Wisconsin_V460D_V461D_V465D_Repair_WM20250.pdf

WISCONSIN

MODELS V465D

V41NID, V461D

REPAIR

~ WISCONSIN

MOTORS, LLC

FOREWORD

Good operation and a planned maintenance program as outlined in this manual are vital in obtaining maximum engine performance and long engine life. The instructions on the following pages have been written with this in mind, to give the operator a better understanding of the various problems which may arise, and the manner in which these problems can best be solved or avoided.

The operator is cautioned against the use of any parts, other than genuine Wisconsin parts, for replacement or repair. These parts have been engineered and tested for their particular job, and the use of any other parts may result in unsatisfactory performance and short engine life. Wisconsin distributors and dealers, because of their close factory relations, can render the best and most efficient service.

THE LIFE OF YOUR ENGINE DEPENDS ON THE CARE IT RECEIVES.

The MODEL, SPECIFICATION and SERIAL NUMBER of your engine must be given when ordering parts. The MODEL and SPECIFICATION number are on the name plate. The SERIAL NUMBER is stamped either on the crankcase or the engine’s identification tag.

Copy the MODEL, SPECIFICATION and SERIAL NUMBER in the spaces provided below so that it will be available when ordering parts.

MODEL SPECIFICATION

SERIAL NUMBER

To insure prompt and accurate service, the following information must also be given:

1. State EXACTLY the quantity of each part and part number.

2. State definitely whether parts are to be shipped by express, freight or parcel post.

3. State the exact mailing address.

IMPORTANT

READ THESE INSTRUCTIONS CAREFULLY

All points of operation and maintenance have been covered as carefully as possible, but if further information is required, send inquiries to the factory for prompt attention.

When writing to the factory, ALWAYS GIVE THE MODEL, SPECIFICATION AND SERIAL NUMBER of the engine referred to.

Starting and Operatinq New Engines

Careful breaking-in of a new engine will greatly increase its life and result in troublefree operation.

A factory test is not sufficient to establish the polished bearing surfaces, which are so necessary to the proper performance and long life of an engine. These can only be obtained by running a new engine carefully and under reduced loads for a short time.

¯ Be sure the engine is filled to the proper level with a good quality engine oil.

¯ For proper procedures to follow when breaking-in a new engine, see ’Testing Rebuilt Engine’.

The various bearing surfaces in a new engine have not been glazed, as they will be with continued operation, and it is in this period of "running in" that special care must be exercised, otherwise the highly desired glaze will never be obtained. A new bearing surface that has once been damaged by carelessness will be ruined forever.

IMPORTANT SAFETY NOTICE

Proper repair is important to the safe and reliable operation of an engine. This Repair Manual outlines basic recommended procedures, some of which require special tools, devices or work methods.

Improper repair procedures can be dangerous and could result in injury or death.

READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND

WARNINGS BEFORE PERFORMING REPAIRS ON THIS ENGINE

Warning labels have also been put on the engines to provide instructions and identify specific hazards which, if not heeded, could cause bodily injury or death to you or other persons. These labels identify hazards which may not be apparent to a trained mechanic. There are many potential hazards for an untrained mechanic and there is no way to label the engine against all such hazards. These warnings in the Repair Manual and on the engine are indentified by this symbol:

z WARNING

Operations that may result only in engine damage are identified in the Repair Manual by this symbol:

,&CAUTION

Wisconsin Motors, LLC cannot anticipate every possible circumstance that might involve a potential hazard; therefore, the warnings in this manual are not all inclusive. If a procedure, tool, device or work method not specifically recommended by Wisconsin Motors, LLC, is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the engine will not be damaged or made unsafe by the procedures you choose.

IMPORTANT: The information, specifications and illustrations in this manual are based on information that was available at the time it was published. The specifications, torques, pressures of operation, measurements, adjustments, illustrations and other items can change at any time. These changes can affect the service given to the product. Get the complete and most current information before starting any job. For parts, service, or information, contact Wisconsin Motors, LLC, Memphis, Tennessee.

WARNING

Most sub-systems used in conjunction with Wisconsin Motors, LLC, industrial engines including (but not limited to) radiators, hoses, fans, fuel tanks, fuel lines or other fuel system components, batteries, electrical connections or other electrical components, clutches, transmissions, hydraulic pumps and generators, are not supplied by Wisconsin Motors, LLC.

these items are provided by the manufacturer of the end item in which the engine is used.

Some of the dangers associated ’with servicing such items are generally mentioned in this manual; however, the appropriate handbooks and safety instructions provided by the manufac-turer of the end item should always be consulted prior to the undertaking of any work on sub-systems attached to the engine, to avoid any hazards inherent to these sub-systems.

Read and observe all individual safety warnings as you use this manual to operate, service or repair your engine.

Always exercise caution wheneve=" working with an engine or any associated system.

Injuries may be caused by lack of care when working with, or near, moving parts, hot parts, pressurized systems, electrical equipment, or fuel systems.

Always wear eye and hearing protection when working on or near engines.

Improper attire such as loose clothing, ties, rings, soft shoes or bare feet could be hazardous and should be avoided when servicing engines.

Use or service of the engine (including the use of modified parts or materials) not in accordance with manufacturer’s specifications could damage your engine or cause personal injury.

WARNING

Some equipment and materials used in the overhaul or maintenance of an engine such as machine tools, electrical equipment, compressed air, solvents, gasoline or other fuels may be dangerous and can cause injury. Always observe safety precautions.

iii

SAFETY PRECAUTIONS

¯ Never fill fuel tank while engne is running or hot;

avoid the possibility of spilled fuel causing a fire.

¯ Always refuel slowly to avoid spillage.

¯ When starting engine, maintain a safe distance from moving parts of equipment.

¯ Do not start engine with clutch engaged.

¯ Do not spin hand crank when starting. Keep cranking components clean and free from conditions which might cause the crank jaw to bind and not release properly. Oil periodically to prevent rust.

¯ Never run engine with governor disconnected, or operate at speeds in excess of 2400 R.P.M. load.

Do not operate engine in a closed building unless the exhaust is piped outside. This exhaust contains carbon monoxide, a poisonous, odorless and invisible gas, which if breathed causes serious illness and possible death.

Never make adjustments on machinery while it is connected to the engine, without first removing the ignition cable from the spark plug. Turning the machinery over by hand during adjusting or cleaning might start the engine and machinery with it, causing serious injury to the operator.

Precaution is the best insurance against accidents.

Keep this book handy at all times, familiarize yourself with the operating instructions.

Model V465D 3-3/4" Bore m 4" Stroke 177 cu. in. Displacement

Models V461 D, V460D

3-1/2" Bore- 4" Stroke 154 cu. in. Displacement

CONTENTS

Air Cleaner, Pre-Cleaner ....................................................... 11,12 Alternator -- Belt Driven

Bearing -- Center Main

Breather Cap

Carburetor Adjustment

Carburetor Service

Zenith Model 87A8 ........................................................ 35-37

Clutch Adjustment

Clutch Power Take-off

Clutch Reduction Unit

Compression -- Restoring

Cooling

Dieseling, Anti-Diesel Valve

Disassembly and Reassembly

Accessories

Camshaft

Camshaft Gear

Carburetor and Manifold Center Main Bearing, Roller Type (Older Models)

Center Main Bearing, Shell Type Connecting Rod and Piston

Crankshaft and Main Bearing Plate

Cylinder Barrel

Cylinder Head

Cylinder Shrouding

Distributor and Accessory Drive Engine Supports and Oil Pan Flywheel Flywheel Shroud Fuel Pump Gear Cover

Gear Train Generator

Governor Oil Pressure Reducing Valve

Oil Pressure Relief Valve Oil Pump

Idler Gear and Shaft

Piston Piston Ring and Rod Clearance Chart

Piston Rings Valve Guides and Seat Inserts Valves Rocker Arm Assembly

Distributor Maintenance Electric Wiring Circuits Electrical Wiring Diagrams

Distributor Ignition with Alternator

Distributor Ignition with Generator (Older Models)

Magneto Ignition

Firing Order

Fuel

Fuel Mixture

Fuel Pump and Priming Gasoline Strainer

General Information and Design

Generator (Older Models)

Governor Adjustment and Operation

Horsepower

Ignition Spark

Ignition System

Illustrations, Engine

Take-off View

Fan End View

Sectional Views .................................................................. 6,7

Lubrication System

Keep Engine Clean

Lubrication

Lubrication System ................................................................. 8,11

Magneto Service Fairbanks-Morse Type FM-X4B7D

Oil Filter

Oil -- Grade of and Service Classification

Oil Pressure and Adjustment

Rotation

Rocker Arm Covers

Safety Notice ..........................................................................ii-iii

Safety Precautions

Safety Switch -- High Temperature

Solid State Ignition Distributors ...................................... 12, 3940

Spark Plugs

Starting Motor -- Electric

Starting and Operating Instructions

Starting and Operating New Engines ............................................ i

Starting Procedure Stopping Engine -- Vapor Lock

Storage of Engine for Winter Testing Rebuilt Engine

Timing

Distributor Timing

Magneto Timing

Neon Lamp Timing

Timing Instructions

Timing Marks

Troubles -- Causes and Remedies

Backfiring Through Carburetor Compression

Engine S tops

High Oil Pressure

Ignition

Knocking

Low or No Oil Pressure

Missing

Overheating

Starting Difficulties -- Fuel Mixture

Surging or Galloping

Valves -- Grinding ............................................................... 29,30

Valve Tappet Adjustment

Warm-Up Period -- Overspeeding

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 and chaff 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-mum cooling 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. Remove dirt 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 hours check 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.

Fig. A

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

;CESSORY DRIVE ASSEMBLY

CARBURETOR~

GOVERNOR ASSEMB~

ANTI-DIESELING~

SOLENOID

FLYWHEEL

AIR SHROUD

CAMSHAFT

THRUST PLUNGI

OIL

MAIN BEAI:

IDLER

GOVERNOR:

ADJUSTING SCREW

~LEVER ~

/SPRING

LOCKNUT~

I t.~,~_~

UEL PUMP

--CAMSHAFT

~-MAIN BEARING

HAND CRANK

FAN-FLYWHEEL

DIL PUMP

SECTIONAL VIEWS OF ENGINE

~OIL PRESSURE REDUCING VALVE

rOlL BATH AIR CLEANER

/ PRE- CLEANER\

EXHAUST

/ ROTATOR

,~TTAPPET

ADJUSTING

SCREW

HI- TEMP

SAFETY

EXHAUST MUFFLER

/ GASOLINE STRAINER

~-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

GENERAL INFORMATION AND DESIGN

Wisconsin engines are of the four cycle type, in which each of the four operations of intake, compression, ex-pansion and exhaust requires a complete stroke. This gives one power stroke 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.

Improper circulation of cooling air 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.

Magneto ignition 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.

LUBRICATION SYSTEM

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. Crankcase impurities 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 speed of the engine, or an idle control.

HORSEPOWER CHART

R.P.M.

V-460D V-465DV-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.

INSTRUCTIONS FOR

STARTING AND OPERATING

LUBRICATION

Before starting a new engine, 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 means of the oil gauge saber. When replacing oil filter, an addi-tional | quart of oil is required.

For run-in of new engines, use same oil as recom-mended in 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. When specified, 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

SEASON OR TEMPERATURE GRADE OF OIL

Spring, Summer or Fall SAE 30+ 120°F to + 40°F

Winter + 40°F to + 15°F SAE 20-20W "I" 15°F to 0°F SAE 10W Below Zero SAE 5W-20

Use Oils classified as Service SE, SF, SG or CC Crankcase Capacity 6 Qts.

Additional for Oil Filter I Qt.

For run-in of new engines, use same oil as recom-mended in Grade of Oil Chart.

Follow summer recommendations in winter if engine is housed in warm building.

Check oil 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 REGULAR GRADE gasoline.

The gasoline should have an octane rating of at least

90. Low octane 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 PUMP and 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.

Hand Primer 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.

When priming, 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. Even a hot engine re-quires a momentary choking when starting. 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 warm up a few minutes before applying load, as prescribed in ’Warm-Up Period’ paragraphs.

New engines; 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 New Engine" 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 disconnecting the 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 parts of the engine are designed to safely with-stand any speeds which might normally be required, but it must be remembered that the stresses set up in rotating parts increase with the square of the speed.

That means that if the speed is doubled, the stresses will be quadrupled, and if the speeds are trebled, the stresses will be nine times as great.

Strict adherence to the preceding instructions cannot he too strongly urged, and greatly increased engine life will result as a reword for 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 compression engines have a tendency to occa-sionally diesel, after the ignition has been shut off.

To rectify this condition, an anti-dieseling solenoid valve is provided to assure immediate stopping.

When the 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.

When the 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 extremely dusty, 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. When re-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. Do not 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.

BREATHER CAP

The crankcase is ventilated thru a breather cap mounted to 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 PRESSURE AND ADJUSTMENT

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 PRESSURE GAUGE

OIL SPRAY NOZZLE,

Lubricates Governor and Gear Train

PRESSU

REDUCING VALVE

For Low Pressure

Oil Header

OIL S

EXHAUST ROCKER ARM

LOW PRESSURE OIL HEADER

ROCKER ARM

DRAIN LINE

FILLER AND BREATHER CAP

GAUGE SABER (Dip Stick)

INCH PIPE PLUG

For Checking Low Oil

Pressure Line (3 to 4 p.s.i.)

DRAIN HOLES

For Push Rod Tubes

HIGH PRESSUR

OIL HEADER

ADJUSTING

OIL PRESSURE RELIEF

LOCK SCREW

EXPANSION PLUG (3/4 dio.

OIL PL

STRAINER SCREEN

/OIL DRAIN PLUG

CENTER MAIN BEARING

LINDER WALLS AND MAIN

BEARINGS ARE LUBRICATED

BY OIL MIST AND SPRAY

THROWN OFF THE CONNECT-

ING RODS AND CRANKSHAFT.

OIL FILTER

HIGH OIL PRESSURE

LOW OIL PRESSURE

STILL OIL or OIL FILM

Fig. 3, LUBRICATION SYSTEM

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 may by-pass the screw threads.

LOW PRESSURE SYSTEM

The upper, or low pressure oil 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 main bearing 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.

Operating the engine under dusty conditions with-out oil in the air cleaner or with dirty oil, may wear out cylinders, pistons, rings and bearings in a few days time, and result in costly repairs.

Once a 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.

COLLECTOR TYPE

PRE-CLEANER----~

iE CONNECTIONS

OIL BATH

AIR CLEANER

OIL LEVEL

Fig. 4

PRE-CLEANER

The collector type pre-cleaner, mounted to the top of the air cleaner as i11ustrated in Fig. 4, removes the larger dirt and dust particles before the air reaches the main air cleaner.

Clean bowl regularly of accumulated dust and dirt.

Do not use oil or water in pre-cleaner, this must be 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 gasoline strainer is very necessary to prevent sediment, dirt and water from entering the carburetor and causing trouble or even complete stoppage of the engine. This strainer has a glass bowl and should be inspected frequently, and cleaned if dirt or water are present.

To remove sediment bowl, loosen nut below bowl and swing wire bail to one side, see Fig. 5. There will be less danger of breaking the gasket if the bowl is given a twist as it is being removed. Clean bowl and screen thoroughly. Replace gasket if it has become damaged or hardened. Repair kits are available for service replacement, refer to parts list in rear of manual.

CARBURETOR ADJUSTMENT

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.

IGNITION SYSTEM

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

Many Wisconsin engines are now being 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

ROCKER ARM ASSEMBLY

Inlet Rocker Arm Movement\ FOR NO. 1 CYLINDER during Cranking Cycle just\ Jboth Valves Closed when before Compression Stroke.~̄ ~/" "X= Marked Flywheel Vane

~/~,~, is located a. shown

ROCKER ARM , o~ N̄ [ CYUNOCR

~XH,UST VALVE ~

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. Remove rocker 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 TDC of 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

UNTIL BREAKER POINTS ARE

JST BEGINNING TO OPEN

ADJUSTING SLOT

LOCKSCREW

Fig. 7o DELCO-REMY DISTRIBUTOR

ADVANCE ARM

BREAKER POINT

,DJUST,NG SCREW~

LOCKSCREW~~~

AR[ JUST 8[G~NNtNG TO OPEN

~,/~ppRROTOR CONTACTOX. t O’CLOCK POSITION

~ ROTOR

~ COUNT-EN-CLOCKWlSE

~’-CONDENSER

ADVANCE ARM

~-CLAMP SCREW

Fig. 7A, PRESTOLITE DISTRIBUTOR 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.

Fig. 7B, DELCO-REMY DISTRIBUTOR MOUNT|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-Remy distribu-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.

NEON LAMP TIMING (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~NE OF No. 1 and

CYLINDER

No. ] SPARK

RED

TERMINAL CLIP

RUNNING SPARK

ADVANCE TIMING HOLE

Fig. 8

~E~TERC/

STARTING SOLENOID

BAT TER~

DISCHARGE

Cl ARGE ~~

O~,~ RUN fo.~’~’’~

SPARK PLUGS

CARBURETOR

IGNITIONCOiL --

~ROTATION

VOLTAGE REGULATOR

Hf-TEMPERATURE

’PRESTOLITE ’

REGULATOR I ~

..... Fig. 9

DISTRIBUTOR IGNITION -- WIRING DIAGRAM

WITH GENERATOR

(DISTRIBUTOR IGNmON -- WIRING DIAGRAM WITH ALTERNATOR

See Page 34)

Chalk or paint the end of the ’X’marked vane on the flywheel, white. Then with the engine operating at 2000 R.P.M. or over, allow the flash from the neon lamp to illuminate the whitened vane. At the time of the flash, the leading edge of the vane should line up with the running spark advance timing hole on theflywheelshroud,seeFig. 8. If it does not, the distributor clamp screw should be loosened and the distributor body turned slightly clockwise or counter-clockwise, as required, until the white flywheel vane matches up with the advance timing hole. Be sure clamp screwis then 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. 20W oil. 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.

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 may get on the contact points will cause them to burn.

GENERATOR

A 12 volt, 17 amp. generator was furnished as standard equipment, on older model engines, unless otherwise speci-fied. The generator is manufactured by either the,, Dolco-Rerny Company or 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 known when re-wiring.

Do not 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. Remove inspection 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

NI 2

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

MAGNETO IGNITION - WIRING DIAGRAM

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 may have to be readjusted or replaced. Refer to Magneto Service 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.

SPARK PLUGS (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 may cause 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 is to the right in the cylinder head and the inlet rocker arm to the left.

Measure the clearance between the top of the valve and the nose of the rocker arm with a feeler gauge, as shown in Fig. 14. By means of a ½ inch tappet wrench, turn the tappet adjusting screw clockwise to decrease valve clearance and counteroclockwise to increase the clearance.

The sequence in which the tappets are adjusted is determined by the 1-3-4-2 firingorder. Start by adjust-ing No. 1 inlet valve clearance first, then by just a short turn of the crank, No. 3 inlet can be adjusted.

Return to No. 1 cylinder and adjusl: the exhaust clearance, then adjust the No. 3 exhaust.

Th~ same procedure applies to the No. 2 and No. 4 bank of cylinders, starting with No. 4 inlet valve.

Mark each rocker arm with chalk as adjustment is completed, to prevent repetition. With spark plugs re-moved, turning crankshaft is made easier.

ROCKER ARM COVERS (Fig. 15)

When reassembling rocker arm covers, after timing or valve tappet adjustment, carefully replace the cover gaskets to prevent oil leaks.

If oil does appear around the rocker arm covers, re-assemble in the following manner:

1. Check gasket face surface of rocker arm cover, at the rounded end, for paint accumulation, see Fig.

15. Scrape off any paint that forms a hump. Smooth scraped area with emery cloth or steel wool.

2. Clean gasket faces on the cylinder head and rocker arm covers.

3. Spread a thin coat of perma-tex intc. the rocker arm cover, to hold gasket in place. This will prevent gasket slippage or deformation when mounting cover to cylinder head.

4. Use new gaskets. Old gaskets harden, take a =set" and will very likely leak.

GOVERNOR

OPERATION

The centrifugal flyball governor rotates on a station-ary pin pressed into the upper part of the timing gear cover. The governor is driven off the camshaft gear and turns 1/8 faster than crankshaft .’;peed.

Flyweights are hinged to lugs on the drive gear.