seconds at this setting. Keep the throttle fully open,
using only the needle-valve to reduce speed. Repeat this
procedure, alternately running the engine fast and slow
with the needle-valve, but gradually extending the short
periods of maximum speed running until two full tanks of
fuel are consumed.
Note: Take care to avoid dusty and sandy locations. Dust and grit
drawn into the engine will seriously damage its working parts.
Following the initial break-in on the ground, the engine
should be given a period of moderately rich running in the
air. For the first flights, set the needle-valve rich, consistent
with adequate take-off power and steady level flight and, if
necessary, readjust the throttle trim on the transmitter so
that the engine does not stop when the throttle is fully
closed.
With each successive flight, close the needle-valve slightly,
until, at the end of 10 flights, the needle-valve is set for
maximum power. The carburettor can now be adjusted for
optimum throttle performance following the instructions
given in the next section.
Note: Remember that, while the engine is being run-in and the
needle-valve is set on the rich side, the carburettor cannot be
expected to show its best response. Therefore, avoid abrupt
throttle operation at this stage.

ADJUSTING THE CARBURETTOR
The carburettor of your FS-120S-E has been factory set for
the approximate best result, but the settings may, in some
cases, vary slightly in accordance with fuel and climatic
conditions.
If the desired throttle response is not obtained after the
completion of the running-in period, the carburettor should
be re-adjusted as follows. Please refer to Photos 2 and 3.
Three adjustable controls are provided on this carburettor.
@ The Needle-Valve: For adjusting the mixture strength
when the throttle is fully open.
@® The Mixture Control Screw: For adjusting the mixture
strength at part-throttle and idling speeds, to obtain
steady idling and smooth acceleration to medium speeds.
è The Throttle Stop Screw: For establishing the minimum
idling speed.
Mixture control screw
Needle valve
Rotor guide screw
f- Photo 2
E
1. Set the throttle lever 1/4 open from the fully closed
position (see Fig. 3) and start the engine in the usual
way. It is preferable to have the throttle only slightly
open, to avoid unnecessarily high revolutions when the
engine starts.
2. Now open the throttle fully and gradually close the
needie-valve until the engine is running at its optimum
rp.m. in the air. The needle-valve setting at this time
will be 1/8 to 1/4 open from the maximum r.p.m.
setting.
Note: Make sure that the engine is fully “‘run-in’’ before operating it
continuously at full power. (See RUNNING IN section.)
3. Having set the needle-valve as described above, close the
throttle and run the engine at idling speed for approxi-
mately 5 seconds, then steadily move the throttle to the
fully open position by means of the throttle servo.
(a) lf, at this point, the engine hesitates before picking
up speed, with a low-pitched exhaust note and an
excess of exhaust smoke, it is probable that the idling
mixture is too rich. In this case, it will be necessary
to turn the mixture control screw clockwise about 45
degrees.
(b) If, on the other hand, the engine hesitates or even
appears to cease firing for an instant, before in-
creasing speed, it is probable that the idling mixture is
too lean. In this case, it will be necessary to turn the
mixture control screw counter-clockwise about 90
degrees, then turn it clockwise 45 degrees.
Turn the mixture control screw 30 to 45 degrees at a time
in the early stages. When the response improves, turn the
mixture control screw 10 to 15 degrees at a time. Carry
out adjustments progressively and patiently, remembering
the symptoms of rich and lean running, quoted above, until
the engine responds quickly and positively to the throttle.
4. The throttle stop screw is for fixing the minimum idling
speed. If, after carrying out mixture adjustments, the
idling speed is found to be too high, the throttle stop
screw should be turned counter-clockwise until the
desired idling speed is obtained.
Note: Once the correct carburettor settings have been established, it
should be unnecessary to alter them. Such slight needle-valve
readjustments as may be required to compensate for varia-
tions in atmospheric conditions, will not normally affect the
other two controls. Slight readjustments may be necessary
for optimum performance if different types of fuel, glow-
plugs or propellers are used. In this case, begin by flying the
model with the needle-valve approximately 1/8 to 1/4 turn
open from the peak r.p.m. as a safety measure, then readjust
as necessary.
REALIGNMENT OF MIXTURE CONTROL VALVE
In the course of making carburettor adjustments, it is just
possible that the Mixture Control Valve may be inadver-
tently screwed in or out too far and thereby moved beyond
its effective adjustment range.
lts basic setting can be reestablished as follows:
The basic (factory) setting is as shown in the main sketch,
i.e. with the shoulder portion ‘A’ exactly at a tangent to the
throttle rotor hole.
To return the Mixture Control
Valve to its original position,
first screw in the Mixture
Control Valve, while looking
into the rotor hole. Then
gradually unscrew the Mix-
ture Control Valve until ‘A’ is
precisely tangential to the
rotor hole (i.e. so that ‘A’ and
‘B' are superimposed) as in
Throttle
‘A
rotor hole an)
the main sketch. B Fig. 4
CARBURETTOR CLEANLINESS
The correct functioning of
the carburettor depends on
its small fuel orifices remain-
ing clear. The minute particles
of foreign matter that are pre-
sent in any fuel can easily
partially obstruct these
orifices and upset mixture
strength so that engine per-
formance becomes erratic and
unreliable. =
It is recommended that fuel is passed through a filter when
the tank is filled and that a good in-line filter is installed
between the fuel tank and carburettor and, furthermore,
that this filter is frequently cleaned to remove dirt and lint
that accumulate on the filter screen. Finally, occasionally
remove the needle-valve holder from the carburettor, using
the wrench supplied, and extract any remaining foreign
matter that may have lodged in the location shown in
Photo 3.
Throttle
stop screw
Dirt and fibrous
matter mostly
accumulate here.
Photo 3
VALVE CLEARANCE ADJUSTMENT
Valve clearances are correctly set before any O.S. four-
stroke engine leaves the factory and, in normal use, will
seldom require adjustment. However, if, after a considera-
ble amount of running time has accumulated, a loss of
power is detected, or if the engine has to be disassembled or
repaired as a result of a crash, valve clearances should be
checked and readjusted as necessary. For checking and
adjusting the valve clearances, a valve adjusting kit, contain-
ing two feeler gauges and two wrenches, is available as an
optional accessory.
Note: Valve clearances on this engine. must be checked and reset
only WHEN THE ENGINE IS COLD.
1. Remove the rocker cover by unscrewing two Allen
screws from the rocker box on top of the cylinder head.
2. Turn propeller until compression is felt, then turn it one
quarter turn and stop. Both valves should now be closed.
3. The required valve clearance is between 0.04 mm and
0.10 mm (.0015 to .004 in.) measured between the valve
stem and rocker-arm. Use the 0.04 mm (thinner one)
and 0.10 mm (thicker one) feeler gauges to check
clearance. The 0.04 mm feeler should pass through the
gap: the 0.10 mm gauge should not.
4. If the gap is found to be less than 0.04 mm or more than
0.10 mm, carefully slacken the locknut on the rocker-
arm with the 5 mm wrench supplied, turn adjusting
screw with 1.5 mm Allen key to open or close gap, then
retighten locknut.
Finally, re-check gap and readjust if necessary.
IMPORTANT: Incorrect valve clearances may cause difficult
starting (due to valve not closing properly) or loss
of power (due to valve not opening sufficiently).

NEEDLE VALVE EXTENSION
The needle-valve supplied with this engine is designed to in-
corporate an extension so that, when the engine is enclosed
within the fuselage, the needle-valve may be adjusted from
the outside. An L-shaped rod, of 1.6 — 1.8 mm dia. and
appropriate length, should be inserted into the needle’s
centre hole and secured by tightening the set-screw in the
needle-valve knob with the small Allen key provided.
CARE AND MAINTENANCE
To ensure-that you obtain long life and peak performance
from your engine, observe the following.
1. Avoid running the engine under dusty conditions. It
necessary, lay a sheet of plywood or hardboard in front
and under the nose of the model when starting the
engine.
2. Foreign matter in the fuel can cause the carburettor jet
to be partially clogged. Therefore:
rinse out the fuel tank with methanol or fuel before
installing it
fit a fuel filter in the fuel delivery tube between tank
and carburettor
e fit a fuel filter to the outlet of your squeeze bottle, or
to the pump inlet if you use a manual or electric pump
e do not leave your fuel container open needlessly
e check filters periodically and clean them when necessary.
3. Do not leave raw fuel in the engine at the conclusion of
a flying session: it may cause corrosion. The best practice
is to disconnect the delivery tube from the carburettor
while the engine is running.
Remaining fuel in the tank should also be drained off.
IMPORTANT: After the engine has run dry, liberally inject
corrosion-inhibiting oil or light machine oil into
the crankcase, via the breather hole, until excess oil
runs from .behind the drive hub when the engine
is pointed downwards. Rotate the crankshaft to
distribute the oil to the bearings, etc. Failure to
carry out this procedure may cause interna! rusting,
resulting in engine malfunction and voiding the
warranty.
4. Clean the exterior of the engine with a clean cotton
cloth. If this is not done, oil and dirt will burn onto the
outside of the engine each time it is run and the engine
will soon become blackened.
5. If the engine is not to be used for a while (more than
two months) remove the glowplug and rinse out the
interior with kerosene (not gasoline), by rotating the
crankshaft. Shake out residue, then inject corrosion-
inhibiting oil or light machine-oil through the exhaust
pipe and breather hole, again rotating the shaft to distri-
bute the protective oil to all working parts.
6. Avoid unnecessary dismantling of your engine.
PARTS LIST
Code No. | Description || Code No. | Description
45501020 Crankcase | 45530010 | Crankshaft Bearing (Rear)
45501110 Cam Cover | 45231100 | Camshaft Bearing
45502011 Crankshaft | 45560030 | Intake Valve Assembly
45503100 Cylinder Liner | 45560040 | Exhaust Valve Assembly
45503210 Piston | 45561010 Rocker Arm Assembly
45503400 Piston Ring ee Rocker Support Assembly
45504020 Cylinder Head (w/Valve Ass'y) | 45562010 | Camshaft
45505010 Connecting Rod | 45566101 Push Rod Cover Assembly
45506010 Piston Pin | 45569420 Intake Pipe |
29017004 Piston Pin Retainer | 45581000 Carburettor Complete
45507010 Cover Plate | 45484000 | Choke Valve Assembly
45508030 Drive Hub (w/Key) | 45525001 | Silencer Assembly
45508200 Woodruff Key | 71615009 | Glow Plug Type " F "
45514010 | Gasket Set || #72140400 | EX-502 Exhaust Header Pipe (120 IN)
29031009 | Crankshaft Bearing (Front) || *72140500 | EX-502 Exhaust Header Pipe (120 C)
* Optional parts
The specifications are subject to alteration for improvement without notice.
GS. ENGINES mreco.ro
6-15 3-chome Imagawa Higashisumiyoshi-ku
Osaka 546-0003, Japan TEL.[phone]
FAX.[phone]
©
Copyright
1989
by
O.S.
Engines
Mfg.
Co.,
Ltd.
All
rights
reserved.
Printed
in
Japan
60090510-19805