Continental L Head F 163 Etc Overhaul Manual

CONTINENTALL-HEAD

OVERHAUL MANUAL

WISCONSINMOTORS, LLC

2020 Fletcher Creek Drive, Memphis , Tennessee 38133 www.wisconsinmotors .com

(800) 932-2858

2006 All Rights ReservedWisconsin Motors, LLC

WISCONSINMOTORS, LLC

Operation and Maintenance Instructions

CONTINENTALL-HEADENGINES

FOUR CYLINDERN56 -- N62

Y69--Y91--Y112F124-- F135-- F140-- F162-- F163

SIX CYLINDERF186-- F209-- F226-- F227-- F244-- F245

M271 -- M290-- M330-- M363B371 -- B427

QUICK REFERENCE SECTION INDEX First page of eachgroup has black tab insQme position as below.

SECTION I--General Information ...................................................... Page 8

SECTION II -- Lubrication .................................................................... Page 11

SECTION III--Operation .................................................................... Page 17

SECTION IV--Preventive Maintenance ............................................ Page 23

SECTION V--Cooling System .............................................................. Page 28

SECTION VI.--Fuel System .................................................................. Page 35

SECTION VII--Ignition ........................................................................ Page 43

SECTION VIII--Engine Repair & Overhaul .................................... Page 52

SECTION IX--Trouble Shooting ........................................................ Page 73

SECTION X---Torque Specifications .................................................. Page 76

SECTION XI--Li.mits & Clearance Data .......................................... Page 77

(See following pages for details of each section)

I CONTINENTAL L-HEAD ENGINE MANUAL

INDEX

SECTION I E GENERAL INFORMATIONFour Cylinder L-Head Engine Specifications ...................................................... 5Six Cylinder L-Head Engine Specifications .......................................................... 6How to Order Parts ................................................................................................ 7Continental L-Head Engine Features .................................................................. 8

SECTION II -- LUBRICATIONEngine Lubricating System .................................................................................... 11Oil Pump .................................................................................................................. 12Air Cleaner .............................................................................................................. 13Lubrication Recommendations ................................................................................ 14Transmission and Converter Lubrication Recommendations ............................ 16

SECTION III-- OPERATIONPreparation of New Engine for Operation .......................................................... 17Starting the Engine ................................................................................................ 18Stopping the Engine ................................................................................................ 2010 Operating Precautions ...................................................................................... 21Cold Weather Operation ........................................................................................ 21Seasonal Storage of Engine .................................................................................. 22

SECTION IV E PREVENTIVE MAINTENANCEDaily Preventive Maintenance Schedule ................................................................ 2350-Hour Preventive Maintenance Schedule ............................................................ 25250-Hour Preventive Maintenance Schedule .......................................................... 26500-Hour Preventive Maintenance Schedule .......................................................... 27

SECTION V m COOLING SYSTEMContinental L-Head Cooling System ...................................................................... 28Effect of Altitude on Cooling .................................................................................. 29Anti-Freezes ......................................... : ............................................: ....................... 29Cleaning Cooling System ........................................................................................ 30Testing Thermostat .................................................................................................. 31Radiator Pressure Cap ............................................................................................ 32Fan Belt Tension ...................................................................................................... 33Water Pump ............................................................................................................ 33

SECTION VIE FUEL SYSTEMGravity Fuel System .............................................................................................. 35Mechanical Fuel Pump ............................................................................................ 35Electrical Fuel Pump .............................................................................................. 36Zenith Carburetor .................................................................................................... 36Marvel-Schebler Carburetor .................................................................................. 37Carburetor Chokes .................................................................................................... 37Governors .......................................................................................................... 39Pierce Governor ........................................................................................................ 41Cam Gear Governor ................................................................................................. 42Tail-Shaft Governors .............................................................................................. 42

CONTINENTAL L-HEAD ENGINE MANUAL

INDEXSECTION VII ~ IGNITION

Battery-- Ignition System ................................................................ 43Ignition Coil- Distributor & Condenser .................................................. 44Distributor Maintenance ............................................................ 45Spark Plugs .................................................................................. 46Distributor--Ignition Timing, with Timing Light .......................... 47Ig~ition Timing, without Timing Light .............................................................. 48Magneto -- Ignition ................................................................................................... 49Magneto Impulse Coupling ........................................................ 50Timing Magneto to Engine ..................................................................... 51Charging Circuit ......................................................................................................................................................51A

SECTION VIII--ENGINE REPAIR AND OVERHAULCyi[inder tIead ........................................................................................... 52Cylinder Block ..................................................................................... 53Valve Seat Inserts .................................................................................... 54VaIves .................................................................................................... 55Valtve Springs ..................................................................................... 56Preparing Cylinder Bores ......................................................................... 57Pistons ............................................................................................ 58Connecting Rods ................................................................................. 59Piston Rings ............................................................................................... 60Bearings ................................................................................................ 61Crankshaft ....................................................................................... 63Camshaft ..................................................................................................... 64Valve Tappets ..................................................................................................... 64Timing Gears ..................................................................................... 65Crankshaft End Play .......................................................................... 66Rear Oil Seals .................................................................................... 67Oil Pumps ............................................................................................ 69Flywheels and Housings .................................................................... 71Reassembling Engine ................................................................................. 72

SECTION IX-- TROUBLE-SHOOTINGStarting Motor Will Not Crank Engine .................................................... 73Engine Will Not Start ................................................................................. 73Engine Runs Unevenly ........................................................................... 74Poor Compression .............................................................................. 74High Oil Pressure .......................................................................... 75Engine Knocks ...................................................................................... 75Engine Vibration ................................................................................... 75

SECTION X ~ TORQUE SPECIFICATIONS ............................................ 76

SECTION XI--LIMITS & CLEARANCE DATA ............................................. 77

FORWARD Good operation and a planned maintenance program as outlined in this manual are of vital importance 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.

Procedure in the Preventive Maintenance Section must be set up and followed by the owner and operator to obtain dependable service and long life from the engine. Owners and operators are expected to perform these maintenance procedures as outlined under the daily schedule as well as 50-hr., 250-hr., and 5OO-hr. periods WHILE IN THE WARRANTY PERIOD AS WELL AS DURING THE LIFE OF THE ENGINE.

Warranty service does not include tune-up of the engine such as replacing spark plugs, distributor points, tappet settings, ignition timing, ignition wiring, air cleaner service and lubrication and filter maintenance.

The operator is cautioned against the use of any parts, other than Genuine Wisconsin Motors, LLC Continental 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. Likewise, Wisconsin Motors, LLC Continental distributors and dealers, because of their close factory relations, can render the best and most efficient service.

THELIFEOFYOURENGINEDEPENDSONTHECAREITRECEIVES.

CONTINENTALL-HEADENGINEMANUAL Page 1


Y112 Engine

F400 Series

CONTINENTAL L-HEAD ENGINE MANUAL Page 3

F600 Series

F600 Series-

Closed Power Unit


Figure 7 u F600 Power Unit (left side)

Figure 8 ~ F600 Power Unit (right side)

FOUR CYLINDER INDUSTRIAL L-HEAD ENGINES*

MODEL

No. of cylinders

Bore and StrokeDisplacement Cu.Compression RatioMax. Oil Pressure**Min. Oil Pressure (Idling)Firing OrderMain Brg. Frt.Main Brg. CenterMain Brg. RearConn. Rod Brg.Dia. and Length

N-56

4

2 x 3

6.12

20-307

1-3-4-2

2x1~2

N-62

4

2~ x 3~626.4620-30

7

1-3-4-2

2x1~2

Y-69

4

2~ x 3

6.66

30-407

1-3-4-2

, I~ x 1~e

Y-91

4

2~ x 391

6.4630-40

7

1-3-4-2

Oil CapacityCrankcaseFilterTotal

Valve ClearanceIntakeExhaust

.015

.01 S.012.012

3~4

.012

.012

3~4

.012 I

.020Water Capacity

EngineEngine and Radiator

Weight (Bare Engine)

(Given approximately 1 quart for hoses)2 3~ 3~11 14 15180 290 290

in quarts-- add

2

11 I

210 j

Y-112 F-124

3~ x 3~112

6.0730-40

7

1-3-4-2

1~44 X 17/116

3

4

.012.020

3~15

290

4

3x4~124

6.2820-30

7

1-3-4-22x1~2 x I~2 x1~

.014.016

5

14

415

*Dimensions and data shown are for Standard Industrial Engines.

**Note: Other all pressures are available, based on customer specifications.

***OH pressure with oil pressure relief valve spring number 10EL00230 on engines built after December 1971. Previousto that, all pressure relief valve spring F400LO0223 was used with 20-30~ pressure.

~ StaHc or cold setting .017

F-13S

4

3~ x 4~135

7.2:1

30-40***7

1-3-4-2

2~ x 12~

2~ xl~

F-140

4

3~ x 4~1406.0020-30

71-3-4-2

2x1~xl~2x1~

F-162

4

3~6 x 4~1626.0120-30

7

1-3-4-22x12 x1~2xI~

4

4~

.012.020

5

14

415

4

4

.014

.016 ~

5

14

415

.014

.016 o

F-163

4

3~ x 4~162

7.4:1

30-40***

7

1-3-4-22~ xl~2~ x

2~ x1~

4

4~

.012.020

5

15

415

SIX CYLINDER L-HEAD ENGINES*

M 0 D E L F-186 F-209 F-226 F-227 F-244 F-245 M-271 M.290 M-330 M-363 B-371 B-427

Ha. of Cylinders

Born & Strokn

0isplacnment Cu. In.

Compression Ratio

Max. 0il Pressure**

Min. 0H Prnssurn

Firing 0rdnr

Main Rrg.--Front

Main grg. -- Int.

Main Brg.--Center

Main Br9. --Rear

Conn. Rod Rrg.Oia. & Length

0il CQpocityCrankcase

Filter

Total

Valve Clearance

Intake

Exhaust

Water Capacity

Engine

Radiator

Total

Weight--Rare Engine

6

3x4~

6.43

20-30

7

I-5-3-6-2-4

21/4 x 11./~

(2) 2 1~6

5

.014

.016~

610~22

17

~0

6

3~ x 4~209

6.09

20-30

7

6

226

6.02

20-30

7

6

3~ x 4~

22~

7.28

~0-40"**

7

6

244

~.9

20-30

7

6

3~e x 43/e

244

7.2

30-40***

7

6

3~/~ x 43/~e

271

6.12

30-40

7

6

33.3.~ x

290

S.96

30-40

7

6

4x43/e

330

6.75

30-40

7

4 x 41~e

363

6.70

30-40

7

1-5-3-6-2-4

2 xl~(2) 2~ xl~6

2 xl~/~

5

s

.014

1-5-3-6-2-4

(2) 2~ xI~6

5

s

.014

.016~)

1,5-3-6-2.4

(2)2~ xl~

2~ ~ I~

S

.012

.020

1-5-3-6-2-4

(2) 2~ xl~

2~ X13~4

5

s

,014

.016~(Given in quarts ~ add approximately qt. for hose,s)

~0 lo 1o 1017 17 17 17

550 SSS 555 565

1-S-3-6-2-4

(2) 2~ xl~e

2~x~

1-5-3-6-2-4

2~ x1~4(4) 2~ xl~2%2~ x~

1-5-3-6-2-4

2~ x12~

(4) 2% x1~62~ x22% xlt~

2 x~

1-5-3-6-2-4

2% x1~4(4) 2~ xl~2% x2~

2 x~

1-5-3-6-2-4

2~ xl~(4) 2% xl~e2~ ~2

5

s

.012.017

.020.020

13

IT 31

565 800

.017

.020

13

31

800

.017

.020

13

33

800

,017

.020

13

33

800

*Dimensions and data shown are for StanCard Industrial Engines.~*Note: Other all pressures are available, based on customer specifications.~**Oil pressure with all pressur~ relief valve sp~ing number TOELC)O230 on engfnes bu?ft after December 1971. Previou~

to that, oil pressure relief valve spring F4OOLO0223 was used with 20-30-~: pressure.

6

4~/~ x4S/~

371

5.96

40-50

7

1-S-3-6-2-4

2~ x(4) 2~ 2~ x~62~ x2

.017

.022

16

2G

36

945

6

4~~ ~ 4427

5.76

40-50

7

1-5-3-6-2-4

2~ x 1~

21~2 x1

.017

.022

16

20

36

950

ZC::


INFORMATION FOR ORDERING PARTS

When ordering parts, refer to the engine name plate attached to side of the cylinder block, which liststhe model and serial number. In most cases a specification number is listed. This data is of vital impor-tance in obtaining the correct parts : always include this information on your parts order.

Figure 9 w Nameplate


SECTION 1GENERAL INFORMATION

L-Head engines have inherent design advan-tages which result in a more simple engine of lowerheight, weight and cost. All valves, cams, valvelifters and all other moving parts are a part of thecylinder block assembly.

The cross-section of an L-Head engine resem-bles the letter "L" written upside down and en-gines with this type of combustion chamber arealso called side-valve engines.

Intake and exhaust valves are located in the sidepocket and both are directly operated through tap-pets from a single camshaft. This provides a sire-ple and heavy duty valve gear, since there is nodeflection. Figure 10 ~ L-head design

CONTINENTAL L-HEAD ENGINES

Continental has eight basic four-cylinder andten six-cylinder L-Head type engines, ranging insize from 56 to 427 cubic inch displacement.

The combustion chamber design has been tai-lored for the required turbulence, charge flow andburning characteristics to provide dependable andeconomical heavy duty service.Some of the principal design features are:1. Individual Porting -- of the intake manifoldwhereby each cylinder is fed with the fuel-airmixture individually and not influenced by othercylinders of the engine.

This is accomplished by casting the cylinderblock with individual intake valve passages foreach cylinder and connecting these passages to anintake manifold which also has individualized pas-sages for each cylinder.

This equal distribution results in maximumpower, smooth operation, easy starting and longerengine life.

Figure 1 1 ~ Individual Parting


2. Directional Cooling -- is accomplished by regu-lating the course of the cool water from the waterpump so it first comes in contact with exhaust valveseats and then to other points as indicated by theirrelative temperatures.

This feature promotes unif~m cooling through-out the system, prevents hot-spots and prolongsvalve life.

This coupled with the by-pass and thermostatincluded in tl~e engine assembly, insures rapidwarm-up and even temperature distribution.

3. Full Length Water Jackets- completely sur-round all cylinder bores the full length of the pistontravel.

This insures uniform cooling with minimum boredistortion- which results in lower oil consump-tion ; less blow-by and minimum tendency to sludge.

Figure 12 ~ Directional Cooling in Block

4. Removable Tappets-- The large, barrel shaped,pressure lubricated tappets are so designed that byremoving the adjusting screw--the main bodycan be lifted out and replaced from above throughthe valve chamber. This eliminates the costly serv-ice operation of dropping the oil pan and pullingthe camshaft. Locking of the adjustment is bothsimple and effective.

Figure 13 ~ Full Length Water Jackets

5. Choice of Fuels -- Gasoline - LPG - Natural Gas- Fuel Oil -- Cont:inental L-Head engines have beentailored for heavy-duty operation using gasoline -LPG - natural ga~s - fuel oil fuels.

Figure 14 ~ Removable Tappets


More than conventional number o[ studs toprevent gasket failures, distortion ol:bores and valve seats

Cylinder head

Chr,

I:ull length water

Piston ~

Heavily ribbed alloy cast iron

Full pressure lubrication to all main, connect-;ng rod and cam bearings, as weJl as tappetsand timing gears

Spurt hole ~or I~brication of thrustotcylinder walls, piston pins, and coolingol: piston head

Drop forged, counterwe~ghted crankshaft;

Alloy steel heat treated connecting rodand main beating bolts and nuts

Dipstick-

~loet-o Screen

piston pins

inserts

Exhaust valves

guides

/abe springs

Positive Roto exhaust valves

removable without pullingcamsha~:

"Main and connecting rod bearings

Crankcase ventilation

Submerged gear b/pe oil pumpdriven off camshaft

Figure 15 ~Cross Section of aTypical Continental "L" Head Engine


SECTION IILUBRICATION

ENGINE LUBRICATION SYSTEM

Continental L-Head engines have full pressurelubrication to all main, connecting rod and cam-shaft bearings as well as tappets and timing gears.

To insure piston pin lubrication and prevent pis-ton scuffing during the warm-up period in cold

weather--the large end of the connecting rodshave drilled spurt holes pointing toward the thrustside of the pistons. These line up with the oil holein the crank pin so that once each revolution, oil issprayed on the cylinder wall for lubrication.*

CRANKSHAFT

Figure 16 ~ Oiling Diagram

NOTE: On some recent models, the connecting rod spurt holes have been plugged or eliminated.This does not in any way effect the lubrication of the engine.


Figure 17--Connecting Rod Spurt Hole(see note on page 11)

OIL PUMPOn all engines except the N-series, a large ca-

pacity, submerged, gear type oil pump is drivenoff the camshaft and protected by a large screeninlet; on the N-series the oil pump is mounted onthe rear end plate.

An adjustable by-pass valve maintains suitableoil pressure from idle to maximum speed automat-ically.

Refer to pages 5 and 6 for complete oil pressurefigures.

A by-pass type oil filter is normally provided toremove dirt and foreign elements from the oil, apercentage of which.is passed through the filterdming the operating period. The removal of grit,sludge and foreign particles causes filter elementsto clog and become ineffective unless they arenormally replaced every 150 hours.

OIL CHANGE FREQUENCYEngine oil does not "wear out". However, the

lubricating oil in internal-combustion engines be-comes contaminated from the by-products of com-bustion: dirt, water, unburned fuel entering thecrankcase, and the detergents holding the carbonparticles in suspension in the crankcase.

CAUTION: If the oil pressure is erratic orfalls below these limits, stop the engine IM-MEDIATELY ~.~d find the cause of the trouble.Refer to trouble shooting section for this in-formation.

Figure 19 ~ Oil Filter

The schedule for changing oil is directly de-pendent upon the operational environment: anextremely clean operation could go 150 hours whilea dirty operation (foundry or cement factory)could be 50 hours or less.

RUNNING-IN NEW ORRECONDITIONED ENGINES

No ~pecial oil is required -- use the oil recom-mended for the ambient temperature. (See charton page 14.)

Figure 18~0il Pump*Other pressures are available, based on customer

specifications.


DO NOT FLUSH CRANKCASE WITH KEROSENESome operal:ors un~visely put kerosene in the

crankcase after draining the engine oil, then turnthe engine over with the starter--in the beliefthey are doing a better job of crankcase cleaning.

In doing this, kerosene is circulated through theoil pump, the main oil header and the branchesleading into the engine bearings -- thereby wash-ing away the protective oil film. In addition, someof the kerosene will be trapped and remain to thinout the new oil, reducing its lubricating qualities.

Do not put kerosene into the crankcase. The bestmethod is to drain the oil when the engine is thor-oughly heated .-- which will carry off most of thesediment.

AIR CLEANERAll engines, when operating, consume several

thousand cubic feet of air per hour. Since dustyair is full of abrasive matter, the engine will soonwear excessively if the air cleaner does not removethe dust before entering the cylinders.

Two basic types of air cleaners are normallyused -- the oil bath type and the dry replaceableelement type.

INLET

Figure 20--Sectional View of Oil Bath Air CleanerO~?era~ing condRions determine the air cleaner

serwce periods. ~n etreme]~ dusty operations,this may be once or twice daily. In dust protected

areas, the air cleaner should be serviced whenchanging oil.

As the dirt is strained from the air flowingthrough the cleaner, it thickens the oil in the cupand raises the level. If the level is too high, agita-tion of the oil on the screen is affected and grittyoil is carried over into the air stream, through thecarburetor and into the engine cylinders. Thiswould actually introduce a grinding compound withresulting very rapid wear.

Figure 21- Dry Replaceable Element TypeAir Cleaner

By actu~! measurement, the amount of dustshown below, when admitted in the volume shownevery hour, will completely ruin an engine in aneight hour day.

Figure 22Proper servicing means Cleaning Thoroughly

and Refilling with New Engine Oil, and Maintain-ing Air-Tight Connections between the air cleanerand intake manifold so that All Air Entering TheEngine Is Filtered.


LUBRICATION RECOMMENDATIONS

Motor oils used for internal-combustion enginelubrication perform many useful functions including:Dissipating heat, sealing piston rings, preventingmetal-to-metal contact wear and reducing power lossthrough friction.

The lubricating oil recommendation is based uponengine design, type of service, and the atmospherictemperature prevailing. High quality oils are re-quired to assure maximum performance, long enginelife, and minimum cost of operation.

L-Head gasoline engines operate in a wide rangeof service conditions and seasonal temperatures, soour recommendations are given for various types Ofservice and ambient temperatures.

NEW API SERVICE DESIGNATIONS

API has adopted a new Engine Oil Performanceand Engine Service Classification System. We re-commend using the two oils described below for allL-Head engine applications (Gasoline - LPG - NaturalGas).

The new API designations are explained as follows:

SD - SERVICE CLASS D

Service typical of industrial gasoline enginesoperating under engine manufacturers warranties.Oils designed for this service provide more pro-tection from high and low temperature enginedeposits, wear, rust and corrosion in gasolineengines than oils which are satisfactory for APIService Classification SC* is recommended.

SE - SERVICE CLASS E

Service typical of industrial gasoline enginesoperating under engine manufacturers warranties.Oils designed for this service provide more pro-tection against oil oxidation, high temperatureengine deposits, rust and corrosion in gasolineengines than oils which are satisfactory for APIEngine Service Classifications SD or SC* and maybe used when either of these classifications is re-commended.

Former New

MS SD

Oil Type

High Detergent - Exceedsengine manufacturerwarranty requirements.

MS SE High Detergent - Exceedsengine manufacturerwarranty requirements.

S.A.E. OIL BODY GRADES

The oil body grades available from the lightest(SAE 5W) to the heaviest (SAE 40)

30 I 40

Multi-Grade Oils such as SAE 5W-20 and SAE 10W-30 have the starting grade characteristics of thelighter oil and after it warms up it has the runningcharacteristic of the heavier grade.

The following SAE grades are general recommen-dations for Continental L-Head engines during changingseasonal atmospheric temperatures:

SEVEREENGINE WINTERSERIES BELOW OF.

N SAE 5W-20

Y SAE 5W-20

F SAE 5W-20

M sAE 5W-20

B SAE 5W-20

NORMALWINTER

0o . 32~F.

lOW

lOW

10W

20W

20W

SPRING.FALL32 . 75OF.

SAE 20W

SAE 20W

SAE 20W

SAE 30

SAE 30

SUMMERABOVE 75F. i

SAE 30

SAE 30

SAE 3O

SAE 40SAE 40

The Multi-Grade oil used should cover the singlegrade recommendation for the atmospheric tempera-ture involved, e.g. SAE 10W-30 covers SAE-10W,SAE-20W, SAE 20 and SAE 30.

Generators, Starters, Distributors-Add 3-5 dropsof engine oil to the generator and starter oil cupsevery 50 hours and to the distributor every 250 hours.

AIR COMPRESSORS (ENGINE MOUNTED) normallyare engine lubricated. However, if lubricated sepa-rately from the engine, use the same type and gradeas used in the engine.

* SC mild detergent oil, formerly MM.


Clutches -- Use a high temperature bearinggrease. Do not. over-lubricate.

Conventional Transmissions -- For the greatestefficiency over the life of the transmission, use ahigh quality straight mineral oil. The oil shouldbe changed sea:sonally.

Use the following proper grades :

ClarkFullerTwin DiscWarner

SUMMERSAE 90SAE 140SAE 4OSAE .140

WINTER

SAE 90SAE 90SAE 40SAE 90

Torque Converters and Hydraulic or AutomaticTransmissions---These units employ a fluid me-dium to transmit power which must be very stable

to resist formation of harmful deposits or changein body in use. The correct fluid must be selectedto obtain maximum efficiency of the transmission.All fluids should be changed seasonally.

Type "A" Automatic Transmission fluid is mostwidely used. There are many widely distributedbrands of this type.

For some models of Twin Disc Clutch Companystorque converters, a Special Fluid having a viscos-ity of 35 Saybolt seconds @ 100 F. is, required --other models use SAE 10W engine oil. The Speciallow viscosity fluid may be obtained from Twin DiscClutch Company Dealers. To satisfy the SAE 10Wrequirement, we recommend the use of MS typeoils.

Allison Division torque converters and Torqma-tic transmissions require a type C fluid.

Figure 22AF600 Engine with a Hydraulic Coupling


TRANSMISSION AND CONVERTER LUBRICATION RECOMMENDATIONS

The following grades are generally recommended for hydraulic torque converters and transmissionsfor Summer and Winter operation:

MANUFACTURER

Continental Motors Corp.Co-Matic DriveFluid Coupling HC15

Clark Equipment Co.Torcon (converter only)Torcon Converter and Transmission

Fuller Mfg. Co.Torque Converter

Borg-WarnerBorg & Beck & Long Mfg. Co.

All converters and hydraulictransmissions

Allison DivisionTorque Converters andTorqmatic Transmissions

SUMMER

Type AType A

SAE 10WType A

SAE 10W

Type A

WINTER

Type AType A

Fluid MediumexceptTwo speed transmissionand converter transmission combinations(Models T-DRR-FT-IT) Type A Type A

Reverse TransmissionsModels RR-CRR-ICRR SAE 40 SAE 20

NOTE: For all Grease applications on the above units a good high temperature grease should be used.

Type C Type C

Twin Disc Clutch Co.Hydraulic Reverse GearsCoupling or Power Take-off SAE 10W SAE 10WHydraulic Converter TransmissionsInput shaft & impeller bearings (C, FC) Same as Engine

Special Twin-Disc Fluid

Type A

Type A (below F.)

Type A (below 10 F.)Type A


SECTION IIIOPERATING INSTRUCTIONS

The person operating the engine naturally as-sumes responsibility for its care while it is beingoperated. This is a very important responsibilitysince the care and attention given the engine goesa long way in determining how long a period it willoperate satisfactorily before having to be shutdown for repairs.

The operating and preventive maintenance in-structions for the L-Head type engines are simpleand should be followed without deviation.

The entire aim in setting forth these instruc-tions is to give you the benefit of the knowledgeand experience gained over a long period of col-laboration between Engineering Research andField Service.

PREPARATION OF NEW ENGINEFOR OPERATION

Before placin~ a new engine in operation, it mustbe thoroughly inspected for external damage andparticular attention paid to the following items:

1. Inspect Engine Hold Down Bolts -- To makecertain that they are firmly set.

2. Manifold Heat Valve Setting -- The "F"series of industrial engines have an adjustablesector on the exhaust manifold which can pro-vide added hex~ on the intake manifold for lightoperations with excessive idling.

~" POSITION

Normal Operation

1/2 "01~1" POSITION

Low Speed- Light Load OperationFigure 23- Heat Valve Setting

NORMAL OPERATIONSet the sector on "OFF" position for warm

weather operation, as there is enough heat onthe intake manifold to properly vaporize the fuel.

CAUTION: Adding more heat willreduce the power.

LOW SPEED - LIGHT LOAD OPERATIONSS6t the sector at 1/~ to 1/2 "ON" position - or

minimum position for good idling.This setting provides added heat from the

exhaust manifold to circulate around a sectionof the intake manifold and assist vaporization.

This setting results in some power loss - butwill provide good idling and low speed operationwith normal fuel - air ratio.

COLD WEATHER OPERATIONSet the sector to "FULL ON" position.

CAUTION: Tighten sector nut in correct position-

so it will not loosen in operation.

3. Open Fuel Tank Shut Off Valve--By turn-ing handle counter-clockwise us far as it will go.

Figure 24- Fuel Shut-off Valve

4. Close water drain cock -- in lower radiatorconnection, also on the side of the block. (In somecases, this may be a pipe plug.)

Figure 25 ~ Water Drain Cock


5. Fill Crankcase with oil shown in chart onpage 14.

8. Engine Accessories -- see that all points re-quiring lubrication are Drol~erly supplied.

Figure 27

6. Fill Radiator with Clean Water -- duringfreezing weather, use a sufficient amount of anti-freeze to protect the system for the lowest antic-ipated temperature -- refer to Section V.

Figure 28

7. FILL GASOLINE TANK FULL m All newengines are shipped with a treated tank whichshould be completely diluted with a full tank ofgasoline to eliminate any tendency to dog.

Be sure that the container used for filling isclean and free from dirt. Replace cap securely.

Figure 30

9. Electrical Connections -- check storage bat-tery terminals and all electrical connections. Checkeach spark plug wire for tightness.

Figure 31

10. RADIATOR COOLANT CAPSULE -- Theradiator coolant capsule, which comes with theengine, is a water conditi.oner and anti rust inhib-itor to protect the cooling system. Remove cello-phane wrapper before using.

STARTING THE ENGINENormally check daily preventive maintenance

schedule before starting. -- (See Section IV).1. Safety Control Switch -- (If supplied)

Turn Manual control knob with arrow pointingtoward "on" position. When oil pressure builds upto normal, control knob will automatically releaseand arrow will point to "run" position.

Figure 29 Figure 32 m Safety Switch


2. Disengage Power Take-Off -- (if equipped)Starting engine under load throws overload onstarter and battery.

Figure 33 ~ Power Take-off

3. Open throttle Control about 1/3 open4. Turn on Ignition Switch5. Pull Out Choke (if manually operated)

But avoid flooding the engine. Operate the enginewithout choking as soon after starting as possible.

6. Push Starter Button InKeep on until engine starts ; but not longer than 15seconds at a time.

8. Check Oil Pressure

MODEL OIL PRESSURE

N SeriesF Series(with F400L00223 oilpressure relief spring)F Series(with 10EL00230 oilpressure relief spring)Y-M SeriesB Series

30-40~

3o-40#40-50#

~Refer to pages 5 & 6 for additional oil pressureinformation.

Figure 35- Oil Pressure Chart(Other pressures available for special Applications)9. Check Water Temperature

Figure 36 w Water Temperature Gauge10. Check ignition timing

CAUTION:After starting new engine- run it at izllefor 5 minutes, then stop engine and recheckoil level in crankcase- then bring oil levelto high mark on dipstick.

Figure 34--Instrument Panel

7. Warm-up Before Applying LoadIdle the engine about 700 R.P.M. for a few minutesto circulate and warm oil -- then increase the speedto approximately half throttle until the enginewater reaches 10/) F. This procedure will prolongthe engine life.

IMPORTANT!Breaking in a new or rebuilt engine--forpeak performance and economical operation,~ne ]o~towmg adjustments should be made atend of first 50 hrs. operatzon.

1) Torque down cylinder head studs tospecifications.

2) Adjust valve tappets to specifiedclearances.

3) Adjust idle mixture and idle speedto 400-600 R.P.M.


SPEED CONTROLThe throttle control is used to close the carbure-

tor butterfly valve to limit engine speed belowgoverned speed.

Engines are provided with a mechanical orvelocity governor set to maintain the load andspeed specified when the engine is ordered. If in-dividual requirements necessitate a change ofgoverned speed -- reset governor as outlined under

"Governor adjustment", but do not exceed manu-facturers recommended maximum speed, since thishas been worked out with the end product require-ments in mind.

When extended periods occur between the ap-plications of load, it is recommended that the en-gine be throttled down to minimum idling speed or,if the intervals are unusually long, that it be shutdown.

Figure 37 ~ Throttle Lever(This may vary with the application.)

STOPPING1. Disengage Power Take-Off2. Reduce engine Speed to Idle -- If hot, run

engine at idle (400-600) for several minutes to cool.

THE ENGINE3. Turn Off Ignition Switch -- if engine con-

tinues to run due to high combustion chambertemperatures, either continue idling to furthercool or shut off fuel supply.

CAUTION:NEVER PULL OUT CHOKE WHEN STOP-PING ENGINE -- BECAUSE RAW GAS-OLINE WILL WASH LUBRICANT FROMCYLINDER WALLS.

Figure 37A ~ Hand Throttle Control


10 OPERATING1. Oil Pressure -- should be up to recom-

mended pressure at operating speed and over7 pounds at idle (400-600 R.P.M.)2. Ammeter -- should register "Charging"

at all times engine is running. (A voltage reg-ulator, if used, may limit it to a very lowreading).

3. Water temperature -- Normal operation178 to 205 F. A pressure cap determineshigher temperatures. Overheating is detect-ed by loss of coolant. "Frequent Readings ofGauge should become a Habit."

4. Muffler Restriction -- should not exceed20" water or 1!/.2" Mercury. Inspect mufflersperiodically for restrictions to prevent burnedvalves.

5. Clean and Service Air Cleaner -- as rec-ommended to maintain its efficiency. Therapidity that dirt collects in the oil cup in-dicates how often the air cleaner should beserviced.

6. When engine is Over-Heated -- do notadd water -- allow engine to cool so as to pre-vent cracking the cylinder head.

PRECAUTIONS7. Engine Load Indication -- a manifold

vacuum of 6 inches of Mercury indicatesthe recommended maximum continuous fullload operation and a vacuum of 18-20 inches ofMercury indicates normal idling vacuum. Be-tween full load and idling, vacuum gauge read-ings may be used to approximate the per-cent. Any reading below 6" HG indicatesengine is overloaded for continuous duty.

8. Avoid Cold-Sludge Condensation- byprotecting unit to maintain crank case tem-perature over 135 F.

9. Idling engine -- slow engine down tolow idle (600 RPM) for about 5 minutes aftereach operating period before stopping. Toorapid cooling down may cause distortion. Donot run at low idle for prolonged periods.

10. Follow Preventive Maintenance Sched-ules Recommended -- This will avoid troubleswhich might cause expensive breakdowns andmaintain your engine for dependable andeconomical operation.

COLD WEATHER OPERATIONThe oil used during cold weather should have a

cold test below the lowest anticipated temperaturesthat will be encountered during its use. The newmultigrade lubricating oils 5W-20 and 10W-30 areideal for cold starting with its reduced initial draguntil warmed up, when it assumes the character-istics of the heavier oil.

Sludge forma{ion at low temperatures is a closesecond to dirt in causing engine damage and wear.This is formed by the piston combustion gasesmixing with the fine oil mist in the crankcase andcondensing on a cold surface. This condensationforms both a sui!phuric and sulphurous acid whichcombines with the oil to become a highly injurioussludge. This dew point is about 135 F. -- whencrankcase temperatures are higher, the contam-inated gases remain in gaseous form and the engineoperates clean as long as breather system is keptclean -- howeve:t" temperatures below this will re-sult in injurious sludge formation. It is vitally im-portant therefore to maintain oil and crankcasetemperatures above 135 F., as shown on the fol-lowing chart :

REACTION WITHIN ENGINE CRANKCASE TOTEMPERATURES DURING OPERATION

CLEAN ENGINEOPERAT I O N

SLUDG I N G..,:ETCHING OF PARTSRI NG AND VALVESTICKING ANDBURNING OF5ATION BEARINGS.SLUDGE ANDFREEZING OFOILS NOW SCREENS ANDPUMPS RESULTI NGAN D ~N BURNED BEAR-INGS AND STRIP-

I C E PED PUMP GEARS.

Figure 38


When sludging conditions prevail, the oil shouldbe examined daily and changed as it may freeze,or clog the inlet strainer and cause bearing failures.

High Altitude Operation -- High Altitude opera-tion reduces the power output approximately 31/~2 %for every 1000 feet of altitude above sea level.

High Temperature Operation for every 10 above60 F. carburetor air temperature -- a power lossof 1% results.

PREPARATION OF ENGINE FORSEASONAL STORAGE

CAUTIONBefore starting the processing, engine must be cooled down to the surround-ing temperature, since oil will adhere much better to cold metal surfaces.

1. Drain Oil from Oil Pan--and replacedrain plug.

2. Refill Oil Pan -- with high gradeSAE 30 or 40 engine oil to 1/.2 its normalcapacity.

3. Start up Engine--and run at above600 R.P.M. for 2 minutes to complete oildistribution on all surfaces -- Do Not RunLonger Than 2 Minutes.

4. Stop Engine--Rembve all Spark Plugs.

5. Pour 3 Ounces of SAE 30 or 40 En-gine Oil -- into each Spark Plug Hole.

6. With Ignition Cut Off-- Crank enginewith Starter -- for at least a dozen revolu-tions to distribute this oil over the cylinderwalls and valve mechanism.

7. Drain Oil from Pan and ReassemblePlug.

8. Drain Cooling System and Close DrainCocks.

9. Drain All Gasoline--from tank, linesand carburetor bowl.

10. Replace All Spark Plugs.

11. Seal Air Cleaner Inlet m exhaust out-let- Crankcase Breather Tube-- withweather proof masking tape.

12. Check Oil Filler Cap--Gas Tank Capand Radiator Cap to make certain they aresecurely in place.

Note: If Mil-L21260 No. 30 oil is available, substitute in Steps 2 and 5 above.

SHORT TERM(Instructions below should be adhered toevery 90 days on outside storage and every6 months on inside storage.)If the shut down period is to be over 30 daysduration, the following instructions should beadhered to :1. Stop engine, remove spark pIugs.2. Pour 3 ounces clean engine oil in eachspark plug hole.3. With ignition cut off, crank engine withstarter at least a dozen revolutions to dis-

STORAGEtribute this oil over the cylinder walls andvalve mechanism.4. Replace all spark plugs.5. Remove drain plug from carburetor bowl,and drain gasoline.6. Replace drain plugs.CAUTION: Gasoline evaporates if left incarburetor for long periods. This evaporationof gasoline will leave a gum and varnish coat-ing over jets and moving parts ; when engineis started up again, you may have floodingor poor operation from carburetor.


SECTION IVPREVENTIVE MAINTENANCE

In order to obtain maximum efficiency from yourgasoline engine, a definite maintenance programshould be set-up and followed. Haphazard main-tenance will only lead to faulty engine performanceand shorten engine life.

All moving parts in the engine are subject towear; however, wear can be retarded by carefuloperation and a planned maintenance program.

In general, gasoline engine operation demandscareful attention to the cleanliness of air, fuel andoil and maintaining operating temperatures of180-200 F.

The following pages, covering DAILY, 50-250and 500 hour maintenance, have been worked outwith our field service division as "Minimum Re-quirements" to keep your engine in dependableoperating condition.

DALLYPREVENTIVE MAINTENANCE SCHEDULE

1. OVERALL VISUAL INSPECTION OF ENGINELook for evidence of fluid leaks on floor, cylin-

der head and block, indicating loose fuel, oil orwater connections -- tighten if found.

Figure 39--Check for Possible Leakage

2. CHECK OIL LEVEL OF ENGINEThe dipstick indicates the high and low oil level

in the crankcase~make allowance for additional~ildrainage back into oil pan if engine has not beenstopped 15 minutes. The most efficient oil level isbetween the two dipstick levels.

Figure 40 ~Check Oil Level of Engine

Do not add oil until oil level approaches thelow mark- then add only enough to bringit to high level ~ NEVER above.Do not operate the engine with oil below lowlevel mark.

P~ge 24 CONTINENTAL L-HEAD ENGINE MANUAL

3. CHECK RADIATORFill radiator with clean water or anti-freeze to

normal level maintained due to expansion whenheated. Visually inspect fan and belt for conditionand adjustment.

Figure 41

4. FILL FUEL TANKShould be done at end of days operation to

prevent condensation forming in tank. Clean fillercap and area around spout before filling to prevententrance of dust into fuel system.

Figure 42

5. CHECK AIR CLEANER

011 Bath Air CleanerInspect daily or more often in extremely dusty

conditions. Change oil and clean cup when oil be-comes thick or 1/, inch of dirt collects in bottom ofcup. Always refill cu~) to exact oil level as indicatedon the cup. Use SAE 20 oil in summer and SAE 10oil or lighter in winter. Inspect all hoses, clampsand connections between air cleaner and engine.Tighten loose clamps and replace damaged hosespromptly.

Dry Type Air CleanerUnder normal conditions, dry-type filters should

be serviced every 50 hours of operation. Extreme

Figure 43--Oil Bath Figure 43-A u Dry-TypeAir Cleaner Air Cleaner

conditions will require daily cleaning. Cartridgecan be cleaned best by blowing compressed air frominside out. Do not apply air closer than 2 inchesand dont use more than 50 pounds pressure. Donot damage gasket surface or bend outer screen.Cleaning can only be done a few times as the ele-ment will finally clog and restrict air f~ow. Thecartridge must then be repl~tced.

6. CHECK OIL PRESSURE*Note oil pressure gauge which should indicate

the following pressure range at full throttle and aminimum of 7 pounds pressure at idling speed(400-600 R.P.M.)

MODEL OIL PRESSURE

N SeriesF Series(with F400L00223 oilpressure relief spring)F Series(wi~h 10EL00230 oilpressure relief spring)Y-M SeriesB Series

30-40~

30-402240-50~

*Refer to pages 5 & 6 for additional oil pressureinformation.

Figure 44--Operating Oil Pressures

*Standard Engines: on some special customerspecifications, this may change.


7. NOTE ANY UNUSUAL NOISEOperators familiar with daily engine operation

soon become alert to any noise not normally pres-ent. This is very valuable in correcting defects inthe early stages and preventing expensive repairsor delays.

I. REPEAT DALLY OPERATIONS OUTLINEDFollow previous instructions.

2. CHANGE CRANKCASE OILEngine life is dependent upon clean oil being

circulated to all moving parts; therefore, the fre-quency of oil changes and oil filter replacement isvery important and should be made at regular,scheduled periods.

The schedui!e for changing oil is directly de-pendent upon the operational environment: an ex-tremely clean operation could go 150 hours whilea dirty operx!ion (foundry or cement factory)could be 50 hours or less.

Replace the oil filter element every 150 hoursunless extremely unfavorable operating conditionsindicate that filter replacements should be madeat every oil change period.

Thoroughly clean the filter, cover and sealingsurfaces, before replacing new element and gasket.

CHECK FAN BELT TENSIONInspect wear con-

"~~ dition of fan belt;note alignment andcheck belt tensionwhich should allownot over ~" deflec-tion on long span onnarrow belts. (Onwide belts the de-flection should bebetween ~/_r"-l". )

Figure 47--Fan Belt Tension5. CHECK BATTERY

Check specific gravity of each cell -- whichshould be at least 1.250. Add distilled water, if re-quired, to raise level ~/8" above the separators.

Particular attention should be given batteryduring cold weather. The cranking power of a fullycharged battery @ 80 F. is reduced 60% @ 0 F.-- yet the power required to crank the engine is2~/2 times greater @ 0 F. than @ 80 F.

3. SERVICE AIR CLEANERIf oil-bath air cleaner is used, remove bottom

half of air cleaner-- clean thoroughly and fill withengine oil to oil level mark on cup, avoid overfill-ing. Replace cup and check all connections to man-ifold. Be sure that no unfiltered air can enter theengine intake ~.anifold.

If a dry type air cleaner is used, clean elementwith compressed air.

(See Daily Instructionsl

Figure 48 ~ Checking Battery6. LUBRICATE GENERATOR AND STARTER

Apply 3-5 drops of engine oil to each cup on thegenerator and if required on the starter (Manystarters have sealed bearings).

Figure 46 ~ Air Cleaner

Figure 49 ~ Generator Lubrication

Figure S0 ~ Starter Lubrication Point


7. LUBRICATE POWER TAKE OFFUsing grease gun, lubricate the clutch throw-

out bearing and output shaft bearing with ap-proved ball bearing grease.

Operations requiring frequent de-clutchingshould be lubricated daily.

4. CLEAN SPARK PLUGSClean depressions around plugs before remov-

ing them -- then clean and re-set point gap to.025 on standard plugs and .035 on resistor plugs.

Install spark plugs (18mm) and tighten 35 ft. Ibs. torque.

Figure 5!

TORQUE DOWN CYLINDER HEAD TOSPECIFICATIONS IN MANUAL.ADJUST IDLE MIXTURE AND IDLE SPEED TO400-600 R. P. M. REPEAT AGAIN AT THEEND OF 500 HOURS

2e

commercialengine.

REPEAT DALLY AND SO-HOUR SCHEDULESFollow previous instructions.CLEAN EXTERIOR OF ENGINEUse steam if available, otherwise any good

engine cleaner to wash down the

Figure 523. CHECK GOVERNOR CONTROL

Clean and lubricate all governor linkage to in-sure free operation of governor. Free-up any jointsthat may be binding or rods or levers that may betwisted. Check for full throttle opening.

Figure 54

5. CHECK DISTRIBUTORClean distributor cap inside and outside with

solvent without removing wires and blow off withcompressed air -- inspect cap and rotor for cracks.

Examine contact surfaces of points -- replaceif burned or pitted and adjust to .020 gap.

Lubricate distributor cam sparingly.Check distributor clamp bolts and if found

loose -- retiming the engine is necessary.

Figure 55

6. INSPECT IGNITION WIRES AND CONNECTIONSExamine ignition wires for breaks in insula-

tion, chafing and loose connections. Replace ifdefective.

Figure 53

7

Figure 56IF DRY REPLACEABLE ELEMENTAIR CLEANER IS USED, REPLACEELEMENT.


EVERY 500 HOURS

I. REPEAT DAILY u 50 HOUR AND 250 HOURSCHEDULES

2. COOLING SYSTEMClean radiator core by blowing out with com-

pressed air.Inspect radiator mounting.Inspect water pump and connections for leaks.Check fan and accessory drive belts.

4. CARBURETORClean exterior and check mounting to manifold.Adjust carburetor air adjustment for even

running and adjust idle speed to 400-600 R.P.M.minimum.

..Inspect throttle and choke liflkage for freeoperation.

Figure 59 m CarburetorFUEL PUMPClean Filter bowl and screen.Inspect mounting and gasket.Check all connections for leaks.

Figure 573. ADJUST VALVE TAPPET CLEARANCE

Check and adjust intake and exhaust valvetappets to following clearances at idling speed andrunning temperature:

Figure 60reFuel Pump Mounting6. MAGNETO (when equipped)

Spark test with engine operating by checkingfiring with each high tension cable held about1/16" away from spark plug terminal.

Figure 58--Adjusting Valve Tappet Clearance

MODEL INTAKE EXHAUST

F227, F245 .012 .020M330, M363 .017 .020B427 .017 .022

Please check your enginerect setting.

nameplate for the cor-

NOTE: Tappet settlng:~ for previous models are listed on pages

Figure 61Remove end cap and examine carbon brushes

for free-movement and inspect breaker points forwear and gap. Gap should be .015.7. SAFETY AND THERMAL CONTROLS

Inspec*~ control wires and connections.Examine armored capillary tubing on water

temperature element for visual damage that maycause faulty operation.

8. ADJUST IOLE MIXTURES AND IDLE SPEEDTO 400-600 R. P. M.


SECTION VCOOLING SYSTEM

The function of the cooling system is to preventthe temperatures in the combustion chamber,which may reach as high as 4000 F., from damag-ing the engine and at the same time keep the op-crating temperatures within safe limits.

Maintaining the cooling system efficiency is im-portant, as engine temperatures must be broughtup to and maintained within satisfactory range forefficient operation; however, must be kept fromoverheating, in order to prevent damage to valves,pistons and bearings.

CONTINENTAL L-HEADCOOLING SYSTEM

With the exception of some "N" and a few "Y"engine specifications, all .Continental L-Head en-gines have the cooling water force-circulated by awater pump and use a thermostat and by-pass sys-tem to control the temperature range.

Some of the "N" and a few of the "Y" specifica-tions circulate the cooling water using the Thermo-Syphon system -- which requires no water pumpor thermostat -- but circulates the water from theresulting liquid expansion when heated and con-traction during cooling.

The coolant from the water pump is first directedin the block against the exhaust valve seats andinto passages connecting the cylinder head. Thismethod provides the coldest water reaching theparts subjected to the highest temperatures.

The cylinder walls, in turn, are cooled their fulllength by convection currents only, which kee)s

P~DI~TOR FILLER CAPRADIATOR~

THERMOSTATRADIATOR

ENGINE

Figure 62 ~ ThermostatFlow Control

Thermostat Closed, Wa-ter Re-Circulating through

Engine ONLY

Thermostat Open, WaterCirculating through BOTH

Engine and Radiator

Figure 63 ~ Water Pump

the cylinder barrels at a more uniform temperatureand thereby reduces crankcase oil dilution andsludge formation.

Upon leaving the cylinder head, the water entersthe thermostat housing, in which is mounted theby-pass type thermostat, which controls the open-ing to the radiator or heat exchanger. Upon beingdischarged from the thermostat housing, the waterenters the radiator or heat exchanger, dependingupon the application, where it is cooled before re-entry into the engine.

Continental L-Head gasoline engines operatemost efficiently with water temperatures of 180-200 F. and a thermostat and by-pass system isgenerally used to control these temperatures.

The thermostat valve remains closed and onlyallows the water to recirculate within the engineitself until normal operating temperatures arereached. This provides for both rapid and eventemperature increase of all engine parts during thewarm-up period. When desired temperature isreached, the thermostat valve opens and allows thewater to circulate through both the engine andradiator.

IMPORTANTPresent thermostats begin to open at 180 F. and are fully open at 202F. Operation of engines in this temperature range is not harmful. How-ever, temperature gauges are not always exactly accurate and may some-times indicate higher than actual temperature. This can lead operatorsto believe engines are overheating when they are actually operatingnormally.Overheating is always accompanied by loss of coolant water. In case ofdoubt, this should be checked.


~

~ at higher altitudes and the reduced pressurecauses water and other liquids to boil at a lower

~temperature. The following chart shows the

~ effect on boiling point of water and anti-freeze~

~ solution

16, 000

__.. .e n

- I0~ 000

Water has always been the most commonly usedcoolant for internal combustion engines becauseit has excellen~ heat transfer ability and is readily / ~4000obtained everywhere. Like all liquids it expandswhen heated, the rate of expansion being ~ pint ~~0ooper gallon when the ~emperature is raised from40 to 180 F. ~ 0

~220 210 200 190 180 170 160 150

For example: If a 4 gallon cooling system is BOIL~G PO~filled completelF full of water at 40 F, 1 pint will Figure 65 ~ Effect of Altitude on Boilingbe lost through the radiator overflow pipe by the Point of Coolanttime the water temperature reaches 180 F.

WATER FILTERSIn some areas, the chemical content of ~he water

is such, that even the best of rust inhibitors willnot protect the cooling system from the formationof rust and scale.

There are instances where this corrosive ele-ment has eaten holes through cast iron parts suchas water pump impellers and bodies. This condi-tion is caused by electrolysis taking place in theparts involved.

Where these c, onditions exist, water filters, suchas those made by the Perry Co. and the Fram Corp.,should be incorporated in the assembly to removethese troublesome elements and offset the electro-lyric action.

ANTI-FREEZES

Water freezes at 32 F., forms solid ice and ex-pands about 9% in volume -- which causes tre-mendous pressure and serious damage when al-lowed to freeze inside the cooling system.

When operating temperatures are below 32 F.an anti-freeze liquid must be added which willlower the freezing point a safe margin below theanticipated temperature of outside air.

EFFECT OF ALTITUDE ON COOLINGWater boils at: 212 F under atmospheric pres-

s~,re at sea level. This pressure becomes less


OPERATING TEMPERATURE RANGETYPES OF ANTI-FREEZE

PLAIN ALCOHOL -- (evaporates da~ily)

METHYL ALCOHOL COMPOUNDS ...........................................

ETHYLENE GLYCOL(permanent type) -- When ,there are no leaks addwater only to make up for evaporation .........................

32 to 10 F ~-10to-10F

Not Recommended w/180

Not Recommended w/180

1 to4 2to5

--10 to--30 F

Thermostat

Thermostat

ltol

NOTE: While the above list includes threetypes of generally used Anti-Freeze, the Eth-ylene Glycol or Permanent Type will be foundto be the most desirable and likewise themost economical because of the temperaturesdesirable to maintain for efficient operation.

that of the fan circulated air, will serve to keepthe cooling surfaces of the core free of dirt andother particles.

Every 500 hours of operation the radiator andcooling system should be well cleaned and flushedwith clean water. (See Radiator Drain.)

CORROSION INHIBITORSWater forms rust due to its natural tendency

to combine chemically with iron and air in thesystem. Rust inhibitors for water are inexpen-sive, simple to use and make cleaning and flush-ing necessary only after long periods of opera-tion.

The most commonly used is either a 3 % addi-tion of soluble oil or commercial corrosion inhibi-tor that is readily available at low cost. The addi-tion of corrosion inhibitor is not necessary if ananti-freeze containing a rust inhibitor is used.

RADIATORThe radiator or heat exchanger consists of a

series of copper tubes through which the coolingwater is circulated. In standard radiator designfins are connected to the copper tubes to give anextended surface through which heat can be dis-sipated. It is important that these tubes be keptclean on the inside and the fins free of dirt on theoutside so that maximum heat transfer can takeplace in the radiator.

Blowing out between the fins of the radiator,using compressed air, in a direction opposite to

Figure 66 ~ Radiator DrainWherever possible, only soft clean water should

be used in the cooling system. Hard water willcause scale to form in the radiator and the enginewater jackets and cause poor heat transfer. Wherethe use of hard water cannot be avoided an ap-proved water softener can be used.

CLEANING COOLING SYSTEMDeposits of sludge, scale and rust on the cooling

surfaces prevent normal heat transfer from themetal surfaces to the water and in time render the


cooling system ineffective to properly maintainnormal operating temperatures. The appearanceof rust in the radiator or coolant is a warning thatthe corrosion inhibitor has lost its effectivenessand should be cleaned before adding fresh coolant.

Dependable cleaning compounds should be used.Follow the procedure recommended by the sup-plier. This is of prime importance because differ-ent cleaners vary in concentration and chemicalcompositions. After cleaning and flushing, thesystem should be filled with an approved anti-freeze compound containing a rust and corrosioninhibitor or water with a corrosion inhibitor.

REVERSE FLOW FLUSHINGWhenever a cooling system is badly rust-clogged

as indicated by overflow loss or abnormally highoperating temperatures, corrective cleaning by re-verse flow flushing will most effectively removethe heavy deposits of sludge, rust and scale. Thereverse flow flushing should be performed imme-diately after draining the cleaning solution and itis advisable to flush the radiator first, allowing theengine to cool as much as possible.

Reverse flush the radiator, as follows:1. Disconnect the hoses at the engine.2. Put radiator cap on tight.3. Clamp the flushing gun in the lower hose

with a hose clamp.

CLOSED

HOSE

GUN

AIR

Figure 67--Reverse Flushing Radiator

4. Turn on the water and let it fill the radiator.5. Apply air pressure gradually, to avoid radi-

ator damage.6. Shut off the air, again fill the radiator with

water and apply air pressure--repeat until theflushing stream runs out clear.

7. Clean and inspect radiator cap.

To Reverse flush the engine water Jacket1. Remove the thermostat.2. Clamp the flushing gun in the upper hose.3. Partly close the water pump opening to fill

the engine jacket with water before applyingthe air.

4. Follow the same procedure outlined abovefor the radiator by alternately filling the waterjacket with water and blowing it out with air(80# pressure) until the flushing stream is clear.

WATER~ ~ FLUSHING GUN

Figure 68- Reverse Flushing Engine

TESTING THERMOSTATRemove Water Pump Header as shown in illus-

tration. Before testing, clean and examine the bel-lows for rupture or distortion. If the valve canbe pulled or pushed off its seat with only a slighteffort when cold or it does not seat properly, theunit is defective and should be replaced.

The thermostatic operation can be checked inthe following method :

1. Hang thermostat by its frame in a containerof water so that it does not touch the bottom.

2. Heat the water and check temperature witha thermometer.


3. If the valve does not start to open at tem-peratures of 180-200 F. or if it opens well beforethe 180 point is reached the thermostat shouldbe replaced.

THERMOSTATFigure 69--Checking Thermostat

Figure 70 m Replacing Thermostat

RADIATOR PRESSURE CAPMany operations use a pressure cap on the radi-

ator to prevent overflow loss of water duringnormal operation. This spring loaded valve in thecap closes the outlet to the overflow pipe of theradiator and thus seals the system, so that pres-sure developing within the system raises the boil-ing point of the coolant and allows higher tempera-tures without overflow loss from boiling. Mostpressure valves open at 41/2 or 7 pounds, allowingsteam and water to pass out the overflow pipe,however, the. boiling point of the coolant at thispressure is 224F or 230F at sea level. When apressure cap is used an air tight cooling system isnecessary with particular attention to tight con-nections and a~ radiator designed to witl~stand theextra pressure.

When replacing the thermostat in the wateroutlet elbow, be sure seal is in place, and seal seatas well as the counterbore is clean.

Assemble new gasket to pump body or spacer.Thermostat flange must seat in counterbore withgasket sealing contact between it and the pumpbody.

PRESSUI~E CAP SEAL CONTACTGASKETGASKET SEAT

Figure 71 ~


Figure 72 m Fan Belt Adjusting Flange

FAN BELT TENSIONWhen tightening fan belts, loosen the generator

adjusting bolts and pull out on the generator byhand until the belt is just snug. Under no circum-stances should a pry bar be used on the generatorto obtain fan belt tension or damage to the bear-ings will result. Some engines have an adjustablefan pulley flarlge for belt adjustment.

When adjusted correctly the fan belt shouldhave betweer~ :~/4/ to 1" deflection on the longside. (On narrow belts this should not exceed

Figure 73--Adjusting Fan Belt Tension

CYLINDER BLOCK WATER DRAINSWhen the cooling system is to be completely

drained, there are one or two drain plugs on theright hand side of the cylinder block dependingupon engine models, which drain all cooling waterwhich might be trapped in the base of the block.

Figure 74--Water Drain

CAUTION: OVERHEATED ENGINENever pour cold water or cold anti-freeze

into the radiator of an overheated engine.Allow the engine to cool and avoid the dan-ger of cracking the cylinder head or block.Keep engine running while adding water.

WATER PUMPThe water pump is located, in the front of the

cylinder block and is driven by the fan belt fromthe crankshaft pulley. The inlet of the water pumpis connected to the lower radiator connection andthe outlet flow from the pump is through integralpassages cast in the block.

No lubrication of the pump is required except onthe M and B series as the bearings are of thepermanently sealed type and are packed with spe-cial lubricant for the life of the bearing.

The water pump requires no attention otherthan bearing replacement when they show exces-sive looseness or if a water leak develops whichshows a damaged or badly worn seal that needsreplacement.

COOLING SYSTEM PROTECTOR PELLETAll Continental engines are shipped with a cooling

system protector pellet in the water outlet header.The pellet should be allowed to dissolve in the coolingsystem.

This pellet will dissolve in the cooling water withproven results as a rust inhibitor and water condi-tioner. It can be used with all types of anti-freeze.

ENGINE HOUSE VENTILATIONEngines operating inside buildings must be ade-

qua.rely ventilated to supply sufficient air to cool theengine -- provide air to mix with the fuel and inaddition, to carry the heated air from the building.


DRIVE SHA FTOUT IN THISDIRECTION

REMOVING WATER PUMPThe water pump assembly can be removed from

the engine as a unit for service or repair in thefollowing manner:

1. Remove fan by taking out four cap screws.2. Loosen generator so that fan belt can be

slacked off enough to slide over pulley.3. Remove nuts and lockwashers holding the

pump body to the front of the block and removethe pump assembly.

Figure 75--Removing Wafer Pump

DISASSEMBLY OF WATER PUMPWhen replacement of any internal parts becomes

necessary, disassembly must be in the followingsequence in order to prevent damage to the pump.

1. Before removing pump use puller to removefan hub (17) from shaft.

2. Remove cap screws attaching pump to en-gine (20) (21).

Figure 76-- fssembling Water Pump

3. Remove countersunk screws (1) holding"cover (2) removing cover and gasket.

4. Use puller to remove impeller (4) taking pre-cautions to prevent damage to the casting.

5. Remove seal (5) and water shedder (6).6. Remove lock ring (13) holding bearing and

shaft assembly in body after which shaft (8) canbe forced out through the front with an arborpress or lead hammer. DO NOT ATTEMPT TODRIVE WATER PUMP SHAFT (8) OUTTHROUGH REAR OF HOUSING. To do so willdamage the housing beyond repair.

REASSEMBLY AND INSTALLATION1. Reassemble pump, replacing worn or failed

parts and reverse above instructions.Seal contact surface must be smooth and flat.

The bushing should be replaced, if scored or ~ut,but may be refaced and polished for further use,if not excessively worn or grooved.

A light film of lubricant applied to the face ofthe seal will facilitate seating and sealing.

2. Use thick soapsuds on both the seal and shaftwhen assembling in order to prevent damage tothe seal.

3. Mount pump assembly on block using a newhousing gasket.

4. Install fan belt and adjust be~t tension tohave :~/~," to 1" deflection on long side. (On narrowbelts this should not exceed ~,/~".) Pull out thegenerator or alternator by hand, as bearing dam-age will result with a pry bar; in some cases thismay be adjusted by the adjustable fan pulley.


SECTION VIFUEL SYSTEM

The basic purpose of the fuel system is to store,convey, mix fuel with air, then vaporize and intro-duce the mixture into the engine.

Fuel is stored in the gasoline tank; it is filteredand flows through the fuel supply line to the carbu-retor- either by gravity or under pressure of afuel phmp. The carburetor mixes the fuel withproper proportions of air and at the same timebreaks it into very fine spray particles. This atom-ized spray changes to vapor, by absorbing heat asit travels through the intake manifold to the com-bustion chamber. Fuel must be vaporized since itwill not burn well as a liquid.

GRAVITY FUEL SYSTEMThis is the most simple fuel system and is gen-

erally used on power units as it eliminates the needof a fuel pump--it only requires the fuel tanklocated higher than the carburetor.

I~ .METAL EDGETYPE FILTER

Figure 77--Edge Type FilterAll power units with fuel tank have a combina-

tion shut-off valve and an efficient metal edge typefilter. This filter prevents all foreign particles andwater from entering the carburetor.

With reasonable care in filling the tank withclean fuel, this filter will require only seasonalcleaning of both the filter and tank.

CAUTION:IT IS RECOMMENDED THAT THIS VALVEBE KEPT IN THE CLOSED POSITION EX-CEPT WHEN UNIT IS IN OPERATION.

MECHANICAL FUEL PUMPThe Mechanic, al Fuel Pump is generally used

when the fuel supply is below the level of the car-buretor. They are of several models dependentupon the diaphragm diameter and assembly ar-rangement with fuel strainer bowl, air dome andmanual primer.

Figure 78 ~ Fuel PumpThis mechanical fuel pump mounts on the cylin-

der block pad and is driven by an eccentric on theengine camshaft contacting the fuel pump rockerarm.

Constant fuel pressure is maintained by an airdome and a pulsating diaphragm operated and con-trolled by linkage which adjusts itself to pressuredemands.

Fuel Pump Tests -- The fuel pressure may bemeasured by installing the pressure gauge betweenthe fuel pump and carburetor.

The AC fuel pump size and static pressures @1800 R.P.M for the L-Head engines are.

ENGINE DIAPHRAGMMODEL DIAMETER FUEL PRESSURE

NYFMB

2~/2 - 2,2#

3 - 4V2#

MAX.LIFT

When pressures are below the range, pumpshould be disassembled and reconditioned with thespecial overhaul kits available.

Maintenance -- Fuel pump trouble is of only twokinds ~ either the pump is supplying too little gasor, in rare cases, too much.

If the pump is supplying too little gas, the engineeither will not run or it will cough and falter. Iftoo much gas- it will not idle smoothly or youwill see gasoline dripping from the carburetor,

If the engine is getting too little gas -- the trou-ble may be in the pump, fuel line or the gas tank.First, be sure there is gas in the tank, then dis-connect the pump to carburetor line at the pump orcarburetor, and turn the engine over a few timeswith the ignition off. If gas spurts from the pumpor open end of the line--the pump, gasoline andtank are OK.


Figure 79 ~ Checking F~el Pressure

If there is little or no Flow--check the following:1. Look for leaky bowl gasket or line connec-tions -- tighten them.2. Remove and clean with solvent the gasstrainer or screen inside the pump bowl.3. Look for clogged fuel line--Blow out withcompressed air.4. Make sure that all pump cover screws andexternal plugs are tight.5. Inspect flexible fuel line for deterioration,leaks, chafing, kinks or cracks. If none of theseitems restore proper flow--remove the pumpfor replacement or overhaul.If getting too much gas -- an oversupply of gas-

oline is generally caused by trouble other than thefuel pump -- so first check the following :

1. Defective Automatic Choke.2. Excessive use of hand choke.3. Loosely connected fuel line, or loose carbu-retor assembly screws.4. Punctured carburetor float.5. Defective carburetor needle valve.6. Improper carburetor adjustment.If none of these items corrects flooding, remove

the fuel pump for replacement or overhaul.

ELECTRIC FUEL PUMPMany L-Head engines use electric fuel pumps

operated from the storage battery supply. Thepump should be mounted close to the fuel tankso as to provide fuel pressure at all points alongthe fuel line and so eliminate vapor lock.

The electric fuel pump is energized in the igni-tion circuit--which assures quick filling of thecarburetor and fuel lines to effect easy starting.

When fuel pump trouble is suspected, disconnectthe fuel line at the carbmetor and turn on theignition switch. Pump fuel into a small container,then place your finger on the outlet side of the fuelline. If th~ pump stops or ticks very infrequently,the pump and fuel line connections are satisfactory.Remove your finger from the outlet side of the fuel

line and if ample fuel flows--the pump is satis-factory.

If fuel does not flow and all connections are tight,the pump should be replaced or repaired. Alwaysbe sme of a good ground and check for faulty flexi-ble fuel lines and poor electrical connections.

CARBURETORContinental L-Head gasoline engines normally

use various models of Zenith and Marvel-Scheblercarburetors- of both the updraft and downdrafttypes.

The carburetor mixes fuel with air and metersthe mixture into the engine as the power is de-manded. Most carburetors incorporate the follow-ing systems to provide the flexibility and sensitiverequirements of varying loads and conditions:

1 -- Float System -- Controls the level and sup-ply of fuel.2- Idle or Low Speed- Furnishes the propermixture for the engine idle, light load and slowspeeds, until the main metering systemfunctions.3- Main Metering System- Controls the fuelmixture from part throttle operation to wideopen throttle.4 -- Power or Economizer System -- Provides aricher mixture for maximum power and highspeed operation. This system ceases to functionwhen the manifold vacuum is above 6" Hg.5--Compensating System--Provides a mix-ture which decreases in richness as the air speedincreases.6 -- Choke System -- Delivers additional fuel tothe manifold for cold engine starting.

ZENITH CARBURETORThe Zenith 62 Series carburetor shown below

has the following three adjustments:1- Main Adjustment Screw--Determines theamount of fuel which may be obtained for highspeed operations.

Figure 80 ~Zenith 62 Series Carburetor


To set this adjustment, open the throttle toabout 1/~ open. Turn the adjustment clockwise,shutting off the fuel until the engine speed de-creases or begins to miss due to lean mixture.Now open the adjustment until the enginereaches its maximum speed and runs smoothlywithout missing.2- Idle Mixture Adjustment Needle--Controlsthe amount of air admitted to the idling system,which functions only at low speeds.Turning t:he screw clockwise cuts off the air,making the mixture richer--while unscrewingit admits more air making the mixture leaner.The idling adjustment needle should be set forthe smoothest running of the engine; or, if avacuum gauge can be attached to the manifold,set the adj~stment for highest manifold vacuum.3--Idle Speed Adjustment Screw -- controlsthe idling speed -- which should be 400-600R.P.M. for most industrial applications.

Figure 81--Sectional View of a ZenithCarburetor

No. 1. VenturiNo. 2. Main Jet (High Speed)No. 3. Secondary VenturiNo. 4. Main Discharge JetNo. 5. Well VentNo. 6. Idling JetNo. 7. Idle Adjusting NeedleNo. 8. Main Jet Adjustment

A--Main Jet ChannelB -- Idle Channel

MARVEL-SCHEBLER CARBURETOR(Model TSX)

The Model ~:SX carburetor without power ad-justment has the following two adjustments.

Preliminary Adjustments1 -- Set throttle stop screw "A" so that throt-tle disc is open slightly.2 --Make certain that gasoline supply to car-buretor is open.3--Set throttle control lever to 1/~ openposition.

IDLE ADJUSTING,SCREW

THROTTLESTOP

"C" DRAIN

Figure 82 ~MarveI-Schebler TSX Carburetor4 ~ Close choke valve by means of choke con-trol button.5- Start engine and partially release choke.6- After engine is up to operating tempera~ture throughout, see that choke is returned towide open position.

Low Speed or Idle Adjustment1- Set throttle or governor control lever inslow idle position.

THROTTLE BUTTERFLY IDLING AIR ADJUSTMENTMAIN LOAD ADJUSTMENT

VENTURIMAIN

VALVE

NOTE:IT IS BETTER TO HAVE THIS AD-JUSTMENT SLIGHTLY TOO RICHTHAN TOO LEAN.

CARBURETOR CHOKESManually Operated Choke ~ is operated by a

flexible cable control from the instrument panel orrear house panel. While this is the most simple

shown in figure 83. This JIt is very important not to paint over the powdered bronze overflow drain plug is sealed, gas can back uplJhas to remain porous to drain off excess gasoline from over choking. If this pluginto the air cleaner hose and create a fire hazard. I


type, it is most important that the operator havethe choke valve in wide open position when engineoperating temperature is reached.ZENITH ELECTRIC CHOKE CONTROL

Is made as part of the carburetor assembly. Itis directly connected to the choke shaft and auto-matically controls the opening during the entireengine operation.

VACUUM PISTON CHOKE PLATE

.~ I~< ~ ~ ~oL~

VACUUM C~NN~L ~ WHEN SANDWICHTYPE GOVE~OROPENING IS USEDFigure 84--Zenith Electric ~hoke

Manifold vacuum is used to open the choke shaftpartially after the initial firing of the engine, andheat is used on the thermostat spring to control theamount of opening during the warming up period.This heat is provided by an electric element in thethermostat chamber. Fast idling during the warm-up period is also provided by a throttle advancemechanism which is actuated from the choke shaft.

The heating element which is energized whenthe ignition is "on" gradually warms the thermo-stat, decreasing its resistance to the pull of thevacuum piston, which gradually causes the choketo open and moves the throttle advance to thewarm idle position.

All units are initially set with the thermostat 15notches rich for 70 F. ambient temperature. Tem-perature corrections can be made by allowing onenotch on the cover for each 5 degrees variation ~making certain that the choke valve is fully openwhen operating temperatures are reached.

51SSON AUTOMATIC CHOKEUses an electro-magnet and a thermostat to

automatically close the carburetor choke valve forcold starring and regulates its degree of openingas the engine warms.

The unit is mounted on the exhaust manifold anda small rod connects it to the carburetor Chokelever. The electro-magnet is energized by thestarter circuit which pulls an armature lever down,closing the choke valve.

As soon as the engine starts, the electro-magnetcircuit is broken and H~en the thermostat providesautomatic adjusting of the choke valve during thewarming-up period.

The carburetor choke lever should be adjustedso that when the carburetor choke valve is closed

tight, there will be .015" to .020" clearance betweenthe automatic choke lever and the field pole thatserves as a stop. This measurement is taken at "A"and must be made with thermostatic control "B"pushed down as far as it will go.

C~-. ~. B TO STARTER SWITCH

Figure 8$--Sisson Automatic ChokeCAUTION: Do not oil the Sisson automaticchoke under any circumstance.

Carburetor Service- In general any change incarburetor action will usually come gradually,therefore, if the carburetor operated satisfactorilywhen last used, it can reasonably be assumed thatsome other part of the engine is at fault- whichshould be corrected before disturbing thecarburetor.

Dirt is the main enemy of good carburetion asit fills up the minute air and gasoline passages andaccelerates the wear of delicate parts.

Never use a wire to clean out restrictions in jetsas this will destroy the accurate calibrations ofthese parts -- always use compressed air. The jetsare made of brass to prevent rust and corrosionand a wire would cut or ream the hole in the jet andruin it.

Maintaining correct fuel level in the carburetorbowl is important--as the fuel flow through thejets is naturally affected by the amount of fuel inthe bowl.

After a carburetor has been in service for sometime, the holes in the jets and the float valve andseat become worn from the constant flow of fuelthrough them and should be overhauled by a com-petent carburetor service station.

Do not experiment with other size jets or anyso-called fuel-saving gadgets as your arrangementhas been thoroughly tested on a dynamometerprogram.

GOVERNORSThe governor is a device which controls engine

speed- either keeping it operating at a constantspeed or preventing it from exceeding a predeter-mined speed. It promotes engine operation econ-omy and eliminates needless engine failures.

Continental L-Head engines use many types ofvelocity and centrifugal governors -- however themajority use centrifugal (Mechanical) governors.


VELOCITY GOVERNORSVelocity Governors -- are generally used to pre-

vent engine speed from exceeding a predeterminedmaximum. The governor is mounted between thecarburetor .and manifold flanges, in its most simpleform, it consists of a main body, which contains athrottle shaft, a throttle valve and a main governorspring. The main governor spring is attached bylinkage to the governor shaft and the spring forceholds the throttle valve open.

When the engine is started, air flows throughthe carburetor throat and the governor throat.The velocity of the air creates a pressure above thethrottle valve. When this pressure exceeds theforce exerted by the spring, the throttle will movetoward a closed position. The adjusting screwvaries the spring tension.

Figure 87 ~ Governor Linkage

Figure 86 ~ Hoof Velocity GovernorWhen thi:~ closing action of the valve exactly

balances the spring, governing action takes placeand m~ximum speed is fixed at this point.

When load is applied--the engine speed tendsto drop -- the velocity of the gas through the man-ifold and the pressure against the governing valveis reduced and the spring opens the valve to feedmore gasoline to the engine to handle the increasedload demand. Thus an almost constant speed ismaintained whether the engine is runni~g with orwithout load.

CHECKING AND ADJUSTINGGOVERNOR LINKAGE

The following is a step by step procedure to fol-low in checking and adjusting the governorlinkage :

1 -- With the engine stopped and spring tensionabout normal, the governor should hold thethrottle in the open position. The governorto carburetor control rod should be adjustedin length so the throttle stop lever is ~4 to,~ off the stop pin.

2--Make certain that all linkage is free withspring at operating tension disconnect thegoverrtor spring and check movement oflevers and rods.

3--The hinged lever governor eliminates theneed for a spring loaded throttle lever onthe carburetor. As the carburetor lever isforced to idle position by the speed controllever, this in turn pivots the top half ofthe governor arm forward, slowing the en-gine to idle. (See Figure 87.)

CONTINENTAL GOVERNORSThe Continental Governor -- is used on most

industrial units requiring normal industrial speedregulation. These governors differ from conven-tional centrifugal governors mainly in that roundsteel balls are used as the motivating force pro-ducer instead of masses of weight.

When the governor is driven at increasing speedsby the engine through the governor gear, the hard-ened steel, balls, move outward, forcing the conicalupper race, fork base, fork and lever assemblytoward a closed throttle position.

An externally mounted spring imposes tensionon the lever assembly toward the open throttleposition. As the engine speed increases, the centri-fugal force created by the balls will increase untila balanced condition between the governor forceand the spring force exists and the governing leverremains stationary--holding a constant engineR.P.M.

Adjustment- The desired engine speed is ob-tained by increasing or decreasing the governorspring tension.

WARNING.IDisconnect Fan before making Governor adjustments

CONSTANT SPEED GOVERNOR1- Start the engine. While it is warming up,

back out surge adjusting screw "C" (Figure88) s

Continental L Head F 163 Etc Overhaul Manual

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Transcript of Continental L Head F 163 Etc Overhaul Manual