Wisconsin Motors V465D Operating instructions

WISCONSIN
MODELS V465D
V41NID, V461D
REPAIR
~WISCONSIN
MOTORS, LLC

FOREWORD
Goodoperationanda plannedmaintenanceprogramas outlined in this manualare vital in
obtainingmaximumengineperformanceandlongenginelife. Theinstructions onthe following
pageshavebeenwritten with this in mind,to givethe operatora better understandingof the
variousproblemswhichmayarise, andthe mannerin whichtheseproblemscanbestbesolved
or avoided.
Theoperatoris cautionedagainstthe useof anyparts, other thangenuineWisconsinparts,
for replacementor repair. Theseparts havebeenengineeredandtestedfor their particular
job, andthe useof anyotherparts mayresult in unsatisfactoryperformanceandshort engine
life. Wisconsindistributors anddealers,becauseof their closefactoryrelations, canrender
thebestandmostefficient service.
THELIFE OF YOURENGINEDEPENDSONTHECAREIT RECEIVES.
The MODEL,SPECIFICATIONand SERIALNUMBERof your engine must be given when
ordering parts. TheMODELandSPECIFICATIONnumberare onthe nameplate. TheSERIAL
NUMBERis stampedeither onthe crankcaseor the engine’sidentification tag.
Copythe MODEL,SPECIFICATIONand SERIALNUMBERin the spaces provided below so
that it will beavailablewhenorderingparts.
MODEL SPECIFICATION
SERIAL NUMBER
Toinsurepromptandaccurateservice, the following informationmustalso begiven:
1. State EXACTLYthe quantity of eachpart andpart number.
2. Statedefinitely whetherpartsareto beshippedbyexpress,freight or parcelpost.
3. Statethe exactmailingaddress.

IMPORTANT
READTHESEINSTRUCTIONSCAREFULLY
All pointsof operationandmaintenancehavebeencoveredascarefullyaspossible,but if further
informationis required,sendinquiriesto thefactoryfor promptattention.
Whenwriting to the factory, ALWAYSGIVETHEMODEL,SPECIFICATIONANDSERIAL
NUMBERof the enginereferred to.
Starting andOperatinqNewEngines
Carefulbreaking-inof a newenginewill greatlyincreaseits life andresultin troublefreeoperation.
Afactorytest is notsufficient to establishthepolishedbearingsurfaces,whicharesonecessary
to the properperformanceandlonglife of anengine.Thesecanonly beobtainedbyrunninga
newenginecarefully andunderreducedloadsfor a short time.
¯ Besuretheengineis filled to theproperlevelwitha goodqualityengineoil.
¯ Forproperproceduresto follow whenbreaking-ina newengine,see’TestingRebuiltEngine’.
Thevariousbearingsurfacesin a newenginehavenot beenglazed,astheywill bewithcontinued
operation,andit is in this periodof "runningin" that specialcaremustbeexercised,otherwise
the highly desiredglazewill neverbe obtained.Anewbearingsurfacethat hasoncebeen
damagedby carelessnesswill beruinedforever.

IMPORTANT SAFETY NOTICE
Properrepair is importantto thesafeandreliable operationof anengine.ThisRepairManual
outlines basicrecommendedprocedures,someof whichrequirespecial tools, devicesor work
methods.
Improperrepair procedurescanbedangerousandcouldresult in injury or death.
READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND
WARNINGS BEFORE PERFORMING REPAIRS ON THIS ENGINE
Warninglabels havealsobeenput onthe enginesto provideinstructionsandidentify specific
hazardswhich,if not heeded,couldcausebodily injury or deathto youor otherpersons.These
labels identify hazardswhichmaynot beapparentto a trained mechanic.Thereare many
potential hazardsfor anuntrainedmechanicandthereis nowayto label the engineagainstall
suchhazards.Thesewarningsin the RepairManualandonthe engineare indentified bythis
symbol:
z WARNING
Operationsthat mayresult only in enginedamageareidentified in the RepairManualbythis
symbol: ,&CAUTION
WisconsinMotors,LLCcannotanticipate everypossible circumstancethat mightinvolve a
potential hazard;therefore,the warningsin this manualarenot all inclusive. If a procedure,
tool, deviceor workmethodnot specifically recommendedbyWisconsinMotors,LLC,is used,
youmustsatisfy yourselfthat it is safefor youandothers.Youshouldalso ensurethat the
enginewill not bedamagedor madeunsafeby the proceduresyouchoose.
IMPORTANT:Theinformation,specificationsandillustrations in this manualare based
oninformationthat wasavailable at the timeit waspublished.Thespecifications,
torques, pressuresof operation,measurements,adjustments,illustrations andother
items can changeat anytime. Thesechangescan affect the service given to the
product.Getthe completeandmostcurrent informationbeforestarting anyjob. For
parts, service, or information,contactWisconsinMotors,LLC,Memphis,Tennessee.

WARNING
Most sub-systemsused in conjunction with Wisconsin Motors, LLC, industrial engines
including(but not limited to) radiators, hoses,fans, fuel tanks,fuel lines or otherfuel system
components,batteries, electrical connectionsor other electrical components,clutches,
transmissions, hydraulic pumpsandgenerators, are not supplied by WisconsinMotors, LLC.
these items are providedby the manufacturerof the enditem in whichthe engineis used.
Someof the dangersassociated’with servicing such items are generally mentionedin this
manual;however,the appropriate handbooksandsafety instructions providedby the manufac-
turer of the enditem shouldalwaysbeconsultedprior to the undertakingof anyworkonsub-
systemsattachedto the engine, to avoid anyhazardsinherent to these sub-systems.
Readandobserveall individual safety warningsas youusethis manualto operate, service or
repair yourengine.
Alwaysexercise caution wheneve="workingwith an engineor any associatedsystem.
Injuries maybe causedby lack of care whenworkingwith, or near, movingparts, hot parts,
pressurizedsystems,electrical equipment,or fuel systems.
Alwaysweareye andhearing protection whenworking on or near engines.
Improperattire suchaslooseclothing, ties, rings, soft shoesor barefeet couldbehazardousand
should be avoidedwhenservicing engines.
Useor serviceof the engine(including the useof modifiedparts or materials)not in accordance
with manufacturer’sspecifications could damageyour engineor causepersonalinjury.
WARNING
Someequipmentandmaterials usedin the overhaul or maintenanceof an engine such as
machinetools, electrical equipment,compressedair, solvents, gasolineor other fuels maybe
dangerousandcan causeinjury. Alwaysobservesafety precautions.
iii

SAFETY PRECAUTIONS
¯Neverfill fuel tankwhileengneis runningor hot;
avoidthepossibility of spilled fuel causinga fire.
¯ Alwaysrefuel slowlyto avoidspillage.
¯Whenstarting engine, maintaina safe distance
frommovingparts of equipment.
¯ Donot start enginewith clutch engaged.
¯Donot spin handcrankwhenstarting. Keep
crankingcomponentscleanandfree fromconditions
whichmightcausethe crankjaw to bind andnot
releaseproperly.Oil periodicallyto preventrust.
¯Neverrun enginewith governordisconnected,or
operateat speedsin excessof 2400R.P.M.load.
Donot operateenginein a closedbuilding unless
the exhaustis pipedoutside. This exhaustcontains
carbon monoxide,a poisonous, odorless and
invisible gas,whichif breathedcausesserious
illness andpossibledeath.
Nevermakeadjustmentson machinerywhile it is
connectedto the engine,withoutfirst removingthe
ignition cablefromthe sparkplug. Turningthe
machineryover by handduring adjusting or
cleaningmightstart the engineandmachinerywith
it, causingseriousinjury to theoperator.
Precautionis the best insuranceagainst
accidents.
Keep this book handy at all times,
familiarize yourself with the operating instructions.
Model V465D
3-3/4" Bore m4" Stroke
177 cu. in. Displacement
ModelsV461D, V460D
3-1/2" Bore- 4" Stroke
154 cu. in. Displacement
2

CONTENTS
AirCleaner,Pre-Cleaner....................................................... 11,12
Alternator-- BeltDriven.......................................................... 34
Bearing-- CenterMain............................................................. 11
BreatherCap.............................................................................. 10
CarburetorAdjustment.............................................................. 12
CarburetorService
ZenithModel87A8........................................................ 35-37
ClutchAdjustment..................................................................... 18
ClutchPowerTake-off............................................................... 18
ClutchReductionUnit................................................................ 19
Compression-- Restoring.......................................................... 16
Cooling......................................................................................... 8
Dieseling,Anti-DieselValve..................................................... 10
DisassemblyandReassembly.................................................... 23
Accessories.......................................................................... 23
Camshaft.............................................................................. 30
CamshaftGear..................................................................... 30
CarburetorandManifold..................................................... 25
CenterMainBearing,Roller Type(OlderModels).............. 32
CenterMainBearing,ShellType......................................... 30
ConnectingRodandPiston.................................................. 28
CrankshaftandMainBearingPlate..................................... 31
CylinderBarrel.................................................................... 27
CylinderHead...................................................................... 27
CylinderShrouding.............................................................. 25
DistributorandAccessoryDrive.......................................... 24
EngineSupportsandOilPan............................................... 26
Flywheel.............................................................................. 23
FlywheelShroud.................................................................. 24
FuelPump............................................................................ 25
GearCover.......................................................................... 25
GearTrain............................................................................ 26
Generator............................................................................. 24
Governor............................................................................... 25
OilPressureReducingValve............................................... 32
OilPressureReliefValve...................................................... 31
OilPump.............................................................................. 26
IdlerGearandShaft.............................................................. 31
Piston................................................................................... 28
PistonRingandRodClearanceChart.................................. 29
PistonRings......................................................................... 28
ValveGuidesandSeatInserts............................................. 30
Valves.................................................................................. 29
RockerArmAssembly........................................................ 30
DistributorMaintenance............................................................ 14
ElectricWiringCircuits............................................................. 15
Electrical WiringDiagrams
DistributorIgnitionwithAlternator..................................... 34
DistributorIgnition withGenerator(OlderModels)............ 14
MagnetoIgnition................................................................. 15
FiringOrder............................................................................... 12
Fuel.............................................................................................. 9
FuelMixture.............................................................................. 20
FuelPumpandPriming............................................................... 9
GasolineStrainer....................................................................... 12
GeneralInformationandDesign.................................................. 8
Generator(OlderModels).......................................................... 15
GovernorAdjustmentandOperation......................................... 17
Horsepower................................................................................. 8
IgnitionSpark............................................................................ 16
IgnitionSystem.......................................................................... 12
Illustrations, Engine
Take-offView....................................................................... 5
FanEndView........................................................................ 5
SectionalViews.................................................................. 6,7
LubricationSystem.............................................................. 11
KeepEngineClean...................................................................... 3
Lubrication.................................................................................. 8
LubricationSystem................................................................. 8,11
MagnetoService
Fairbanks-MorseTypeFM-X4B7D..................................... 38
OilFilter.................................................................................... 10
Oil-- GradeofandServiceClassification.................................. 9
OilPressureandAdjustment...................................................... 10
Rotation....................................................................................... 8
RockerArmCovers................................................................... 17
SafetyNotice.......................................................................... ii-iii
SafetyPrecautions....................................................................... 2
SafetySwitch-- HighTemperature.......................................... 19
SolidStateIgnitionDistributors...................................... 12, 3940
SparkPlugs................................................................................ 16
StartingMotor-- Electric........................................................... 9
StartingandOperatingInstructions.............................................. 8
StartingandOperatingNewEngines............................................ i
StartingProcedure....................................................................... 9
StoppingEngine-- VaporLock................................................ 10
StorageofEngineforWinter..................................................... 21
TestingRebuiltEngine.............................................................. 23
Timing....................................................................................... 12
DistributorTiming............................................................... 13
MagnetoTiming.................................................................. 15
NeonLampTiming............................................................. 14
TimingInstructions.................................................................... 13
TimingMarks............................................................................ 13
Troubles-- CausesandRemedies............................................. 20
BackfiringThroughCarburetor............................................ 21
Compression........................................................................ 20
EngineStops........................................................................ 21
HighOilPressure................................................................. 21
Ignition................................................................................ 20
Knocking............................................................................. 21
LoworNoOilPressure....................................................... 21
Missing................................................................................ 20
Overheating......................................................................... 21
StartingDifficulties-- FuelMixture................................... 20
SurgingorGalloping........................................................... 21
Valves-- Grinding............................................................... 29,30
ValveTappetAdjustment.......................................................... 16
Warm-UpPeriod-- Overspeeding............................................ 10

KEEP EN( INE CLEAN
PREVENT OVERHEATING
This engine is cooled by a flow of air from a combi-
nation fan-flywheel, encased in a sheet metal shroud-
ing. The air is divided and directed by ducts and
baffle plates to insure uniform cooling of both banks
of cylinders. If dirt andchaff are allowed to accumu-
late in the cylinder shrouding or in the V between
cylinder banks, the flow of cooling air will be re-
stricted, creating an overheating condition, which
could result in costly repairs.
The rotating screen, illustrated in Fig. B, is recom-
mended for engines operating in dusty and dirty con-
ditions. The screen deflects foreign materials away
from the air intake opening and helps maintain maxi-
mumcooling efficiency. Keep rotating screen clean.
Even a small section of screen clogged up with dirt
will restrict the intake of cooling air enough to bring
about an overheating condition.
With reference to Figures A and B; follow these few
cleaning and maintenance instructions to insure trou- ’
ble free and satisfactory engine performance.
1. Cylinder head covers can be removed by releasing
snap clips and unscrewing wing nut. Clean out all
dirt and chaff from interior of shroud and from be-
tween fins of cylinders and heads.
2. Removedirt an,~ chaff from cylinder heat deflectors
at manifold ports.
3. Keep space between cylinder banks clean.
4. Replace this oil filter cartridge every other oil
change. If operating conditions are extremely dusty
replace cartridge every oil change. See Oil Filter
instructions, Page 10.
5. Rotating screen must be kept clean. Accumulated
dirt caked on screen will restrict cooling.
6. Read instructions on air cleaner regarding its care.
The entire air cleaner should be removed from the
engine at least once a year, and washed in a sol-
vent to clean out dirt gathered in the back fire
trap and filter element.
7. The collector type pre-cleaner must be emptied of
accumulated dirt frequently, depending on dust
conditions. Do not use oil or water in pre-cleaner,
this must be kept dry.
8. Do not allow shrouding to become damaged or bad-
ly dented as this will retard air flow.
Never operate engine with air shrouding removed.
Every 4 to 8 hours, depending on dust conditions,
check air cleaner and change oil. See Page 12.
Every 8 hourscheck crankcase oil level. Keep filled
to full mark on oil gauge saber, but no more. Every
50 hours drain crankcase and refill with fresh oil.
See Lubrication, Pages 8 and 9.
4
Fig. A
6
Fig. B

ROCKER ARM COVERS
OIL FILLER AND
BREATHER CAP
CYLINDER NU
VOLT AGE
IGNIT ION
GENE
PREoCLEANE
OIL BATH
AIR CLEANER
~
STARTING SO
STARTING MOTOR~
OIL FILTER
OIL DRAIN PLUG
MUFFLER
DISTRIBUTOR
ANTI-DIESE LING
SOLENOID
BUTTON
VARIABLE SPEED
~IOR CONTROL
PRESSURE GAUGE
- STARTER
SWITCH
fWHEEL SHROUD
FUEL PUMP
HEAT SHIELD
GASOLINE
STRAINER
PUMP
L GAUGE
SABER
-OPTIONAL-
OIL GAUGE AND
FILLER LOCATION
Fig. 1

IGNITION COl.
GENERATOR
VOLTAGE REGULATOR
DISTRIBUTOR
;CESSORYDRIVE ASSEMBLY
CARBURETOR~
GOVERNOR ASSEMB~
ANTI-DIESELING~
SOLENOID
FLYWHEEL
AIR SHROUD
CAMSHAFT
THRUSTPLUNGI
OIL
MAINBEAI:
IDLER
GOVERNOR:
ADJUSTING SCREW
~LEVER ~
/SPRING
LOCKNUT~
It.~,~_~
UEL PUMP
--CAMSHAFT
~-MAIN BEARING
HAND CRANK
FAN-FLYWHEEL DIL PUMP
SECTIONALVIEWSOF ENGINE
6

~OIL PRESSURE REDUCING VALVE
rOlL BATH AIR CLEANER
/PRE- CLEANER\
EXHAUST
/ ROTATOR
,~TTAPPET
ADJUSTING
SCREW
HI- TEMP
SAFETY
EXHAUST MUFFLER
/ GASOLINESTRAINER
// ~-OIL FILLER AND
BREATHER CAP
SPARK PLUG-
\\
/
/
L DIP
STICK
STARTING SOLENOID
STARTING MOTOR
OIL PRESSURE j
RELIEF VALVE~ ~
OIL FILTER OIL DRAIN PLUG
SHAFT
LOCK-SCREWS
~CENTER
MAIN BEARING
MODELS V-460D, V-461D AND V-465D

GENERALINFORMATIONAND DESIGN
Wisconsin engines are of the four cycle type, in which
eachof the four operations of intake, compression,ex-
pansion and exhaust requires a complete stroke. This
gives one powerstroke per cylinder for each two revolutions
of the crankshaft.
ROTATION
The rotation of the crankshaft is clockwise when
viewing the flywheel or cranking end of the engine.
This gives counter-clockwise rotation when viewing
the power take-off end of the engine. The flywheel
end of the engine is designated the front end, and the
power take-off end, the rear end of the engine.
COOLING
Cooling is accomplished by a flow of air, circulated
over the cylinders and heads of the engine, by a
combination fan-flywheel encased in a sheet metal
shroud. The air is divided and directed by ducts and
baffle plates to insure uniform cooling of all parts.
Never operate an engine with any part of the
shrouding removed, -- this will retard the air
cooling.
Keep cylinder and head fins free from dirt and chaff.
Impropercirculation of coolingair will cause engine
to overheat.
CARBURETOR
The proper combustible mixture of gasoline and air,
is furnished by a balanced carburetor, giving correct
fuel to air ratios for all speeds and loads.
IGNITION
The spark for ignition of the fuel mixture is directed from
the coil to the spark plugs, at the proper time, by a distribu-
tor. Electric starter and alternator are furnished with
distributor ignition.
Magnetoignition can be furnished in place of distri-
butor, when specified. The high tension magneto used,
is fitted with an impulse coupling that provides a
powerful spark for easy starting.
LUBRICATIONSYSTEM
A gear type pump provides pressurized lubrication to
the connecting rod bearings, camshaft bearings, tap-
pets, valve train and to an oil spray nozzle in the gear
cover. The spray nozzle lubricates the governor and
gear train. The oil expelled from these areas form a
mist which lubricates the cylinder walls and the anti-
friction crankshaft bearings.
All of the circulated oil passes thru a full.flow oil
filter. Crankcaseimpurities are collected in the filter
element, thereby minimizing friction and reducing
wear to critical moving parts of the engine.
GOVERNOR
A governor of the centrifugal flyball type controls
the engine speed by varying the throttle opening to
suit the load imposed upon the engine. All engines
are equipped with either fixed speed governors, a
variable speed regulator to control the governed
speedof the engine, or an idle control.
HORSEPOWER CHART
R.P.M.
1600
1800
2000
2200
2400
2600
2800
3000
V-460D V-465D
V-461D
40.9 41.6
45.6 47.5
50.2 52.4
53.8 56.7
56.8 60.0
58.4 63.0
60.2 64.5
60.5 65.9
HORSEPOWER
The horsepower given in the above chart is for an
atmospheric temperature of 60° Fahrenheit, at sea
level, and at a Barometric pressure of 29.92 inches
of mercury.
For each inch lower Barometer reading, deduct 3~/2%
from above horsepower.
For each 10° higher temperature, there will be a re-
duction in horsepower of 1%.
For each 1000 ft. altitude above sea level, there will
be a reduction in horsepower of
The friction in new engines cannot be reduced to the
ultimate minimum during the regular block test, but
engines will develop at least 85 per cent of maximum
power when shipped from the factory. The power will
increase as friction is reduced during a few days of
operation. The engine will develop approximately 95%
of power shown on chart when friction is reduced to
a minimum.
For continuous operation, limit to 80%of horsepower
shown, as a safety factor.
INSTRUCTIONSFOR
STARTING AND OPERATING
LUBRICATION
Before starting a newengine, fill crankcase with the
correct grade of lubricating oil, as specified in "Grade
of Oil" chart. Fill through the breather tube opening
with 6 quarts of oil, and check level by meansof the
oil gauge saber. Whenreplacing oil filter, an addi-
tional | quart of oil is required.
For run-in of new engines, use same oil as recom-
mendedin Grade of Oil Chart.
The standard oil gauge saber is located on the left
hand side, below the oil filler-breather tube. See
Fig. 1. Whenspecified, a saber can be furnished on
the opposite side, behind the starting motor.

High grade oil of the body suited to the requirements
of your engine is the most important single item in
the economical operation of the unit, yet it is the
cheapest item of operating cost. Select your oil solely
on quality and suitability - never o~ price - for
no one thing is so sure to bring about unsaUsfactory
performance and unnecessary expense as incorrect
lubrication. High-grade highly refined oils, corres-
ponding in body to the S. A. E. Viscosity Numbers
listed in Grade of Oil Chart will prove economical
and assure long engine life.
SERVICE CLASSIFICATION OF OIL
In addition to the S.A.E. Viscosity grades, oils are also
classified according to severity of engine service. Use oils
classified by the Americal Petroleum Institute as Service
SE, SFor SG. These types ofoil are for engines performing
under unfavorable or severe operating conditions such as:
high speeds, constant starting and stopping, operating in
extreme high or low temperatures and excessive idling.
GRADE OF OIL
SEASONORTEMPERATURE GRADEOFOIL
Spring, Summeror Fall SAE30
+ 120°F to + 40°F
Winter
+ 40°F to + 15°F SAE20-20W
"I" 15°Fto 0°F SAE10W
BelowZero SAE5W-20
UseOils classified as Service SE, SF, SGor CC
Crankcase Capacity 6 Qts.
Additional for Oil Filter I Qt.
For run-in of new engines, use same oil as recom-
mendedin Grade of Oil Chart.
Follow summer recommendations in winter if engine
is housed in warm building.
Checkoil level every 8 hours of operation.
The old oil should be drained and fresh oil added
after every 50 hours of operation.
To drain oil, remove drain plug in oil pan at oil filter
side. Oil should be drained while engine is hot, as it
will then flow more freely.
FUEL
The fuel tank should be filled with a good quality
gasoline, free from dirt and water. Some: of the poorer
grades of gasoline contain gum which will deposit on
valve stems, piston rings, and in the various small
passages in the carburetor, causing serious trouble
in operating, and in fact might prevent the engine
from operating at all.
Use only reputable, well known brands of
REGULARGRADEgasoline.
The gasoline should have an octane rating of at least
90. Lowoctane gasoline will cause the engine to de-
tonate, or knock, and if operation is continued under
this condiUon, cylinders will score, va~.ves will bum,
Fig.2
pistons and bearings will be damaged, etc.
Be sure that air vent in tank cap is not plugged- this
would impede the flow of fuel to the carburetor.
FUEL PUMPand PRIMING (Fig. 2)
The diaghragm type fuel pump is actuated by an ec-
centric on the camshaft, as illustrated in cross sec-
tional view of engine, page 6.
HandPrimer for hand crank engine is furnished as an
option, and is a necessary function when starting a
new engine for the first time, or when engine has been
out of operation for a period of time. Gravity feed and
electric start engines do not require hand priming.
Whenpriming, a distinct resistance of the fuel pump
diaghragm should be felt when moving the hand lever
up and down. If this does not occur, the engine should
be turned over one revolution so that the fuel pump
drive cam will be rotated from its upper position
which prevents movement of the pump rocker arm.
Assuming the gasoline strainer is empty, approximate-
ly 25 strokes of the primer lever are required to fill
the bowl. See Fig. 2. Aftef strainer bowl is full, an
additional 5 to 10 strokes are required to fill the
carburetor bowl. When carburetor is full the hand
primer lever will move more easily.
STARTING
ELECTRIC STARTING MOTOR
A 12 volt starting motor with an attached starting
solenoid is provided as standard equipment on this
model engine, unless otherwise specified.
Do not oil Bendix drive. Keep screw threads clean
and if necessary, lubricate with powdered graphite.
STARTING PROCEDURE
1. Check crankcase oil level and fuel supply. Open
fuel valve.
2. Disengage clutch, if furnished.
3. New engines require priming; refer to "Fuel Pump"
paragraph for instructions.
4. Set throttle about 1/2 open if variable speed gov-
ernor control is furnished; with a two-speed con-
trol, start in full load position.
5. Turn ignition-starting switch to ’start’ position
and at the same time pull out choke button only
sufficient to start the engine. Release choke but-
ton to open position after engine starts, but re-

cl~oke if ~t tends to stop. Evena hot engine re-
quires a momentarychoking whenstarting. When
engine starts release switch to ’run’ position.
If flooding should occur, continue cranking with the
starting motor, but with choke open (choke button in).
After engine starts; allow it to warmup a few minutes
before applying load, as prescribed in ’Warm-Up
Period’ paragraphs.
Newengines; started for the first time, should be
"run-in" gradually to insure trouble-free service and
long engine life. Refer to "Starting and Operation of
NewEngine" instructions, on the inside front cover
of this manual, for correct running-in procedure.
WARM-UP PERIOD
The engine should be allowed to warm up to operating
temperature before load is applied. This requires only
a few minutes of running at moderate speed. Racing
an engine or gunning it, to hurry the warm-up period,
is very destructive to the polished wearing surfaces
on pistons, rings, cylinders, bearings, etc., as the
proper oil film on these various surfaces cannot be
established until the oil has warmed up and become
sufficiently fluid. This is especially important on new
engines and in cool weather.
Racing an engine by disconnectingthe governor, or by
doing anything to interfere with the governed control
engine speed, is extremely dangerous. The governor
is provided as a means for controlling the engine
speed to suit the load applied, and also as a safety
measure to guard against excessive speeds, which
not only overstrain all working parts, but which might
cause wrecking of the engine and possible injury to
bystanders°
All partsof the engineare designedto safelywith-
standany speedswhichmightnormallybe required,
but it mustbe rememberedthatthe stressesset up in
rotatingpartsincreasewiththe squareof the speed.
Thatmeansthatif the speedis doubled,the stresses
willbe quadrupled,andif thespeedsare trebled,the
stresseswillbe ninetimesas great.
Strict adherenceto the preceding instructions cannot
he too strongly urged, and greatly increased engine
life will result as a rewordfor these easily applied
recommendations.
STOPPING ENGINE
To stop engine; turn ignition-starting switch to ’off
position.
If the engine has been running hard and is hot, do not
stop it abruptly from full load, but remove the load
and allow engine to run idle at 1000 to 1200 R.P.M.
for three to five minutes, depending on how hot the
engine has been. This will reduce the internal tem-
perature of the engine much faster, minimize valve
warping, and of course the external temperature, in-
cluding the manifold and carburetor will also reduce
faster, due to air circulation from the flywheel°
One of the main troubles caused by the abrupt shut-
ting off of a hot engine is vapor lock. This will result
in hard starting, which can be overcome by choking
the engine when cranking or waiting until the engine
has cooled off sufficiently to overcome the vapor lock.
ANTI-DIESEL VALVE
High compressionengineshave a tendencyto occa-
sionallydiesel,aftertheignitionhas beenshutoff.
To rectify this condition, an anti-dieseling solenoid
valve is provided to assure immediate stopping.
Whenthe ignition is turned off, the solenoid becomes
de-energized and releases a valve that shuts off the
fuel supply in the carburetor, thus stopping the en-
gine. CAUTION:Engine will not operate if ignition
wire from anti-diesel solenoid to starting switch is
disconnected.
If solenoid is removed from carburetor for some rea-
son, use a new fibre washer in reassembly, and
tighten to 80 inch pounds torque.
OIL FILTER
A full-flow oil filter is furnished on this model of en-
gine as standard equipment. Since all of the circulat-
ed oil passes thru the filter, it is very important that
it be serviced regularly in order to function properly.
Whenthe filter element becomes clogged, the oil by-
passes the filter material by means of a relief valve
located in the top of the oil filter. See Fig. 3. As a
result, there is no variation in oil pressure to indi-
cate that the oil filter is clogged and requires re-
placement. The oil filter should be replaced after
every other oil change. If operating conditions are
extremelydusty, replace filter after every oil change.
The oil filter is easily removed by unscrewing it from
its mounting pad on the side of the crankcase. Refer
to "Oil Filter" in disassembly instructions. Whenre-
assembling a new filter, add a film of oil to the face
of the rubber gasket at the base - turn filter to a
snug fit, then ½ turn more. Donot over-tighten.
Pour 1 additional quart of oil into crankcase when
replacing oil filter. Use only a Wisconsin oil filter,
specially designed for this model of engine. Refer to
parts list for correct service part number.
BREATHERCAP
The crankcase is ventilated thru a breather cap
mountedto the top of the oil filler tube, as illustrated
in Fig. 3. At every oil change, it is recommended
that the cap be cleaned by washing in kerosene.
OIL PRESSUREANDADJUSTMENT
HIGH PRESSURE SYSTEM
Oil supplied to the center main and connecting rod
bearings, at 40 to 4S P.S.I. gauge pressure (was SO
P.S.I.), is controlled by a pressure relief valve, pro-
perly adjusted at the factory. Readjustment, when
necessary, must be made while engine is running.
Refer to Fig. 3 and the following instructions:
The oil pressure relief valve is located beneath the
starting motor and next to the oil filter. The stub end
of the valve is closed off by an expansion plug. Re.
move plug from the end of the valve, then, with a

OIL PRESSUREGAUGE
OIL SPRAYNOZZLE,
LubricatesGovernor
andGearTrain
PRESSU
REDUCINGVALVE
ForLowPressure
Oil Header
OILS
EXHAUSTROCKERARM
LOW PRESSUREOIL HEADER
ROCKERARM
DRAINLINE
FILLERAND BREATHER CAP
GAUGESABER(Dip Stick)
INCH PIPE PLUG
ForCheckingLowOil
PressureLine(3 to4 p.s.i.)
DRAIN HOLES
For PushRodTubes
HIGHPRESSUR
OIL HEADER
ADJUSTING
OIL PRESSURERELIEF
LOCKSCREW
EXPANSIONPLUG(3/4 dio.
OILPL
STRAINERSCREEN /
OIL DRAINPLUG
CENTERMAINBEARING
LINDERWALLSANDMAIN
BEARINGSARELUBRICATED
BY OIL MIST ANDSPRAY
THROWNOFF THECONNECT-
ING RODSANDCRANKSHAFT.
OIL FILTER
HIGHOIL PRESSURE
LOWOIL PRESSURE
STILLOILor OIL FILM
Fig. 3, LUBRICATIONSYSTEM
3/16 Allen wrench, remove the outer lock screw. With
the same wrench, adjust spring tension by means of
the adjusting screw; turn clockwise to increase gauge
pressure, counter-clockwise to reduce pressure.
NO’rE: With engine running at 1800 Ft.p.~I. and engine
oil hot, adjust oil pressure 40 to 45 P.S.I. Idle engine
at 1000 R.P.M., and if oil pressure falls below 15
P.S.I., check for irregularities in the oil pump, bear-
ings and oil connections.
After adjustment is made, mount outer lock screw
firmly in place. Use a new 3/4 inch expansion plug to
seal off any oil which mayby-pass the screw threads.
LOW PRESSURE SYSTEM
The upper, or low pressureoil header, supplies oil to
the camshaft bearings, tappets, valve train and gover-
nor-gear train nozzle at 3 to 4 P.S.I., tt~.ru a pressure
reducing valve from the main or high pressure oil
header. This pressure is not registered[ on a gauge,
but can be checked by connecting a low pressure
gauge to the 1/8" pipe tap located at the take-off end
of the engine above the camshaft plug. Operate the
engine at 1800 R.P.M. when making this check.
The pressure reducing valve, mounted on the crank-
case in front of No. 2 cylinder beneath the air duct of
No. 2-4 bank, is pre-set by the manufac.turer (not ad-
iustable). If valve becomes faulty it should be re-
placed with a completely new unit.
CENTER MAIN BEARING (V.465D)
Beginning with serial No. 4904657, a shell type cen-
ter main bearing replaces the roller bearing, and lub-
rication to the connecting rod bearings is modified as
follows: Oil pressure to the rods is channeled thru
the crankshaft by means of an oil line connection to
the center mainbearing instead of thru a collet on the
crankshaft gear. See Fig..3.
AIR CLEANER
The oil bath air cleaner, illustrated in Fig. ~/, must
be serviced frequently, depending on the dust condi-
tions in which the engine is operated.
Service daily or twice a day if engine is operating in
very dusty conditions. Once each week; in compara-
tively clean conditions.
Remove oil cup from bottom of air cleaner and clean
thoroughly. Add the same grade of oil as used in the
crankcase, to the level line indicated on the oil cup.
Detailed instructions are printed on the air cleaner.
Operatingthe engine under dusty conditions with-
out oil in the air cleaner or with dirty oil, may
wearout cylinders, pistons, rings andbearingsin
a few daystime, andresult in costly repairs.
Oncea year, oftener if conditions are severe, remove
air cleaner from engine and soak in solvent to clean
out accumulated dirt from element. Caution: Do not
clean with gasoline, naptha or benzine.
11

COLLECTOR TYPE
PRE-CLEANER----~
iE CONNECTIONS
OIL BATH
AIR CLEANER
OIL LEVEL
Fig. 4
PRE-CLEANER
The collectortypepre-cleaner,mountedto the topof
the air cleaneras i11ustratedin Fig.4, removesthe
largerdirtand dustparticlesbeforethe air reaches
themainair cleaner.
Cleanbowlregularlyof accumulateddustand dirt.
Do not use oil or water in pre-cleaner, this mustbe
kept dry.
Daily attention to the air cleaner and pre-cleaner is
one of the most important considerations in prolong-
ing engine life.
GASOLINE STRAINER
The gasolinestraineris very necessaryto prevent
sediment,dirtand waterfromenteringthe carburetor
and causingtroubleor evencompletestoppageof the
engine.Thisstrainerhas a glassbowland shouldbe
inspectedfrequently,andcleanedif dirtor waterare
present.
To removesedimentbowl,loosennut belowbowl and
swingwirebail to one side,see Fig. 5. Therewill
be lessdangerof breakingthe gasketif the bowlis
givena twistas it is beingremoved.Cleanbowland
screenthoroughly.Replacegasketif it has become
damagedor hardened.Repairkitsare availablefor
servicereplacement,referto partslist in rearof
manual.
CARBURETORADJUSTMENT
The main metering jet in the carburetor is of the fix-
ed type, that is, it requires no adjustment. The idle
needle should be adjusted for best low speed opera-
tion, while carburetor throttle is closed by hand. For
illustrations and more information, see Carburetor
Fig. 5
Manufacturer’s Instruction Bulletin in the back of
this manual.
IGNITIONSYSTEM
A battery ignition system is standard equipment on
this model of engine. The distributor is of the auto-
matic advance type and it is driven off an engine
speed shaft through a pair of two to one ratio gears,
thus driving the distributor rotor at one half engine
speed in a counter-clockwise direction when viewed
from above.
The running spark advance of the engine is 23° and
the distributor is fully advanced at 2000 R.P.M.
Engine must be running at 2000 R.P.M. or over, when
checking or adjusting spark advance.
SOLID STATE IGNITION DISTRIBUTORS
ManyWisconsin engines are nowbeing equipped with a solid
state ignition distributor. Detailed troubleshooting, repair and
parts information can be found in the rear section of this
manual.
TIMING
FIRING ORDER
The firing order of the cylinders is 1-3-4-2, and the
battery type distributor rotates at one-half engine
speed, as is the case with conventional ’in line’ en-
gines. The intervals between the firing of the cylin-
ders is 180°. No. 1 cylinder is the one nearest to the
flywheel in the left bank of cylinders, when viewed
from the flywheel end of the engine. No. 3 cylinder is
the other cylinder in this bank. No. 2 cylinder is the
one nearest to the flywheel in the right bank of cylin-
ders and No. 4 is the other cylinder in this bank. The
12

ROCKERARMASSEMBLY
Inlet RockerArmMovement\ FORNO. 1 CYLINDER
duringCrankingCyclejust\ JbothValves Closedwhen
beforeCompressionStroke.~
¯ ~/" "X
= MarkedFlywheelVane
~/~,~, is located a. shown
ROCKERARM , o~N
¯ [ CYUNOCR
~XH,USTVALVE~
R~n~in~Sp~,~A~von~,Ho~,~/ /~ ~ ~
{or Timing Lig,t ~ ~ "~
Fig.6
cylinders are numbered from i to 4 on the cylinder
head covers.
TIMING MARKS(Refer to Fig. 6)
Remove screen over flywheel air intake opening by
taking out the screws holding screen in place. This
will expose the timing marks on flywheel shroud, also
the vane on flywheel marked by an ’X’ and the letters
NOTE: On engines equipped with a rotating screen
attached to the flywheel, the leading edge of the ’X’
marked vane is identified by an ’l’ stamped on the
outer rim of the screen, thereby not requiring removal
of the rotating screen when timing the engine.
TIMING INSTRUCTIONS: The No. 1 piston must be
on top dead center of the compression stroke before
distributor can be mounted. With reference to Fig. 6,
this can be accomplished as follows:
1. Removerocker arm cover from No. 1 cylinder bank.
2. Turn engine over with hand crank until the inlet
valve opens and then closes.
3. Continue turning the engine over until the leading
edge of the ’X’ marked vane on the flywheel is in
line with the centerline mark of the No. 1 and
cylinder-banks.
4. DISTRIBUTOR TIMING: With the No. 1 piston now
on TDCof the compression stroke, refer to Fig. 7
for the revised Delco-Remy distributor or Fig.
for Prestolite, and mount distributor as foiiows:
a. Before mounting distributor to housing, take off
distributor cap, remove rotor and dust cover.
b. Hold distributor with face up and terminal wire
or terminal stud, away and in a 12 ,o’clock posi-
tion as shown. Mount rotor on shaft and turn uno
til the rotor contact points in an approximate 2
o’clock position as illustrated in Fig. 7, or
o’clock position as in Fig. 7.4.
c. Assemble distributor to housing, properly mesh-
ing the gears while retaining the terminal wire
TOR
ROTATE BODY CLOCKWISE
UNTILBREAKERPOINTSARE
JST BEGINNINGTOOPEN
ADJUSTINGSLOT
LOCKSCREW
Fig. 7o DELCO-REMYDISTRIBUTOR
ADVANCEARM
BREAKERPOINT
,DJUST,NG SCREW~
LOCKSCREW~~~
AR[ JUST 8[G~NNtNG TO OPEN
~,/~ppRROTOR CONTACT
OX. t O’CLOCKPOSITION
~ROTOR
~COUNT-EN-CLOCKWlSE
~’-CONDENSER
ADVANCEARM
~-CLAMPSCREW
Fig. 7A, PRESTOLITEDISTRIBUTOR
or stud in an approximate 12 o’clock position.
d. Mount distributor clump to drive housing, Fig. 7,
but do not tighten screw. If applicable, as per
Fig. 7.4, tighten advance arm mounting screw to
the drive housing.
e. Adjust breaker point gap to 0.020 inch maximum
opening, see ’Distributor Maintenance’.
f. With the clamp screw loose, turn distributor body
slightly in a counter-clockwise rotation so that
breaker points are firmly closed. Then turn dis°
tributorbody in a clockwise rotation until break-
er points are just beginning to open. At this
point a slight resistance can be felt as the
breaker point cam strikes the breaker arm.
g. Tighten clamp screw. The No. 1 cylinder is now
ready to fire in the retarded position.
The breaker point gap of 0.020 of an inch should be
checked and adjusted per paragraph (e), before dis-
tributor body is set and locked in place, as per para-
graphs (f) and (g), because any change in gap open-
ing wilI affect the ignition advance. Mount dust cover
and distributor cap.
13

Fig. 7B, DELCO-REMYDISTRIBUTORMOUNT|FIG
If care is exercised in the preceding instructions, the
spark timing should be accurate enough for satis-
factory starting, however, checking spark advance
with a neon lamp, as described in ’Neon Lamp Tim-
ing’ is necessary.
The No. | terminal tower for the Delco-Remydistribu-
tor is located in an approximate 2 o’clock position on
the distributor cap, as illustrated in Fig. 7B, and in
an approximate 1 o’clock location for the Prestolite
distributor. The terminal sequence is 1-3-4-2 in a
counter-clockwise direction. Mount ignition cables to
spark plugs of like numbers, with the center terminal
tower connected to the ignition coil. See ~/iring Dia-
gram, Fig. 9. The cylinder shroud covers are marked
for spark plug identification.
NEONLAMPTIMING (Fig. 8)
The engine shouldbe timed to the 23°advanced posi-
tion at not less than 2000 R.P.M. Check timing with
a neon lamp as shown in Fig. 8; insert a small screw
driver into the No. 1 terminal tower on the distributor
cap, making contact with the spark plug wire terminal.
Connect the red terminal clip, from a conventional
type timing lamp, to the metal portion of the screw
driver. One of the other two timing lamp wires is con-
nected to the battery, and the other to ground,
CENTERL~NEOF No. 1 and
CYLINDER
No. ] SPARK
RED
TERMINAL CLIP
RUNNING SPARK
ADVANCETIMING HOLE
Fig.8
~E~TER
C/ STARTINGSOLENOID BAT TER~
DISCHARGE Cl ARGE ~~
~
O~,~RUNfo.~
’~’’~
SPARKPLUGS
CARBURETOR
IGNITIONCOiL --
~~4
~ROTATION
VOLTAGEREGULATOR
~Hf-TEMPERATURE
’PRESTOLITE’
REGULATORI ~
..... Fig. 9
DISTRIBUTORIGNITION -- WIRING DIAGRAM
WITH GENERATOR
(DISTRIBUTORIGNmON-- WIRINGDIAGRAMWITHALTERNATOR
SeePage34)
Chalkor paint the end of the ’X’markedvane on the flywheel,
white. Thenwith the engine operating at 2000R.P.M. or over,
allow the flash fromthe neon lampto illuminate the whitened
vane. At the time of the flash, the leading edge of the vane
should line up with the running spark advancetiming hole
on theflywheelshroud,seeFig. 8. If it does not, the distributor
clampscrew should be loosened and the distributor body
turned slightly clockwise or counter-clockwise, as required,
until the white flywheel vanematches up with the advance
timing hole. Besure clampscrewisthen carefully tig.htened.
If the engine is running below 2000 R.P.td. when tim-
ing, the automatic advance in the distributor will not
be in the "full advance position" and thus the timing
would not be accurate.
DISTRIBUTOR MAINTENANCE
The normal breaker point gap is 0.020 inch at full
separation and can be adjusted in the following man-
ner, with reference to Fig’s. 7 or 7A; Turn engine
over by means of the starting crank until the distri-
butor breaker arm rubbing black is on a high point of
the cam. Loosen the stationary contact Iockscrew
very slightly and insert a feeler gauge between the
points. By means of a screw driver inserted into the
adjusting slotof the Delco-Remy distributor or by the
adjusting screw of the Prestolite distributor, open or
close points as required until a slight drag is felt
when sliding feeler gauge between the points. Tighten
lockscrew and recheck gap.
Every 50 hours of operation, the oiler on the side of
the Prestolite distributor base should have 3 to 5
drops of medium engine oil added. The old style
Delco-Remy distributor has a built-in oil reservoir.
Every 200 hours of operation, remove oil plug in base
and refill with No. 20Woil. Seal plug in reassembly.
The new style Delco.Remy distributor does not have
an external oil plug, since it is self-lubricated by oil
in the accessory drive housing.
Every 100 hours, apply 3 to 5 drops of light engine
oil (10W), to the felt in the top of the cam sleeve,
and 1 or 2 drops to the breaker arm pivot.
14

Every 200 hours, add a small amount of high melting
point grease to breaker arm rubbing block, or oil the
cam wick.
Avoid excessive lubrication. Oil that mayget on the
contact points will cause them to burn.
GENERATOR
A 12 volt, 17 amp.generator was furnished as standard
equipment, on older modelengines, unless otherwise speci-
fied. Thegenerator is manufacturedby either the,, Dolco-Rerny
Companyor Prestolite Company.
Every 50 hours of operation, add 3 to 5 drops of
medium engine oil into the oil cap at both ends of
the generator.
ELECTRICAL WIRING CIRCUITS
Beginning with engine serial No. 39798()7, the stan-
dard wiring circuits for all electrical equipment is
for negative ground polarity, instead of the pre-
viously furnished positive ground.
The wiring diagram, Fig. 9, illustrates; a m,gative
ground circuit. To wire equipment that has a posi-
tive ground polarity; reverse terminal connections at
the ammeter, coil and battery. Be sure polarity of
generator and regulator is knownwhenre-wiring.
Donot use positive ground generator and regulator in
a negative ground circuit, or vice versa. Polarity
does not affect starting motor, coil and distributor.
MAGNETO TIMING
For engines furnished with magneto ignition in place
of distributor ignition, timing is accomplished in the
following manner:
1. Expose timing marks on flywheel and :shroud. Refer
to ’Timing Marks’ paragraphs on Page 13.
2. Position No. 1 piston on compression stroke, as
per ’Timing Instructions’ paragraphs on Page 13.
3. With No. 1 piston on compression st:rake turn en-
gine over past top dead center, until the leading
edge of the ’X’ marked vane on the fl.ywheel is in
line with the vertical centerline mark on the
shroud, as shown in Fig. ]0. Leave, flywheel in
this position (flywheel keyway will be on top).
4. Removeinspection hole plug, located in gear cover
at magneto mounting flange.
5. Assuming the magneto is removed from the engine;
set magneto for spark discharge to the No. 1 ter-
minal. This is accomplished by use of a short
stiff length of wire placed into the No. 1 terminal
socket and bent to within 1/8 inch of the magneto
frame. Then turn the magneto gear in a clockwise
rotation, tripping the impulse coupling, until a
spark is observed between the wire and frame. Re-
tain gear in this position.
6. Place gasket on flange and mount magneto to en-
gine, meshing the gears so that when magneto is
assembled, the gear tooth marked with an "X" will
be visible through the lower half of ’~he inspection
No. 1 Terminal Indicated on
End Cap. Other Terminals
Follow Firing Order in a Vertical Centerline Mark
Clockwise Rotation. Leading Edge of ’X’ Marked
NI2
Running Spark Advance
Mag -
~- ~ ¢~O ~ 111.’. i I ~-’~-Marked Gear Tooth Visible in
~’~JCJ [¢l~zO ~I~-~ Lower HQIfof lnspection Hole
shown.
Fig. 10
MAGNETO TIMING DIAGRAM
hole in gear cover. See Magneto Timing Diagram,
Fig. 10. Securely tighten nut and capscrew for
mounting magneto.
The No. 1 terminal is identified on the magneto cap.
The terminals follow the proper firing order of 1-3-4-2
in .a clockwise direction viewing the cap end. The
leads from the magneto should be connected to spark
plugs of corresponding numbers, see Firing Order
paragraph page 12 and gliring Diagram, Fig. 11.
Ighen magneto is properly timed the impulse coupling
will snap when the ’DC’ - ’X’marked vane of the fly-
wheel iines up with the mark on flywheel, which in-
dicates the centerline of the No. 1 and 3 cylinders.
This can be checked by turning crankshaft over slow-
ly by hand. The impulse will also snap every 180° of
flywheel rotation thereafter.
The running spark advance is 23°. To check timing
with a neon light, the advance is indicated by a hole
on the flywheel shroud, 23° before centerline of the
No. 1 and 3 cylinders. See Fig. I0.
Battery
Anti-Diesel
Solenoid
Spark Plugs Starting Motor
Magneto
Hi-Temperatur,
Safety Switch
Fig. 11
MAGNETOIGNITION - WIRING DIAGRAM
15

The magneto is driven at crankshaft speed in clock*
wise direction when viewing gear end of magneto. The
magneto distributor rotor turns at half engine speed.
Magneto breaker point gap is 0.015 inch at full separa-
tion. If the ignition spark becomes weak after continued
operation, the breaker points mayhave to be readjusted or
replaced. Refer to MagnetoService Instructions in rear of
manual for service and adjustment of breaker points.
IGNITION SPARK(Fig. 12)
If difficulty is experienced in starting the engine or
if engine misses firing, the strength of the ignition
spark may be tested as follows: Disconnect the cables
from all towers on the distributor cap, except the
center coil tower. Insert a stiff piece of wire or metal
rod into one of the sockets. Hold the terminal for this
tower 1/8 inch from the wire or rod, as shown in Fig.
12. Turn engine over slowly, two complete revolu-
tions with the hand crank and watch for a spark to
discharge during the cranking cycle.
Fig. 12
Repeat this check with each of the other ignition
cables. A good spark at each of the towers will elimi-
nate the ignition coil and distributor as the source of
trouble. If there is a weak spark, or none at all, check
breaker point opening for 0.020 inch gap. It may be
necessary to install a new condenser, or the ignition
coil may be faulty.
SPARKPLUGS(Fig. 13)
The spark plugs should be removed periodically,
cleaned and re-gapped. Approximately every 350
hours of operation, replace spark plugs with new
plugs of correct heat range, like Champion 14 ram,
No. N-12Y or equal.
The width of the gap between the points of the two
electrodes must be very carefully and precisely set,
because incorrect settings will have an adverse af-
fect on engine operation. Check spark plug gap with
a wire type gauge and regap as shown in Fig. 13.
Spark plug gap - 0.030 of an inch.
Use a new gasket when mounting either old or new
plugs and thoroughly clean threads in cylinder head
before installation. Tighten spark plugs to 22 foot
pounds torque. If torque wrench is not available,
SET GAP
Fig.13
tighten plug until it begins to seat on the gasket,
then turn 1/2 to 3/4 of a turn more.
RESTORING COMPRESSION
On a new engine or on one which has been out of op-
eration for some time, the oil may have drained off
the cylinder so that compression will be weak. This
maycause difficulty in starting. To remedy this con-
dition, remove the spark plugs and squirt about a
fluid ounce of crankcase oil through the spark plug
hole into each cylinder.
Turn the engine over several times with the starting
crank to distribute the oil over the cylinder walls.
Then reassemble spark plugs and compression should
be satisfactory.
VALVE TAPPET ADJUSTMENT(Fig. 14)
The clearance between the valve and rocker arm,
with the tappet in its lowest position (valve complete-
ly closed) and the engine cold:
Inlet - 0.008 inch
Exhaust - 0.014 inch
The rocker arms can be identified as follows: When
facing the side of the engine, the exboust rocker orm
INLET
ARM
Fig,14
16