Replacing the magneto
housing
or
the
flywheel
2-
->~·
fi~.
46
fig
. 47
Fig.
46
Screw
ou
t 4 recessed
head
screws
in
flywheel.
Screw
in
4 hexagon heod screws
(1)
alternately
(with equipments
wi
thout
gear
ring for elec-
tric
starte
r the 4 staybalts must
be
removed before)
ond
press
out
flywheel
(2).
Note:
When
replacing the
magneto
housing
of
the 6 V
36
W equip-
ment, screw
out
contact-breake
r
hub
and
insert
it
ogoin
into the
new housing,
as
described under
Fig.
53.
Torque:
0.6
...
0.8
kpm
(4.3
...
5.8
ft.
lb.).
Fig.
47
Unscrew retaining strip
(2)
and
t
ake
aut
cam (I),
Fill
annular
groove
(3)
wi
th heat-
resisting
grease
and
grease
cam
support
in
flywheel.
Insert
cam (1
),
fit
retaining strip
(2)
and
screw tight with 3 cylin-
der
head
screws M 4 x 5
and
washers.
Take retaining ring
(5),
flyweight
(4)
and
thrust ring below off
bearing
pin.
Grease
bearing pin
and
bearing
surface
for flyweight
in
flywheel
with heat-res
isti
ng
grease.
Fit
thrust washer
(0.3
mm
thi
ck)
on bearing pin,
hang
spring
(6)
into place
in
flyweight.
Fit
flyweight
on
bearing pin (m
us
t
engage
with cam)
and
secure with retaining ring
(5
).
Cam
an
d flyweight must always be free-moving.
Note:
On
equipments
wi
th
gear
r
in
g for electric start
er
there
are
two markings
in
the
magneto housing:
-40x' (for
40
W equipment)
and
-7
5x
H
(for
75
W equipment).
The flywheel should be fitted
in
such a way that the bores
in
the flywheel
are
perfectly
in
line with the bores
in
the housing.
On
engine without electric starter, fit
appropriate
magneto
housing (see
Spare
Parts
List)
according to equipment
(40
W
or
75
W)
in
such a
way
that the bores
in
the hous-
ing
are
perfectly
in
line with the bores
in
the flywheel.
Pr
ess in the flywheel.
Degrease
4 Philips screws M 6 x
10
with
Tri,
apply
LOCTITE
to them
and
screw them
in.
Tightening
torque
0.9
...
1.1
kpm
(6.5
... 8.0
ft.
Ib,),
28
I
J
'I
Carburettor
The type
of
carburettor,
the jet size
and
the jet adjustment
are
determined by means
of tests
in
the factory. The adjustment
de
termined
in
this way gives the best results,
and
it
is
therefore not
advisable
to
alter
it.
No
alteration
of
the
carburettor
setting should be mode os long
as
the
eng
ine turns
over quietly
and
smoothly when idling,
accelerates
steadily when the
th
rottle
is
opened,
and
gives its full
output
at
full revs without choking.
If
the engine pounds
or
runs uneven
ly
,
or
the exhaust
gas
is
black, the m
ix
ture
is
too rich. Repeated spitting
or
coughing,
or
back
fi
ring with a blue flame
stabb
ing from the
carbureltor
coupled with
difficult starting, indicates
that
the mixture
is
too
wea
k.
When
running with the correct
corburettor
ad
jus
tment, a
clean
air
fi
lt
er
and
a suitable
sparking
pl
ug with the correct thermal value, the insulator of the sparking plug should
be brown in colour. Sooty
or
wet plugs indicate ri
ch
mi
xture,
whereas
white insulator
points to the mixture being too
weak.
Special
core
should be token to ensure that the corburetlor setting is never too low,
as
at
low throttle insufficient lubricant will be conveyed to the moving parts of the
engine. With a two-stroke engine the
carburettor
setting should always be sufficient
to provide
adequate
lubrication.
Correct
carburettor
settings will help to ensure economic and trouble-free running
of
the
engine.
Adjusting the
carbureltar
for
special
climat
ic
conditions
When using the
engine
at
al
ti
tudes
above
1Qoo
metres
(3280
ft.), adiustments of the
carbure
ttor setting will be required.
As
the
air
density
is
reduced
at
high alti tudes,
the
supp
ly
of
gasol
ine to the corburellor should be restricted by changing the main jet.
Starling
On
Tillotson
diaphragm
carburellors the choke
is
incorporated
in
the
carburettor
itself.
The choke should
be
used to facilitate starting from cold.
It
should not
be
us
ed
for
starting when the engine
is
worm
ond
it should be
pa
rtially
or
fully closed only for
starting the cold engine.
When
the choke is closed, a higher vacuum is caused
in
the mixing ch
amber,
so that a
richer fuel/air
mix
ture is
obtained.
Once
the
engine
has started, the choke should be
slowly
opened.
The Tillotson
diaphragm
carburettor
can
function
in
any
position
and
has two
di
a-
phragms
(the HO-7 A type
and
the HO-13 A type h
ave
three
diaphragms):
a control
diaphragm
for proportioning the fuel feed to the engine
and
a pump
diaphragm
(HO
-7 A
and
HD
-
l3
A h
ave
two pump
diaphragms)
for
drawing
the fuel from the tank.
CarbureHor adjustment
The Tillotson
carburellor
is
the first corburellor
us
ed
for SACHS engines which has ad-
justable jets.
If
engine
troubles occur
and
the jets have to be readjusted, the following
points should be noted:
1.
To
adjust the
carburettor
correctly for maximum
ou
tput (full load), the engine
should be thoroughly wormed up.
2.
WHh
adjustable
jets,
core
should be token not to use too leon a fuel/air mixture
(see also
page
41).
3.
The adjusting screws for the
je
ts must never be screwed too tight
ly
to the right
(i.
e. closed)
in
the jet seat,
as
this
will
deform the seat.
4.
The main jet
is
marked "
Wan
d the idling jet is marked
"l"
on
the
carburetto
r
housing.
29
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