L Series 1770

L-1770

)

AEPB5 Price $5.00

ARROW L-SERIES TWIN CYLINDER

GAS ENGINES Instructions & Parts Book

L-1770-2165

2301 E. INDEPENDENCE/TULSA, OKLAHOMA 74110/PHONE: (918) 583-5711/TELEX 497551 (BOW ARROW TUL) PRINTED JANUARY 1986 ' 1986 ARROW SPECIALTY COMPANY 745-00886

TABLE OF CONTENTS

Page

CUT-AWAY ........................ 1 CROSSHEAD ....................... 39

INTRODUCTION .................... 2 PACKING BOX ASSEMBLY ........... 40

FOUNDATI ON & INSTALLATION ..... 2 COOLING SYSTEM .................. 40

BEFOR E STARTING NEW ENGINE .... 6 RAD IATOR ASSEMBLY .............. 42

STARTING THE ENGINE ............. 7 FAN & HUB ASSEMBLY .............. 44

LUBRICATION ...................... 8 AUXILIARY DRIVE ASSEMBLY ....... 45

AUXILIARY DRIVE .................. 12 AUXILIARY DRIVE .................. 48

CYLINDERS, PISTONS & RINGS ...... 14 CENTRIFUGAL GOVERNOR .......... 50

CYLINDER LUBRICATION ........... 16 AIR CLEANER & C ARBURETOR ...... 51

GAS-AIR INTAKE SYSTEM ........... 18 IMPCO CARBURETOR ............... 52

FUEL INJECTION ................... 19 GAS THROTTLE VALVE ............. 53

IGNI TION & SAFETY CONTROLS ..... 22 MAGNETO & IGNITION .............. 54

CLUTCH ........................... 24 OVERSPEED SAFETY CONTROL ...... 55

COOLING SYSTEM .................. 25 LUBRIC ATOR ...................... 56

STARTING SYSTEM ................. 26 LINCOLN ST. LOUIS LUBRICATOR ... 59

PREVENTIVE MAINTENANCE ........ 27 ELECTRIC STARTER SYSTEM ........ 60

TROUBLESHOOTING ................ 29 AIR STARTER VALVE PIPING ........ 61

DIMENSIONS ....................... 30 OIL COOLER & PIPING COLD STYLE) .. 63

IGN ITION, SAFETY CONTROL & PARTS GROUP OIL LINES .......................... 64

CYLIND ER ASSEMBLY .............. 31 FUEL INJECTION ................... 66

BASE - SECTION THROUGH HYDRAULIC PUM P ASSEMBLY ....... 68 CR ANKSHAFT ...................... 33

OIL RESERVOIR FUEL INJECTION .... 69 BASE- SECTION THROUGH CONNECTING ROD ................. 35 GAS INJECTION VALVE ............. 70

AIR-GAS INTAKE SYSTEM ........... 36 TWIN DISC CLUTCH ................ 72

CONNECTING ROD & CROSSHEAD ... 38 WARRANTY ........................ 74

-~ TULSA, OKLAHOMA

CUT-AWAY VIEW

~ext> TULSA. OKLAHOMA 1

2

INTRODUCTION

The Arrow engine is a low to medium speed, hea y duty, tw in cyli nder, two cycle, hor i zo~ta l type gas engine. The speed range_ 1s 200 to 475 RPM . The two cycle engme c ompletes its work cycle of compression, ignition, power and exhaust in two strokes or one revolution of the crank shaft. The Arrow engines use t wo cyl inders; therefore, there is a power stroke each 180 degrees of crank shaft travel or two power strokes for each revol ution of the crank shaft .

Metallic piston rod packi ng fi tted around each piston rod seals the base from the cy I i nders to prevent combust ion gases gett ing into the crankcase. This also al lows t he back side of the piston to be used as a pump to pul I in on the outward stroke, through the scavenging val ve, a fresh charge of a ir - gas mixture . The inward, or power st roke compresses, to a low pressure, t he fresh charge until the intake ports are uncovered where the mixture flows in and scavenges the cyli nder and fills it with a fresh charge. When fuel injec tion is used, air only is used to scavenge the cylinder , then fuel is injected. This prevents unburned fuel going out the exhaust and resu lts in much better fuel econ omy.

Each Arrow engine has been completely assembled and run in at the fac tory and all adjustments have been made before sh ipping. Do not change adjustments unti I you have read this manual and understand how to make adjustments which may be necessary for the engine to perform best on your load. The engine has deve loped its fu II rated power and speed dur ing tes t at the factory; however, it is st ill new and must not be heavily loaded or run at excessive speeds until it has thoroughly been broken in. A li ttle care here wi ll result in much bet ter servi ce and life.

FOUNDATION AND INSTALLATION

L ocat ion , soil condi t ions, preva i ling winds, housing, exhaust and fuel lines, and other installation details should be carefully considered and planned before beginn ing installat ion . When the eng ine is installed without building, be sure that the engine is set so the preva il ing wi nds, especially in summer, wi ll blow from the clutch side into the radiator, thus aiding cooling.

If the engine is installed in a bui I di ng, ample ventilation must be prov ided. L arge doors should be located on the flywheel side to allow air passed t hrough the rad iator to get outside the bu ilding. Air pa~sec' through the radia tor does not flo stra1gh out but at approximatel y 45 degrees from the center of the radiator, so when doors, windows, or ducts are planned, this shou ld be considered. L arge inlet windows must be provided to gi ve c ross vent ilation . In most cases, in buildi ngs it is desirable to duct the radia tor hea t out of the bu ilding. If ducts are installed, they must be larger in area than the radi ator and made to give the least air res istance.

Foundation and Piping

Use only the f oundation plan furnished for the particu lar eng ine. The concrete block must be as deep as shown on plan, (using approximately 11 yards of concrete), and should the soil be soft, add additional length to insure a sturdy foundat ion. This engine is smooth and will not vibrate when provided with a proper foundation. Vibrat ion is caused by loose bolts, poor grout mg, improper slide rails or insuffi c ient founda-tion.

Suitab le arrangement must be made for exhaust pipe, fuel and air lines. If the engine is set on sl ide rai Is, these lines must be flex ib le to allow movi ng engine. The exhaust pipe must not be bur ied, but placed in a trough and supported so that the we ight is not on the engine mani fold. A slip joint should be used to a llow heat expansion and resulting strain. For engines on sl ide rai Is, this will also a llow for belt adjustment w ithout movi ng silencer. Sheaves on clutch should always be set as close to clutch housi ng as possible. Adjust belt drive snugly, but do not run bel ts too tigh t as t his will cause clutch fai lure.

Engine Set on Slide Rails

Use only heavy cast iron rails properly set lengthwise of the cyli nders.

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I "X 8" FOUNDATION BOLTS _ N

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"-. .!.'x 6' BOLTS 2 ~REDUCING FLANGE , 6 X 13 ~ - --- 48 - -

10 ' - 6" j ...1 FOR GUARD

CONDITIONS .

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8URGESS8MA8 SILENCER WITH SPECIAL FOOT MOUNTING.

SUP JOINT EXPANSION SLEEVE

MEASURE EXHAUST LENBTH ALONG CENTER LINE OF PIPE , FLANGE TO FLANIE . ----...,

- 6" STANDARD PIPE

PIPE SUPPORT

LONG RADIUS ELBOW

!!lliOl . DIM."D" IS 4fe FOR POSITION SHOWN.

(2)_ DI M. "D" IS 6 r WHEN EXHAUST ROTATE D (3). DIM . "X" SAME WHEN SI LEN CER OMI TTED.

90.

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FOUNDATION BOLTS , J I" X 42" LONG.

45' LONG RADIUS EL BOW. USE 9o" LONG RADI US ELBOW WHEN EXHAUST IS ROTATED 90" FROM POSITION SHOWN.

(4). DIM. y MUST NOT BE LESS THAN t OF "X" TO PREVEIH POWER LOSS.

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DI MENSION M O DE L A B c X

-2 165 Hm 1 xt 55 !i 6000 RPM 1770 3.5000 i X~ 55 l2 ~a 3.4990 2165A u.m I X t 57~ i.Q2Q 3.9385 RPM 1770 A H&.g ~X~ !1 7 ~ ~ RPM 21658 Hm I X t 58 i 'J.?.? 17708 UQQ2 ~X~ 57 ~ ~ 3.4990

SUIT SOIL CO NDITIONS

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MODEL D I MENSION A B X

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NOTE- (I). DIM. 'X" SAME WHEN SILENCER OMITTED.

C2l. DIM. 'y' MUST NOT BE LESS THAN ~ Of 'X" TO PREVEN T POWER LOSS .

PI PE

MEASURE E XHAUS T LENGTH ALONG CENTER LINE OF PIPE, FL ANGE TO FLANGE---

. h~ I I_ _ _ 10'- 8~

f--- 8 ' - 1 r _19 REMOVE PISTON _ _ ' I

1 ~- 6 '-of~ CYL, HEAD I I 1-- 598 -~ - I SLIP JOINT RUN ~XPANSION SLEEVE 1 / 1 .,...---...... ' f LYWHEEL + \ GUARD ----!... r B . 61- ' r- -- - - - ,_,__ .:.. + -\ , 2e~ -' IL I ;1, 4;--1

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MAX. IIOVEMENT FROM POSITIOII SHOWN

828254 BRACkET

~A59112 ADJ. SCREW

- DI8742 SLIDE RAIL

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Engine Set on Concrete

L evel up eng ine and grout thorough ly unrler a ll beari ng areas . T ighten foundat ion hCII ts after grout is thorough ly set. Make sure flexib le coup I ing, if used, is properly al igned w ith driven equipment .

Exhaust Piping

Use only 6" standard pipe and use the proper lengt h as shown for th speed at w h ich t he eng ine is to be run. Where a vari able speed is requ ired, use length of pipe r equi red for the norma l speed at which t he engi ne is to be run . 1 ot more t han one 90 degree long radius ('! lb can be used \vith success . G od performan e, pow r and satisfactory operation depend upon the exhaust system b ing properl y designed nd insta lled.

The exhaust pipe should be cleaned at inter-va ls to r emove carbon accumulation as sometimes carbon will bui ld up so tha t performance is ser iously affected.

Exhaust Silencer

Use on ly st andard commercial si lencers s Model No. 8 BMA or No. 10 BMB or equal) . Shop or field fab r ica ed silencers are not sa t isfac tory. T he exhaust silencer is to be insta l led at the end of t he proper length of exhaust pipe. The sil encer can be installed in a hor izon tal or ertical pos ition; however, a length of 6" exhaust pipe m ust be instal led af ter the si lencer. This should be a min imum of 5 f t and the best resu lts are obta ined with a tail pipe from 1/2 to 2/3 the length of t he exhaust pipe from the eng ine to the silencer .

Mak e sure t a t the silencer is ins tall ed so that the exhaust pipe has fr edom to contract and expand w ith change of t empera-

F uel Piping - Low Pressure Gas

This engine is designed to opera te only on c lean dry na tural gas or bu tane - propane properly vaporized. The inlet pressure to the eng ine is 4 t o 6 ounces. A scrubber is recommended in the line to remove oil, water , gasoline, e t c ., from the gas. This must be proper ly mai nta ined t o msure clean gas.

A volume tank of at least 5 cu. ft. volume must be placed as close to the engine as practi ca l. Use 2" pipe from the volu me tank to the engine if the length is no more than 10 fee t. If length is more than this, incr ease the size of the pipe .

N OTE: Regu lators are suppl ied with various size or ifi ces and spr ings. Too small an or ifice will starve eng ine of gas. Too lar ge an orifice will cause surgi ng of gas supp ly . Normally, a 2" r egula tor with 1/2" orifi ce will supp ly ample gas at pressures up to 50 pound line pressure . L ow l ine pressures requ ire larger ori fices.

F uel Piping - F uel Injection

It is desirable that a vol ume tank of approxi -mately 2 c u. ft. be placed as close to the engine as poss ible . T he incom ing gas I ine pressure must be at least 15 lbs. and reduced through a Fi sher 1" number 620 (or equa l) regula t or with 1/2" orifice installed at the in let of the volume tan k ; 1" standard pipe connect ions must be suppl ied between t he volume t ank and t he eng ine.

If the installation of the pipe is made when the vo lume t ank is close to the eng ine, it is perm issible to use the scrubber sec tion with the pressure reducing regu lator at the in let to the scrubber.

t ure. 32 EXHAUST PIPE LENGTH VERSUS SPEED '"

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30 28 26

24

22 20 18

16 14

12 10

200

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250

6300 LE NGTH= R.P.M

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300 3!50 400 450

R. P. M. 5

SUGGESTED FUEL SYSTEM

.z::_ REGULATOR,

TANK

INLET GA

Air Starter Piping

1" PIPE

SCUB8ER

Air starter p1pmg must be desi gned to ho ld 200 pound pressure; however , normally 175 pound air pressure is required for start-ing; 3/4" line is sufficient from air tank to engine if not more than 10 f eet . If the compressor is located more than 10 feet from the engine, increase the size of the li ne. A quick opening valve (furnished with engine) must be installed near the engine. The ai r starter air tank must have at least 80 ga llons capacity and be suitab le f or holding pressures to 200 pounds.

/

BEFORE STARTING NEW ENGINE

After insta llat ion work is completed and before starting engine, thoroughly check the engine for damage. Ti ghten all cap screws on cover plates and cy linder head studs as gaskets shrink when engine is set up for some time. Re lease compression and roll engine over by hand. If there is dirt , rust, brok en or binding par ts, find the cause and correct or replace to prevent damage to the engine. Check car-eful ly each of the foll owing items:

6 ~ TULSA, OKLAHOMA

Crankcase

Remove coverplate on base and make sure crankcase is clean , free from wat er and dirt.

Fi I I crankcase to full mark of dip st ick w ith GAS ENGINE OIL. Sp lash oi I on connect-ing rods and crank shaft bearings and on piston r ods and crossheads.

NOTE: When the eng ine is started the o i I level wil l drop. After r unning a f ew mi nutes, add oil until the oil on the dip stick is at the full mark . The oil level must be mai ntai n-ed between the full and low marks wh ile runn ing.

Approximate Crankcase Capac ity Standard Engine Eng ine with O il Cooled Pistons

Cylinder Lubricator

16 Gal lons 20 Gallons

Open drain cock on lubricator and . drain off any water accumulation. F i II lubncator to near top of gauge glass, or remove safe t y contro l wire fr om lubri cator and f i ll one-hal f fu ll before start ing. T his is necessary in that if t he oi I level is low the safety f loat valve w iII ground the magneto and prevent star ting.

Exam ine lubricator pump units for broken sight glasses and make sure they will p~mp oil. F lush out any air. L oosen l ine connect ions at each cy l inder check va lve and work each lubricator pump uni t by hand until all a ir is expelled from l ines. Ti ghten con nec-tions on oil line and pump a supp ly of oil to each cy l inder .

Air Filters

Remove fil ter e lements and clean dust from bowls. Dry t ype air f ilters do not requi re cl eaning at this ti me. Oi l bath filters must be f i lled with light oil (SAE 10) and placed in proper position on fi lters. Capacity of each oil bath filter is two quarts.

Cooling System

Assemble piping from c yli nder heads to r adiat or . Place drain plugs 1n position. Tighten all hose connec tions.

Fill coo ling sys tem with clear soft water, to withi n 2" of top of tank. (Observe that

t he low water fl oat moun t ed in upper radi ator t ank , is indicat ing water level in cooling syst em.) Replace radiator cap. If t here is danger of freezing , add permanent type an t ifreeze to water before fill ing. Use suitable rust preventatives added to water , if an t ifreeze is not used.

Capacity Cooling System: L-1 770 Engine 22 Gallons L-2 165 Engine 25 Gallons

Ignition

Remove and check sp rk pl ugs to make sure they are dry and clean. Check gap for sett ing 0.015" to 0.020".

Wh i le spark plugs are r emoved, turn n ine over by hand to see if spark is delivered to plugs and at proper time. (Safety control must be in start position to make this check .) Li sten for r e lease of impul se coupling on magneto. T his release or cl icking sound should occur j ust after top center as marked on rim of f lyw hee l. If the engi ne has been out of ser v ice for severa l weeks, someti mes t he magneto will not fire due to oxide on the breaker points. If there is no spark , remove cover and clean points to remove o. ide.

Clutch

Di sengage and engage clutch to check operation. Oil or grease throwout shaft and det ent mechanism. See t hat engagi ng lever snaps back to locki ng gr oove in deten t after engaging.

Miscellaneous L ubrication

Using oil can with small spout, lubri cate:

Governor linkage join ts. C lutch oper a t ing shaft and detent mechanism. Electric star ter motor bearings, (if used) . Relief val ves on cylinders.

STARTING THE ENGINE

Before Starting, Always Check .

1. O i l leve l in crankcase. 2. Oil in lubricator . 3. Hand pump t he lubricator pump units

to check operation and suppl y cyli nders with ample oil at st arting.

TU LSA, OKLAHOMA

4. 5. 6.

C heck water level in cooling sys tem. Set safety controls to start position. D isengage clutch or otherwise remove load f r om engine.

Starting Engine with Air Starter Valve

1. Relieve compression relief va lves at each cylinder head by lift ing up on each lever and open pe t cock at air piping inlet to head.

2.

3.

4.

5.

6.

Turn flywheel of engine clockwise until mark "air start" on rim of flywheel is slightly past vertical position (3-5 Degrees AT C).

Set all safety controls rn start ing positi on.

Now close compression relief valves on cylinder heads and pet cock on air piping.

Open quick open ing air valve, thus causi ng engine to rotate on air pressure .

Partially open gas valve to engine unti l engi ne starts fir ing, then slowl y t urn to wide open position.

7. Shut off air as soon as engine starts firing.

IMPORT ANT - Open pet cock to relieve starting valve of pressure.

Starting Engine with Starter - Gas or Electric

1. Set all safety controls in starting position.

2. C lose starter switch if e lectric or open gas starter valve if gas motor t ype, caus ing engine to rotate.

3. Partially open gas valve to engine until engine starts firing, t hen turn to wide open posit ion .

4. Release star ter button or close gas starter valve as soon as engine starts firing .

C AUTION: Do not engage starter when flywheel is moving as damage will be done to starter Bendix. Wait until flywheel stops before attempting to engage starter again.

Observe After Each Start

1.

2.

3.

4.

5.

6.

Gauge oil 1n crankcase and make sure oi I level is between low and full mark s on dip stick.

Oil pressure gauge should register at least 20 lbs. (when oi I is cold th is will be much higher bu t when engine is warmed up, proper pressure 1s 25- 35 lbsJ.

Temperature of water should register in "run " zone when engine is warmed up.

L ow water float on radiator sh uld show "fu II" .

L ubr icator pump units must be working properly and there must be an ample supply of oil in the reservoir .

Check over engine for noises, leaks or loose parts.

7. Warm up engine before applying load. It is desirable to reduce governor speed unt il engine has warmed to operating temperature.

LUBRICATION

This engine is built with what is known as a full pressure system. An oi I pump picks up oi I from the base and forces it to the crankshaft , connect ing rods and cr ossheads, as well as supplyr ng orl to lubri -cate the auxiliary drive which is pressure and splash lubricat ed. The cylinder lubricator furn ishes ALL oi l to he cylinders through lines and divider blo ks to distribute the oil around each cy linder bore. A bypass type oi l filter is connected in the oil line going to the cyli nder lubricator in order to f i ll the lubr icator wi t h clean oi I from the pressure sys tem. Most of the fil tered oi I returns to the engine base by a connection in the line from the f ilter to the cylinder lubricator . A float valve in the lubricator reservoir allows only the oi I that is used to lubricate the cylinders to en er. However, in case of f ailure here, a return line allows oi I to flow back to engine base.

Oil cooled piston engines use the same syst m described above except a larger pump is used and the oi I is forced from the pump to the oi I cooler and then to the crankshaft , through the connect ing rods and crossheads . From the crossheads

8 ~ TULSA, OKLAHOMA

the o i I passes through a long drilled hole in the p iston rod to a cavity in the pis ton heads where the oi I picks up heat, cool s the piston and returns to the base through ano ther dril led hole in the piston rod. See c r oss sectional drawi ng at front of th is manual. A spring loaded bypass valve in t he oi I system between t he pump and cooler insures o i l bei ng supplied the engine the moment it start s. This valve closes as soon as circulation is e stab li shed through the coo ler .

Normall y, no oil is consumed by t he eng ine except that suppl ied t he cyl inder s by t he cy li nder lubricator . Make up oil is added to the engine base to mai n ta in proper oi I level in the base. Keep oil level, with engine running, between full and low marks on dip stick . The dip stick is mounted on the clutch side of the eng ine base.

Oil leve l can be gauged with engi ne shut down, however, the oi l level wi ll be approx i-mately 1/2" h igher than when engine is run mng.

C rankcase Oil Capacity

L-1770 Engine L-2165 Oil Cooled Piston Engine

Weight of Oil to Use (Viscosity)

16 Gall ons 20 Gal lons

Mini mum viscosity at 210 degr ees F. shoul d be 50 sec. saybolt which is equivalent to:

Summer (.50-100 Degrees F.) SAE 30 Win ter -- (0-50 Degrees F.)-- SAE 20

In extreme cold weather, a lighter oi I may be used to aid in start ing. On l ightly loaded eng ines SA E 20 oil may be used year round except oi I c ooled piston engines shou ld use SAE 30 oi I.

Type Lubr icating Oil

Use only indust rial engine oi I (not motor oil), preferably napt henic base type with 0 degree F. pour point. Napthenic base oils have a low carbon res idue wh ich is soft and sooty while the res idue of paraffini c base oi ls is hard and flaky and is not too desi rable for Lufkin engines. Oi Is which meet the follow ing spec ifications shoul d be used:

F lash ............... 420 Degr ees F .

Fire ................ 480 Degrees F. Viscosity at ............ 210 Degrees

F. Sec .. 50 Min. Pour Point. ............. 0 Degrees F.

or Below Carbon Content. .............. 0.02% Oxidat ion Inhibitor ............ Yes

Paraff inic base, solven t ref ined, or blended oi I may be used prov ided the quantity of oi l the lubr icator pump units del iver is closely watched and the condition of the cylinders and rings are carefully checked.

The new HD Gas Engine Oils supplied by most major ref iners are very sat isfactory and are recommended. These oi Is usua lly have a napthenic base w ith ashless deter gents added. In win ter , these oils are qu ite heavy and a ligh t er type oil may be requi r ed in ex treme cold weather climate .

Quality of Oil to Cylinders

The ideal amount of oil f ed to the cy linders by the cyl inder lubricator per 24 hours is dependent on load, speed, type of gas and type of lubri cating oil used. Normally, t hi s engi ne should use one quart oi I per cylinder per 24 hours of operation . Each lubricator pump unit must be set for the same amount.

Crankcase Oil Changes

Frequent oi I changes are not necessary since with t his t ype of engine the combustion produc ts cannot enter the crankcase. The condition of the oil will dictate when a c hange should be made. A change of oi I is recommended each 6 to 12 months. Make an oi I change when the oi I becomes di rty or a test shows that the oil is becoming acid.

Moisture condensation caused by part time operation or water getting into the oil can cause lubr icat ion fail ur es and under such cond itions c hanging the oil more fre-quen tly is recommended.

Remove rear cover plate, drain and clean crankcase -use clean rags -- not waste. Remove and clean oi I intake screen . Replace oil f ilter e lement at each oil change. Exam-ine ins ide condit ion of eng ine and ref ill with proper amount and type of oi I.

Oil Filter

~~ TULSA, OKLAHOMA 9

The filter is a woo l fiber by-pass type e le-ment wh ich is read ily renewed and shoul d be r eplaced at each oil change. This f ilter cleans all oil going to lubricator reservoi r, as well as bypass filter ing all oil in the crank case. Make sure gaskets are in good condition when filter element is replaced.

Clutch Lubrication

Use only lith ium base, short fiber No. 1 or No. 2 gun grease made for use in ba ll bearings operating up to 200 degrees F. Some sources list this as all purpose or heavy duty long run grease.

1. Shaft bearings lubr icate each 4 to 6 months by pumping clean grease into beari ng until old grease is pumped out. Run eng ine under load for 30 minutes and w ipe away any excess grease.

2. Pi lot bearing is sealed for life and requi res no lubrication.

3. Each 4 to 6 months remove cover plate and use oi I can to lubr icate togg le linkage and cam roll bearings. Lubricate shi fter shaft and detent mechani sm.

Lubrication of Fan Hub

Use same high melt ing point grea~e as speci f ied for cl utch. Each 4 to 6 months, use grease gun and app ly l ight ly unt il grease comes out re lief slot in grease fi tt ing.

Miscellaneous Lubrication

1. Governor linkage bal l joints.

2. Throttle valve assemb lies.

3. Re lief valves at cylinder heads.

4. Starter motor bear ings, if so equipped.

BASE ASSEMBLY

The engi ne base assembl y cons ists of a one-piece iron housi ng whi c h forms the oi I sump and protec ts the mov ing parts from dirt. Suitable cover plates al low access to all par ts. Fitted in the base is t he crank -shaft, connecting rods and crossheads, and aux i liary dr ive assembly .

No oi I seal s are used where the shaft extends through the base. At these poi nts, small gr ooves are machined in the covers to catch and return any oi I tending to escape. These do not require rep lacemen t. O il leakage at any shaft ex tensi on is caused by too high an oil level or by dirt filled grooves. Gaskets may shr ink and cause seepage and al l bolts and nuts should be tightened occasionall y.

The entire base assembly is lubr icated by pressure sp lash, spray or combi nation of these methods. O il is picked up by t he oi I pump from the base through the suction strainer and connecting pipi ng. It is then forced under pressure in dr i lied passages to the crankshaft, connecting rods and c rossheads. The main bearings are lubricated by splash t hrown off the connecting rods. The aux i liary gear train is lubr icated by spray and splash so that all parts within the base are constantly washed with oi I and ample lubri cat ion is assured.

Oil Suction Strainer

The oi I stra iner pipe screws into a threaded hole in the base oi I way. The lower half is cut away to provi de a path for the oi I sucked up by the pump. A brass screen is sli pped over the pipe and held by a clamp. A t each oi I change, remove and clean the screen.

Oil Pump

Two sizes of pumps are used on the Lufk in Engine. The Mode l L-1 770 and L-2165 stan-dard piston eng ines use the same pump, and a larger capacity pump is used f or the oi I cooled version of the Mode l L-2 165. These pumps are not interchangeable. The pumps are pos it ive displ acemen t geared t ype. They are fur nished only as an assemb ly and r epai rs should not be attempted in the fi eld. Should a leak develop between the pump head and body, a new set of thin paper shi ms can be furnished. Make sure after fi tt ing new shims tha t there is at least 0.005 " end clearance between pump head and rotor. This can be determ ined by bolting the pump head ri gidly to t he pump body and checking to see that the pump is free to turn and shaft nd clearance can be felt by moving the dr iven gear. The head must be correctly positioned with the body to the matching m ark s.

10

Oil Pressure Regulating Valve

~ TULSA, OKLAHOMA

The purpose of the oil pressure regu lating valve is to bypass the excess oi I f rom the pump di scharge back to the engi ne base and hol d the oil pressure at the crank shaft to 25 to 30 lbs. gauge when the engine oi I is warm. The valve is a spring loaded ball whi ch is forced off its seat by oil pres-sure.

If the oi I pressure is low, shut the engine down and remove the rear cover p late. Loosen lock nut. Now turn hex sleeve clock -wise 1/2 turn for each 3 to 5 lbs. pressure increase desired. Make sure lock nu t is ightened. Surging of oi I pressure indi cates

that t he ball is not properly seated. Replace ball , seat and spr ing when an overhaul 1s necessary.

Oil Gland

This is a bronze oi I gland which is bolted to the base around the crankshaft. The oil from the pump enters a dr i lled oilway 1n the crank shaft through the g land. L oss of oi I pressure here can occur on ly if the crankshaft bear ings are very loose and have all owed the crankshaft to wear the oi I gland. Normall y the oi I g land onl y needs t o be checked if the crankshaft is removed. A feeler gauge inser ted between gland and shaft shou ld show from 0.002" to 0.004" clearance. If more than 0.0 10" clearance, with properly adjusted bearings, replacement shou ld be made.

Crankshaft and Bearings

The crankshaf t is suppor ted on each si de of the base by single row t apered rol ler beari ngs. Adjustment, if ever necessa ry, is made from the flyw heel side. Normally adjustment is only needed when the crank -shaft is remo ed ahd re inst alled.

The crankshaft coun ter eights are keyed and held in place b y t wo studs for each we ight. If removed, m ak e sure nuts are ti ghtened to 300 ft. lbs. torque and securely locked. Do not interchange coun t erweigh ts without stati cally ba lancing crank shaft and coun ter veigh t assembly.

Shou ld the crankshaft requ ire remov ing from the engi ne, t r ip a ll parts f r m du ch side, remove mai nshaft gear and o l gland, connecting rods and crossheads, flywheel and bearing carrier bol ted to base on flywheel side. The shaft can now be removed out the flywheel side. Make sure proper support

is given shaft ins ide as well as outside the base. It is not necessary or desired to remove the coun terwe igh t s.

If it is necessary to replace main bearings, the bearing c up on the clutch side must be driven out of the base. Heat bearings in oi I not to exceed 300 degrees F. and must be sure they are aga inst c rankshaft shoulders squarely. Hold in place unti l cool. Install new beari ng cups into base carrier s us ing soft brass bar . Bear ing cup on f lywheel side is a slip f it in carr ier .

To proper ly adjust crankshaft main bearings, remove connecting rods , fl yw heel and main shaft gear. Install bear ing cl amp pl ate, without shims and pull up with cap screws unt il a sli ght bind can be felt on crankshaft when turned by hand. Rap each end of crankshaft to make sure bearing cups are seated. C heck again for sli ght bind. Now using feeler gauges, determine thickness and add 0.010" . Now select paper shims to give th is dimens ion. Remove cl amp plate and install sh ims. Ti ghten cap screw s then t est for a fr ee turn ing shaft . Properly f itted crank shaft bear ings will allow t wo or three rol lers near the top to be loose. This can be determ ined by t es t ing with a screw driver bet ween r oller s and cage.

F lywheel

A true runni ng fl y whee l will result only when t he followi ng installation procedure is used.

Clean crankshaf t, (.; eyways and bore of f lywheel and remove any bru ises, burrs, paint or rough p laces. O i I al f parts.

Check and fit key full length in both shaf t and fly heel. All ke s must be fitted f ull lengt h for a good f i t. Drive > edge into spl it in w heel to sl ightly open t he bore. Install wheel with a t w ist ing turning motion until fl y heel hub bumps aga inst crank shaft spacer. 1 ow , I ine up key ays and insert key about 1/2 its length. Remove wedge but do not dr ive key. Install and ti ghten thoroughly fly wheel bolt s. Now , drive key in fu l l depth. Insert ing drift in the bottom of t he tapped hole in the key will prevent swe lling the end of the key . A proper ly fitted key wi ll not have to be driven in too hard and will not work loose.

Connecting Rods and Crossheads

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The connecting rod and crosshead can be removed as an assembly ou t the crank case door . The crank end of the con ec ting rod is fitted w i th precision th in wal l bearing inserts, which require no f i tting. There are no shims, and should the bearings be worn , simp ly replace eac h bear ing as requir -ed. The proper clearance of crank pi n bear ings is 0.005" to 0.008". DO NOT F ILE BEARING C APS OR INSERTS AS THIS WILL DESTROY PROPER BEARING F IT.

When replacing rod caps, make sure assembly matching numbers are placed together and tha t the caps fit smoothly over the do el pins. Pull up even ly on a ll four bolts on each r od. Make sure rod and cap joints ar t oge ther . When r od nuts are all pu lled up nug, bu t not t igh t, then t ight en 3/4 turn f r om sn ug posit ion, or use 200 ft. pounds torque. Insta ll Drake loc k nuts and pull up snug ly, using 1/2 torque as app lied to bol t nuts. If t igh tened t oo much, nuts will sp l it and preven t prop r locking.

The crosshead end of the connecting rod is f itted to the crosshead p in by sadd le mount. The crosshead pin is held to the connecting rod by two studs. To remove the c rosshead pi n remove Drake lock nuts and lock plates. Now remove stu s using deep socket wrench. The crosshead p1 n can now be removed from the crosshead.

When assemb l ing crosshead p in to connect ing rod be sure hat the pin is clean and free from burrs, etc. Also, see that any dents, burrs, etc ., are removed from t he saddle of the r od. Mount rod on dowel and instal l studs. Pull up evenly and tight ly to 350 ft. lbs. torque . Replace lock plates and lock nuts and bend ears of lock p late to preven t loosening.

The crosshead is fitted with f ield renewable bronze crosshead pin bushings and shoe plates. To r epl ace the crosshead p in bushing, it is necessary to first remove the crosshead pin as shown above. Then remove clamp plates, and with a wooden block, drive bushing out of crosshead. Install new bushi ng aligning mi lled flat clamp surfaces wit h crosshead and press in pl ace. Replace c lamp pla tes and lock secure ly.

Normal clearance crosshead pm to bushing is 0.002" to 0.004".

Crosshead shoes are readily replaced by removing two countersunk screws and lock -

12

nuts. F i le fit the ends of the new shoes to fit snug ly in the recessed space. Do not f or ce shoes out of shape as they are turned to fit diameter of crosshead when pulled down by the retain ing bolts. Nor me clearance be t ween crosshead and guia in base when pi ston is locked to crosshead is 0.008" to 0.0 12". Make sure feeler gauge will move over ent ire upper shoe when checking.

Piston Rod Packing

The pist on rod pack ing is used to sea l be-t ween the engine crankcase and t he cylinder scavenging space. This pack ing prevents oil from the crank case entering t he cy linder and combustion gases entering the crankcase.

The packing c nsists of meta l li c ri ngs held c losely to t he pi ston rod by garter springs. The r ings are held in a pack ing box which is bol ted to the engine base. The packing can be r emoved from the boxes through the hand holes in the engine base. The boxes can be remo ed only by pu lling off t he cylinder s.

Piston rod pack ing wil l give very long life, however, it does become filled with carbor and must be cleaned whenever oi I is dravv from the engine base into the scavenging chamber or combustion gases enter the crankcase. To c lean, remove from engine and soak f or 30 minutes in carburetor clean-ing solu tion (gunk). Use a soft wooden st ick and clean all grooves and surfaces. Examine for broken rings or springs. If rings are separated make sure they are assemb led with let t ered ends matching. Also, dowels must fit proper ring segments.

Two di fferent mak es of packing are used. Assemble as shown for the pack ing used. The sur face in the packing box must be smooth and clean . Use new flat non -me talli c gasket , with Garlock packing. Make sure dra in notches in cups are down to drain out oil. Pull up evenly the three cap scr ews holding retai ner in box. After thoroughl y tightening, check each ring to see if t hey are all free to fl oat up and down but hav no movement in direct ion of rod trave l.

AUXILIARY DRIVE

The laysha ft is dr iven at engine speed b , a stee l helical gear on the crankshaft and a bronze gear on t he layshaft. Should t he layshaft be removed, it must be insta lled

TULSA. OKLAHOMA

with matching mar ks of t hese gears together in order that the timing will be proper for fuel injection and air starter cams. The proper matching is obta ined when keyways are vertica l in both crankshaf t and layshaft . The layshaft is supported by three bronze bushi ngs . The proper clear-ance is 0.002" to 0.003 " in each bush ing. If bushings ar e replaced, be sure that oi I holes are proper ly aligned bet ween bushing and carrier.

To remove layshaft from engine proceed as follows:

1.

2.

4.

Remove lubr icator , m agne t o and oil distribution li nes.

Remove side cover p late on auxiliary housing and remove oi I spray system for f uel cams if so equipped.

Remove rear main bear ing and from the inside of the engine base remove the two 1/2" cap scr ews holdi ng lay-shaft support to base.

Now remove cap screws hold ing auxi I 1ary to engine base and pull layshaft and au xi I iary housing from engine base.

NOTE: A laminated metal sh im is used bet ween layshaft suppor t and engi ne base. A r ound boss in the br acket aligns w ith a hole in the base, but the shims must be accurate ly f it t ed so that when brack e t is bolted in place the layshaft wil l turn freely in a l l bearings.

The magneto is dri ven at t w ice eng me speed by a step up gear in t he au xi I iary housing. The magneto driving gear also drives the governor and tachometer takeoff at four t imes engine speed. This magneto gear is equipped with bronze bush ings and is pressure lubr icated. Th is gear is made so that by pull ing outward it can be disengag-ed and t urned to any position to properl y time t he magneto to the engine.

Air Starter Valve

Compressed a i r a t approx imately 200 lbs supplied from an 80 gallon storage tank is piped through a quick open valve to t he inlet connection on the side of the eng ine. A suitable posit ive shutoff va lve is desirable to prevent air leakage and wear on the air star ter cam when not in use.

For start ing the engine, t he f lywheel must always be "spotted" , that is, t urned until "A IR START" stamped on r im of flywheel is about 5 degrees past vertical. This t imes the opening of the valve allowing compressed air t o t he No. 2 cyl inder (clutch side) t o push the piston downward and thus r otate t he engine.

The air starting valve is enclosed in a body bolted to the side of the auxi I iary housing. Shims between the body and the housing allow proper spacing for timing the valve. The valve is pushed open at the proper ti me by a cam mounted on the layshaft. A light spring on the valve st ems hold it away from the cam when air is not applied.

To check for proper timing:

1.

3.

Roll flyw hee l over un til mark "A IR START" on rim of flywheel is ver ti cal and on top side.

Open pet cock on air piping at cy li nder and apply air pressure to in let connec-ti on . At this po int, air should star t to flow . Ro ll engine fl ywhee l back-wards (counterclockw ise) abou t 5 degrees and air fl ow should stop.

Shou ld no air flow when f lyw heel is ver t ica l, t he valve is not open ing early enough. Remove one or two shi ms and repeat above. Shou ld air flow start too early (before 5 degrees BTC) add shims or gr ind end of valve stem sl ightly .

Leaki ng quick opemng valve will cause valve to ri de on cam and cause a hammer ing sound. Th is wil l cause cam and valve stem to wear qu ick ly . Be sur e air from air source is cut off completely and that pet cock at cyli nder is open after starting engi ne.

Governor

The governor is a centrifuga l flybal l type with external spring for speed and regula t ion contro l. This eng ine operates on governor at all times. The governor is lubr icated by an oi I I ine from the pressure syst em of the engine. Adjustments m ust be properly made to allow the engi ne to perform w ithout w ide r anges of speed f luctuat ion.

Adjustment Control Rod Linkage - Be sure all l inkage is free of any binding. O il and

TULSA, OKLAHOMA 13

free up all JOin ts. With engrne stopped, adjust ball joi nts on c onrro l rod unti I slot in center of throt tle valve is directly in l ine with cylinders. In this positi on, throttle valve is fully open. Now pull back on governor throttle lever to check if slot in center of th rottle va lve is at approx imately 45 degrees towards closed posi tion ; if so, lock jam nuts on linkage.

A djustment Speed Control - Set governor spr ing near the center of the threaded spring r od, using knob to adjust. Start engine and adjust spring tens ion at base of the governor until eng ine speed is cl ose to that desired. Final speed change is made by turning knob for desired speed. Poor regulat ion will resu l t if the spr ing is too far out on the rod for speeds below 350 RPM. For speeds above 350 RPM, it is necessary to move spring out slightly and increase spring tension at base of governor. The knob shoul d be used to slow the engine down for starting and before the eng ine is disconnected from the load.

Adjustment Bumper Screw - The purpose of this setting is to dampen go ernor surge when the engine is opera ted at I ight loads. CAUTI ON : If this screw is turned in too far, the throttle will not close and the engine will run away when load is suddenly thrown off.

With eng ine running at no load or under light load, loosen lock nut on top of governor and back out bumper screw until it has no effect on speed. Now, slowly turn screw clockwise, or in, until engi ne just begins to pick up speed. This will stop hunting or surging of the eng ine. Lock nut in place, disengage load, and check to make sure engi ne does not overspeed.

C YLINDERS, PISTONS, AND RINGS

Indi vidua l cylinders are held to the base by studs. A dowe l pin in the upper flange surface aligns the cyli nder proper ly. When replacing cylinder make sure gasket between cyl rnder and base is good and that the cyl in-der f i ts freely over the dowel p in.

C ylinder Compression Release

At each of the cylinder heads, a compression r elease valve is provided to relieve compres-sion to allow engi ne fl ywheel to be turned by hand. The valves are spri ng loaded and will remain closed when release lever is

14

rn do n position. To open, lift u~; on lever at each valve. The re lease valve at number 2 cylinder also acts as air starter cylinder check valve.

The valves screw into cylinder head and seat on copper seal washers. If removed, use new copper washer when r eseating. Sometimes it is necessary to use two washers on the valve body to allow it to line up properly when screwed in p lace.

The va lve stems should be oi led occas ionally to allow good operation of the lifting levers.

Scavenging Drains

Some oi I passes the piston rods and sorne drains off c yli nder walls to slowly accumulate in the scavenging chambers. This must be dra ined from the engine at intervals.

On the engine base directly under each cy linder is a 3/4" pipe plug. These plugs should be removed (always with engine shut down) at r egular intervals of each two week s to drain oi I from the scavenging chambers. Some operators fit valves in place of plugs to per mit draining while engine is running.

Failure to drain the scavenging chambers will cause oil to accumulate until the cham-ber is fi lied and f low s in to the cylinder wall causin::; stuck piston ri ngs and smokey exhaust.

An excess amount of oi I accumulated is an indication of:

1. Leaking pis t or. r od packing or gaskets.

2. Lubricator feed ing too much oil.

3. On oii cooled piston engines only: A leak at joint bet ween piston and rod, also accompanied by loss of oi I from the crankcase.

C leaning C ylinder Ports

At regular intervals, depending on many factors such as gas used, the intake and exhaust ports, cast in the cylinder walls, must be cleaned of carbon formations. Hard starting, lack of power and heating are indications of carboned-up ports. The cylinder heads should be removed and the carbon removed from all intake and exhaust por ts. Clean carbon from heads at the

TULSA, OKLAHOMA

same time. It is best to install nevv cylinder head gaskets. F'ul I each stud venl y working around t he head. Allow engi ne to warm up and r t ighten each head stud to approx i-mately 200 ft. lbs. torque .

Pistons

Uncooled, or standard pis tons are furnished only as an assemb ly of piston and p iston rod. This is to insure proper alignment of piston and rods . The pi ston is finished machined after t he rod is pressed and peened into p lace. Use care in handl ing pistons to prevent disturbance of this al ignment.

The oil coo led pi stons are machined com-plete ly and then the p is t on rod is bo lted to the piston by a large flange. A copper seal ring insures a leak proof joint. Should the piston be rep laced on the rod, use a dial indi cator and make sure rod is correc t ly al igned with the pi ston. The cap screws m ust b pu lled up evenly to a torque of 150 ft. lbs. Al ways use a new copper seal ring when assembli ng piston to rod.

Setting of Pistons

Proper distance beyond the cy I i nder 1s impor t ant and both pist ons should be set the same. The piston r ods are threaded into the crosshead and secured with a lock nut jammed against t he c rosshead to pr event turning. Correct setting is with the engine on t op center (head end) the piston crown will protrude from the cylinder 1" . Certain gas conditions will sometimes make it desirab le to set the crown of the pistons only 7/8" above the cy linder . This reduces compression sligh t ly and prevents detonation when some gases are used.

Piston Rings

P iston and rings must be kept in proper work ing order. An eng ine cannot be expected to give good service with worn or stuck piston ri ngs. Pi st on r ings that become stuck reduce compression, cause hard starting, loss of power and blow-by . B low-by destroys the oil film and causes scoring of pistons, rings and cyli nders. At the first indication of stuck rings, shut down and service the eng ine. Stuck p iston r ings are usually caused by:

1. Too much oil fed cylinder by t he lubr ica tor .

2. Wrong type of lubricati ng oi I.

3. Bad gas conditions.

When new piston ri ngs are installed, clean the piston and ri ng grooves thoroughl y . Test r mgs in grooves and remove from piston any rough spots or tight p laces. Now fit each ring, bef ore p lacing on pi ston, to t he cylinder at point of least wear usually be low ports using the following end gap c learances:

R ING END GAP

Position of Ring Top & 1!2 3rd & 4th 5th/Skirt

L- 1770 0.055"-0.060" 0.040 "-0.050" 0.030"-0.035"

To Remove P istons

1. Drain cooling system.

2. Remove cylinder heads .

L-2165 0. 060"-0.070" 0.045"-0. 055" 0.030"-0.035"

3. Clean carbon from cylinder bore near head end.

4. Remove side plates on base.

5. Use wrenc h and loosen locknuts on piston rods.

6. Fas ten pi ston wrench (shipped with tools) to the piston and unscrew piston from crosshead. DO NOT USE PIPE WR ENCH ON PISTON RODS.

7. Rem ove lock nuts from piston rods.

~~ TULSA, OKlAHOMA 15

8. Turn engine slowly to push piston partly out of cylinder with crosshead. DO NOT BUMP end of piston rod against crosshead.

Inspect pistons, rings and cy linders. Remove carbon f rom pistons, r ing grooves and cylin -der ports. If old rings are to be reused, replace in same groove from whi ch removed, with same side towards head of piston .

To Install Pistons

Use thread protector or piston rod inserting tool to prevent damage to packing when rod is pushed through packing.

1.

2.

3.

4.

5.

6.

7.

Make sure pistof! r ings and rod are free of dirt . Oil thoroughly.

Push p iston into cylinder , staggeri ng r ings and compressing t hem so they wil l enter cylinder bore.

Screw lock nut onto pi ston rod and turn all the way up.

Roll f lywhee l until crosshead touches piston rod and us ing piston tool , scr ew piston into crosshead.

Space piston so that piston head pro-trudes out from block when engine is rolled over top center.

T ighten p iston rod lock nut against crosshead using wren ch. Make sure nut is tight , bu t DO NOT SLEDGE.

Replace head, cover pla tes on base, etc.

C YLINDER LUBRICATION

One of the most important parts of the engine is the cylinder lubricator hecause it supplies ALL of the o i I to lubr icate the cylinders, pistons and r ings. The lubr1cat or must be maintained proper ly a t aii times and be able to de l iver a measured small amount of oi I each stroke of the pu mp units.

A McCord 4quart , end rotar y dr ive lubrica-tor is driven through a coup ling from t he layshaft . The rate of rotation is direct ly proportional to engine speed and one pump strok e is made for each 112 revolution of t he engine. Thus for an engine speed

16

of 450 RPM each lubricat or pump unit makes 4 strokes per minute.

Two pump units are used, each of wh ich discharges into a 4-way di v ider b lock to distribute oi l to three points at each cyl inder , the fourth outlet being returned to t he lubr icator reservoir .

The r eservoir is fit ted with a floa t valve installed in a compar tment to sett le out any entrained ai r that may enter the lubrica-tor f rom the oi I stream. A ground connection on the float assembly will ground the pr imary side of the magneto to shut down the engine if for any reason the oi I level in the reservoir should get low.

The standard assemb ly takes filtered oi l from the engine pressure system to f i II the lubricator . Normall y onl y the amount of oil used to lubricate the engine enters the lubr icator, however, an overflow line carr ies oil back t o t he base in case of over fi lling the lubr icator , preventi ng spill ing over of t he lubr icator .

The floa t va lve may also be used, where desired, to fill t he lubri cator f rom a separate tan .

Care of L ubricator Reservoir

Water will condense and sett le in the reser -voir and must be drained f rom the bottom of the reser voir . Drain week ly or as r equ ired.

T ighten cover and pump screws at regular intervals to prevent water and dirt entering reservoir.

Should pumps rack, or drop fast on down stroke, remove cover , loosen set scr ew and for ce collar tightly aga inst fricti on brake. This adds a dragg ing f orce to the cam shaf t and prevents the pump p lunger springs fr t1m ;)ushi11g the cam downward roo f ast.

T ighten packing nu t f1nger tigh t to stop oi l leak at shaft and lock in p lace w ith nut.

Each t we lve months, remove the lubricator cover , complet ely drain and flush any sed i -ment from the reservo ir. Inspect and r eplace any worn cams, bear ings, paw ls, etc. See that baffle p lates are in proper posi tion. C lean sight glass to reflec t exact oil level.

TULSA. OKLAHOMA

Divider Blocks

T he oi I from each lubricator pump unit is de l ivered to a f our-way div ider block mounted on top of each engine cylinder. This system divides the oi I from each lubrica-tor pump uni t to the three points for cyl inder lubr ication . The fourth out let returns oi l to the lubricator reservoir through a check valve , the same as used on engine cy linders. Thus, one- fourth of the oi I de li vered by the pump un i t is returned to the lubricator r eservoir . Th is m ust be considered when setting the feed rate of the pump units.

The divider blocks are a precision hydrauli-ca lly operated p lunger system and in case of blockage no oil w ill be de livered. No serv icing or dismantling of div ider blocks is required. If not operating properly as will be indicated by the pump unit, remove and f lush out wit h clean solvent or kerosene. Rep lace if the b lock does not perform correctly .

Oi I Line Check Valves

At each oil line en trance to the cyli nder a sma ll check val ve is provided to hold pressure on the oi I I ine and to prevent foreign matter being blown into the oi I line by cyli nder pressure. It is important that these check val ves open and close proper ly . Each time pistons are removed, pump lubr icator by hand to see that oi I is being del ivered at each of four points. Keep li ne connections tight to prevent oi I leaks. If a check va lve fai Is to operat e properl y, r eplace.

L ubricator Pump Units

It is very impor tant that lubricator pump un its be kept in good operat ing condition at all times as t he pump units furn ish all of the lubri cation the cyl inders receive . Each 6 months r emove , clean and readjust each pump unit for proper r ate of f eed.

Lack of proper operation or adjustment w ill cause worn cy linders and rings, or too much oil deli vered w ill cause stuck piston r ings, scored cylinders and badly carboned-up intake ports or exhaust ports. Y our engine can only be expected to perform satisfactorily when properly lubricated.

Many fac tors such as speed, load, kind

o f gas and oil used cause di fferent lubri cating oil requirements. As a guide only, in normal operat ion each cylinder shoul d use approxi -mately one quart of oi I per twenty- four hours at 350 RPM engine speed. The t able of pump sett ings be low, if used properly , will give required lubr icat ion .

To Set L ubricator Pump Units

Mak e the f ollowing setti ng for each pump unit:

1. Be sure al l a1r is out of pump and oil lines.

3.

4.

5.

Set engine speed to approximat ely 350 RPM .

L oosen lock nut , unscrew and remove flushing un it in order to obtain full plunger st roke.

Count accurate ly the number of drops of oi I in the sight glass in one stroke of the pump unit. (It is best to count the number of drops in th ree or four st rokes and di vide to obtain a more accurate sett ing.)

Replace flushing unit and turn threaded sleeve clockw ise until correct number of DROPS PER MI NUTE (see table below ) is shown in sight cup. T ighten locknut in this posi tion.

EX AMPLE: In ONE stroke, lubr icator pump gave eight (8) drops - set lubr ica-tor to deliver 23 drops per minute.

TABLE OF LUBRICATOR PUMP SETTINGS

No. Drops In One Full

PI unger Stroke

6 7 8 9 10 11 12

Troubles and Correction

Set Each Pump Unit to De I iver

Drops per Minute

16 19 23 25 27 30 33

The McCord Safe L evel Sigh t Feed should show oil in the sight glass at all t imes.


It is easily filled to proper leve l. Remove plug (lif t and pull) and fi II glass to top with oi I. Replace p lug and hand pump uni t. Repeat until oil level stands about 1/2" in glass.

1. Oil level in sight g lass disappears. Ai r is getti ng into pump uni t. Check suction and sight f eed for tightness. Refill pump unit sigh t glass and re-check.

2. Air bubbles in oilways in sight feed. Air in oi l - float va lve in lubricator not working properly , or sight glass not seating.

3. Oil drops are pu lled back into suct ion on discharge stroke-dirty or leaking check balls .

4. Pump setting changes or number of drops reduce af ter setting - air get t ing into pump through sight gas on air in oi I - see no. 2 above. Also check for worn cam shaft bearings or rocker ams on pump unit - r eplace.

5. Sight c up fills wi th oil - remo e plug momentarily to break vacuum and repl ace immediate ly. Repeat unt i I correct level is reached. No harm is caused by filled sight feeds.

6. Pump unit cannot be regula ted terminal check va lves at cylinder not seating -replace.

7. Whenever a pump unit rs removed, fi II sigh t g lass and pump by hand unt il oi l level remains in sight cup. Make sure all air is out of oil in pump unit by pumping t horough ly.

GAS-AIR INTAKE SYSTEM

The gas system for thi s engine must be designed with a volume tank of approxi matel y 5 cu. ft. placed close enough to the engine so that with 2" piping from the vol ume tank to the engine, a constant pressure of 4-6 ozs. of gas is maintained.

Air and gas are pul led into the engine by the vacuum c reated on the back side of the piston while it is ma ing its compression stroke . The air is filtered through filters and gas is admitted to the engine through

governo~ controlled rotar y meter ing valves as requr red by the engine. Spring loaded scavenging valves perm it the air and gas to enter the scavenging chamber , bu t preven t these being blown out when the piston moves back on the power strok e. The air and gas are mi xed fi rst in the scaveng ing chambers and then more t horoughl y during the cylinder scavenging process.

A common air and gas intake manifold has separate spring loaded scavengi ng valves and governor con t ro l ied rotary gas meter ing valves for each cyli nder .

The engine speed and power is control led by metering the f uel only, allow ing the engine to breathe all t he scavenging air possib le at each stroke, r egardless of load. T_hus with a large amoun t o f cool scavenging arr, not only are the piston and cyli nder t emperatures reduced, but also the combus-tion and exhaust t emperatures . This resul ts in maximum piston , ring, and cyli nder life.

Air Filters

Standard equipment is two oi I bath a ir filter s. Optional equipment is one dry t ype paper element filter . K eep all connec t ions and gaskets tight to preven t unclean air entering engine.

The oi l bath fi lters must be cleaned and oi I rep laced at regu lar intervals. Remove oil cup, wash and refill wi h light oil

pressure on the valve str ips. Heavier springs are used to seal the slots through which gas is admitted. These spr ings are larger in OD t han the springs used to seal the air slots only and must not be mi xed up. ,-Jeavier spring pressure is requ ired on the gas strips to balance the gas inlet pressure

Scavenging valves g ive very li tt le diff iculty , but shou ld be checked and cleaned when d i fficulty occurs - such as :

1. Engine hard to start.

llac:k f ir ing of engine into in take mam-fold.

3. Tendancy for engine to run on one cylinder or occas ionally miss if load is heavy enough for even fi ring.

4. Eng ine lacking power , or heavy detona-tion.

Gas Throttle Valves

The speed and power of the eng ine is con-t rolled by a rotary throttle va lve for each cylinder. These valves are connected togeth-er and synchronized by a tu rnbuck led I ink age which has r ight and left hand threads. Ad-justment here allows for balance between each cylinder .

The throttle va lves must be kept properly lubricated and free from bi ndi ng in order to obtain good contro l action by the gover nor. Occas iona lly, remove the plug and pour in a small amount of l igh t oil or r ust sol vent to free up any gum or corrosion .

Corr ect adjustment of the t hrottle va lves and link age is of utmost importance to pr event the engi ne carrying most cf the load on one cyl inder or t o preven t the engine f r om sur g ing.

Baiancing of Load Between Cylinders Because of smal l t ensions, scavenging pres-sures, and other manufacturing var iations, it is necessary to ba lance between cyl inders for proper performance. Proceed as fo llows:

1. Remove position va lves .

gas rotor

man i fold in e lements 1n

order to throttle

2. Ali gn marks on end of rotor shafts with marks on rotor discs .

3.

4.

5.

6.

Hold one valve in wide open position and adjust turnbuckle to align other valve in wide open position.

While ho ldi ng rotors 1n wide open pos1t1on, adjust governor con trol r od so that with engi ne at rest, gover-nor holds valves wide open.

Pull back on governor lever to make sure thrott le valves wi II completely close . If the rotors do not completely cl ose the open ing, shorten governor r od unti I they do.

Tighten all locki ng nuts, bolts, set screws, etc. Replace gas mani fold.

7. Now start engine and idle with no load. If. engine is not firi ng irregu larly on both cy linders, determine wh ich cylinder is dead by shorting out spark plugs, alternately . L oosen nuts on turnbuck le and turn slowly, only a part turn at a time _. in direc tion to open valve on dead cylinder, until both cylinders are hitt ing and missing rel at ively the same. Lock jam nuts and adjust governor spring tension to give desired speed.

FUEL INJECTION

Primary Function

The fuel in ject ion s stem for the Lufkin L -2 165 and L-1770 engines is designed primarily for better fuel economy. Th is is accomplished by injecting the gas fuel direct ly into the cylinder aftPr the scaveng-ing process is comple ted, thus preven t mg Joss of fue l through the exhaust system.

In conventional two-cycle engi ne carb uretion methods the cy I i nders are scavenged wi th an air - f uel mixture and a large percentage is lost out the exhaust ports.

With the fuel injection system, the cyl inders are scavenged with pure air and the fuel in jected d irectly into the cylinders during the compress ion stroke of t he engi ne. Theo-r tica lly, in jection be~ins at 13 degrees a fter bottom center and ends 73 degrees later . A t hough the e haust port s are still un o ered at the beginning of injec ti on, with correc t ly tuned exhaust pipe, the pressure pulse in the exhaust system is

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above atmospher ic and consequen tly the in j ected f uel is retained in t he cyl inder.

Principal of Operation

The f uel inject ion system is hydr aul ica l ly opera t ed by a pump for each cyl inder mount -ed on the engine base. Cams on the layshaft actuate the pu mps. Fluid pressure from the pumps opera te the spr ing-loaded injec tion valves mounted on ach eng ine cyli nder .

s the injec tion val ve is f ore d open by t he hydraul ic pressure, gas under ressure (5 to 15 lbs. , depend ing on load, speed, and BTU con tent of gas) is forced into the cy li nders through a port in the cyli nder wal ls. A rotary t hrottle valve regu lated by the governor , contro ls the quan tity of gas supp l ied to the InJec t ion valves, thus controlli ng t he speed of the eng ine.

Nor mal load varia tions are compensa t ed for by the governor action on the rotary thrott le valve. Once proper gas pressure is obtained for a given load, it is not neces-sary to change unless new load conditions arise.

For a new load condi tion, it is necessary to adjust gas pressure and governor for best operat ing condit ion. An increase in gas pressure is necessary as the load increas-es. This is due to the increase in cylinder pressu re as the load in c r eases, thus c r eating a higher pressure in the cyli nder that must be overcome by the injected gas. T herefore, there is a limit to power gai n by mere ly opening t he throttle va lve. Power require-men ts beyond this gain can only be met by increas ing the gas pressure in the system .

The engine should not be operated with the throttle valve wide open . The gas pres-sure should be so set t hat the speed and load requirement can be met with no more than 75% of thrott le. This will t hen allow the governor to compensate for nor mal load changes and prevent excessive over -speeding, should a sudden loss of load occur.

Fuel Gas System

A volume tank having a m1n1mum of 1-j-cu. ft. must be p laced as c lose to the engi ne as pract ical. Pipi ng from the vo lume tank to the engine should not be smaller than 1" pipe . A f lexib le hose in this line is good prac ti ce.

The gas supp ly I ine must have a m m1mum of 15 lbs. pressure . This pressure is to be reduced at the entrance to the volume tank by a reducing r egulator (Fisher 1" No. 620 with 1/ 2" orifice, or equal) to the engine r equirement of 5 to 15 lbs., depending on load, speed, and BTU conten t of the gas.

Hydraulic System

A reservoir holds a supply of oil for filli ng the hydra lie system. T he oi l level should at al ! times be vi sible in the sight glass. The oi I reservoir must be pressuri zed by a small line leading from the vo lume t ank. Oil from the reservo ir is supplied to t he pu mps by l ines entering through a ba ll check valve . A s the cam I ifts the pump plunger , the ball is forced to its seat and oil is disc har ged into the pressure l ine leading to each in ject ion valve. The hydr au li c pressure, acting on a similar plunger, f orces the InJection valve open and pressurized gas then f lows into the engine cyli nder .

As t he cam rotates, the pump pl unger is forced down by the comb ined action of the p lunger spring and oi I pressure in the I ine due to tension of the in jection valve spring overcom ing the hydrau I i c pressure, thus a llowing the inject ion valve to stop the flow of gas into the cylinder . On the downward stroke of the pump the ball check va lve opens and the necessary make up oil to recharge the pump is adm itted f rom the reservoir.

Attached at the top of the injection va lve is an elbow fitting with a very small orifi ce. The purpose of the orifice is to remove small gas bubbles tha t form in the oi I. On each stroke of the pump a smal l amount of oi I is f orced th rough the orifice and returne d to the system reser voir. It is impor-tant that the orifi ces be chec ked to make sure they are open. Foreign mat ter in the oi l will close the small hole and cause poor opera tion . Do not en large t his ori fice. Clean with .010" diameter wire .

The shut-off valves on the reservo ir (whi ch connect the line to the gas volume tank and the line leading t o the or ifices mentioned above) must be open at all times duri ng operation, to pressurize the r eservoir and to vent gas bubbles from the oi I.

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Oi I For System

Cleanliness in any hydraulic system is ver y necessary . When adding make-up oil , mak e sure tha t all con tainers and oi I are f ree from dirt and foreign mat ter . Do not allow any f ore ign matter to get into t he reservoir.

H ydraulic o i Is ar e recommended because they are fi ne ly fil tered and are stab ili zed aga inst ox ida t ion and corrosion. Torque converter o ils ar e sati sfactory. Or di nary eng me oi Is may be used under certain cond i-tions.

Oils recommended:

SumM'ler, 50- 100 degrees F., Viscos ity SSU a t 100 degrees F., 300-500, SAE 20-30

Winter, 32-50 degrees F .. V iscosity at 100 degrees F., 200- 300, SAE 10

Extreme Cold, Viscosity a t 100 degrees F., 100-200 SA E 5

CO i Is w i t h low pour point are necessary in cold weather . )

If oi I loss from reservoir becomes excessive, use a heav ier we ight oi I. Normal make- up oi I is a sma ll amount but oi Is t hat are t oo thin will be lost past the plungers and require frequent ref iII i ng of the reservo ir . Too heavy an oil will cause sl ugg ish act ion of the hydraul ic system and cause heating of t he inject ion val ves due to late closure.

Priming Syst em

It is necessary to prime the system before f irst start ing or whenever any lines or parts have been r emoved.

1. C lose dia l cock.

2. C lose both needle valves on r eservo ir .

3.

4.

5.

Remove filler cap on fill with suitab le oil. cap.

r eservo ir Replace

and t he

Open needle valve adm itti ng gas to reser voir . This will apply pressure above the o i I and f orce it through the system.

Open bleeder cock s on in jection va lves

6.

one at a tirne, no a 1r shows cock s.

and bleed off oi I u n t~: in oil. Close b leeder

Open needle val ve on reser voir that ret urns oil from the t op of injection val ves .

N OTE: All entrained a1r must be r emoved be for e attempting to star t. Heavier oi Is entrain more air and more than one f i !l ing of reservoir may be necessary to remove all air from syst em.

Starting Engine for First Time

In start ing the engine for first ti me or when th rottle and gas pressure s tt ings to meet spe d and load requ iremen ts are not know n, proce d as follows:

Set pressure regulator to register about 8 lbs. on pressure gauge. Set gover nor con t ro l for low speed; governor spr ing w il l hold throttle open during start ing.

Engage star ter and gradu lly open di I cock un ti I eng ine fir s. After eng ine st arts, regu la te thro t tle and gas pr essur e to mai ntai n speed desired. Allow eng ine to run a f ew mi nu tes in order to purge any r ema in ing air from the system. Upon application of load, it will be necessary to r adj ust throttle and gas pressure to mee t load demand. A f t r ng ine has warmed up under load, r eset gas pressure for best r nning.

Either t oo m ucf.J or too little gas w i II prevent engi ne f rom starting assum ing that injection valves are opening.

If injection valves are opening proper ly , the pressure gauge w iII show a depress ion 1n pressure at each injection per iod. If t here is no depress ion at the gauge, the sys tem is st il l air-locked and further b leeding is requi r ed. Do not close stop cock at vol ume tank , as gas pressure must be supplied oil reservoir at all times during operation .

Starting and Running

The engi ne m ay be started on e ither the standard low pressur e system or on f uel in ject ion. To c hange from one system to the other is simple and should be accomplish -ed without shutting down. To change, merely shut off gas supp ly to system to be changed


and at the same ti me open the valve to the other system.

To stop engine on fuel injection , merely close dial cock but do not close off gas pressure applied to oil reser voir . Restarting only requires rotating the engine and gradual-ly opening the dial cock . If no settings were changed, the engine will match pre ious speed and load conditions.

Disengaging Fuel Injection System

It is intended that the fuel inject ion system operate at all times when the engine is running. However, a lock out method is provided so that servici ng can be done by runn ing engine on standard fuel system wh ile work is be ing performed. Do not run engine on standard fuel system with injection system locked for any extended period of time. Condensation and corrosive gases will cause plungers to corrode and stick if left inoperative.

To disengage fue l injection:

1. Put engine on standard fuel system.

2. L oosen jam nut and turn pinned nu t counterclockw ise, raising the lock-out bo lt as far as it wi ll go. This ra ises the cam f ollower off the cam and ma.k s the system inoperative. This must be done on each pump.

Locked ut in the above manner, all par ts of t he InJection system may be serviced with the engine runn ing on standard fue l system except the lower injection valve assemb lies. To service these, it is necessary to stop the engine.

Servicing Fuel Injection System

The pump and injector barrel and pl ungers are ident ical. These are precision ground and lapped to a close fit, and t he pl unger from one barrel must not be interchanged

i h another. The plunger must slide in the barrel with no tendency to sti ck or hang. If barrels are removed, use a new copper seal washer and pull down evenly the three capscrews. After assembl y, make sure plunger will slide freel y in barrel.

The InJect ion val ve, after long serv1ce, may requ ire r eseating, which can be done

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by lapp ing va lve to seat . Check for warped or pit ted valves and replace if necessary.

Remember this is a hydraulic system and absolute cleanl iness in a ll of the parts and oi I is very necessary for successful operation .

IGNITION AND SAFETY CONTROLS

Standard ignition is supplied by a rotary high tension magneto. Optional equipment is a rotary low tens ion magneto. The safety control s are connected to the pr imary side of the magneto and ground to shut down the engine in case of failure of some par t.

Magneto- High Tension

The standard magneto is of high tension t ype wh ich is equ ipped with an SAE mounting f lange and turns at twice engine speed. An impulse coupling provides a means of securing a hot starting spark .

Magneto Specifications:

SAE flange 4/2 C-360 degree hi gh tens ion with impulse coupling lag of 25 degrees . Breaker po ints 0.015" .

Magneto - Low Tens ion

Optional magneto is low tension which requires external transformer coi Is at each spark pl ug. The magneto generates t he primary current which is supplied the exter-nal transformers where the voltage is stepped up to cause the pl ug gaps to be jumped.

Magneto Spec ifications:

SA E f lange 4/2 C- 360 degree low tension with impulse coupling lag of 25 degrees. Breaker poin t s 0.015".

Timing Magneto to Engine

The rim of the flywheel 1s marked " 12B" or " 15B" which indicates 12 or 15 degr ees before top center for No. 1 cyli nder (No. 1 cy linder on fl ywheel side) and is the po int that ign ition shou ld occur . Some gases will perm i t ear lier than 15 degree BTC ignition and others requ ire re t arding sl ight ly below this po int. Impulse coupli ng re lease should be 0-5 degrees AFTER "TC" mark on ri m of flywheel. To time magneto to engine proceed as fol lows:

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3.

4.

Turn '='"c me fl y whee l in clockw ise direc ti on when facing flywhee l, unti I mark " 12B" or "15B " on r im of f ly whee l.

With magneto off engine, rotate dr ive coupl ing of magneto backwards , (t urning magneto backwards disengages impulse coupli ng) unt i l ti ming marks (whi te marks or gear mark ing) are centered in timing w indow. This is t he po int of running spark . Ho ld mag-neto coupling at th is position and check to see if dr ivi ng lugs will enter float member . If not, proceed wi t h i tem 3 be low. N OTE: Some operator s prefer t o t ime magneto by breaker poi nts. If desired, when magneto is set as above, breaker points wi ll just close, and t his is po int of ignition.

If gear ing has been disturbed, pul l forward on magneto gear enough to di sengage gear and rota t e gear unt il slot in gear l ines up w i t h magneto coupl ing dri ve lugs as set in paragraph No. 2 above. Now engage gear by pushing in as far as it wi ll go.

Flange magneto to engine and f asten in place w ith mount ing bo lts. Now rotate engine fl ywheel unti I impul se re leases and check posi t ion of r elease. Thi s should be 0-5 degrees AFTER t op center . Now back up fl ywheel unt i l " 15B " mark is vertica l and i f the t iming is cor rect the ti ming marks will center in the ti m ing window. In case t hey do not, loosen screws holding magneto and rotate magneto until ti m ing marks are cen tered. C lamp magneto and recheck .

Servicing of Magneto

Br eaker points and ma eto cover must be kept clean and proper ly adjust ed. Oil w iper w ick sl igh t ly and set points t o open 0.0 5" . If breaker poin s are pitted re-dress or replace. Replace ondenser when point s are replaced as burned points are sua l ly caused by a bad condenser.

On low tension magnetos, also check brushes and dist ributor r otor . Replace i f worn or p 'tted. ipe away any carbon formation in di st r ibutor ap. Impulse coupl ing retards spark when start ing and provides a quick release t insure a hot tarting spark . A clicking sound i eard at cranking speeds

whi ch stops dS soon a eng ine speeds up. Shou ld t hE'! impulse coup l ing f ai l to work , r emove magneto and wash out coup I ing or have r epa ir ed. DO NOT pound on magneto; this onl y damages it.

Ground ing of Magneto

Many ti mes sta t ic e lect r ici t y bu i lds up in an eng ine and w ill cause ear ly magneto f a il ure. Groundi ng of eng ine on st ee l base or concrete is not su ffi cient . Drive a ground rod and ground engine to rod w ith wi re. This will usually eliminate the t r ouble from stat ic electr icity .

Spark Plugs

Use on ly 7/ H- 18 thread, regu lar , heavy du t y gas eng ine spar k p lugs. Correct spark p lug gap _is 0.020''. For best servi ce spark p lugs must be of the proper hea t range for the load and gas used. For sour gases use "X" t ype p lugs.

If pl ugs foul, the plug is too cold. Replace wi th hotter pl ug. If plugs burn rapidly, use colder t ype. P lugs are sold in hot, med i-um, and cold types and must be matched t o engine heat.

The spark gap is very impor t an t. Many magneto fa i lures ar e caused by burned, w ide spark plug gaps brought about by lack of proper maintenance. Check plugs at regular in tervals and keep point gaps set correctl y .

Igni t ion Wir ing

When exposed t o weather spark p lug wi r es do not gi ve long life . High t ension ign i t ion f ailures are often t r aced to cr acked or damaged wires. L ow tens ion w ires usua lly give longer life as they are not subjected to high voltage, however, a ll w iring shou ld be ma int ained in good or der and replaced when damaged.

Safety Controls

Your engine is protec ted against low water level, low oil pressure, h igh water tempera -t ure or overspeed on ly so long as the safe.ty controls are in proper working order and are pr oper ly connected t o the primary side of the magnet o. Should a con t rol not function when checked, r ep lace at once for the safety of the engine. Check each instrument often to make sure it. will shut

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the engine down, if needed. These controls are as follows:

Low Water L evel Control - This is mounted in the top t ank of the r adiator. Th is IS a float wh ich indicates the water level. Should the water leve l drop, the needle will ground the magneto and shut the eng ine down.

L ow Oil Pressure Control - The oi I pressure gauge has a low pressure contact which is set to ground at 15 lb. pressure . The switch has a start ing lockout, and 1n order to start engine, it is necessary to ser gauge off ground. This is done by pushi ng a small button on the si de _ of the gauge. As soon as oil pressure builds up, the starting feature is released. As soon as engine is started, t he operator shou ld check to see that the release has allowed gauge to drop starting feature and will ground magneto in case of oi l pressure fail ure.

L ubricator L ow Level Control In the cy l inder lubricator is a float, whi ch, if the oil level is not high enough, will not allow the engine to start, or in case of low oil in the lubricat or, will shut down the engine. This device can be checked by draining a small amount of oi l from the lubr icator to drop the float to the po int of contact.

High Water Temperature Control The heat indicator, through cap i l lary t '!h ing regi sters the water temperature t he No. 2 cylinder head. If too much heat is developed for any reason , this switch wi ll ground t he magneto. Should t he gauge fail to register temperature with a warm engine, it should be replaced as it wi II not protec t the engine. Shut down tempera-ture of thi s gauge should be 227 degrees F.

Overspeed Stop - When the engine over-speeds, a spring loaded bo lt in the r im of the fl yw heel causes a mercury swi tch to ground the magneto. It is important to keep bolt and all trip levers well oi led and to check the assembly frequently for proper opera tion . The speed at w hich the overspeed will trip is determi ned by the spring tension on the bolt in the fl yw heel rim. To adjust, remove retain ing nut and adjust spr ing tens ion with nut. Make sure lock nut is securely jammed.

Tachometer - This engine can be furni shed with a mechan ical dr iven tachometer or

with an elec tric impulse type wh ich 1s w ired to the pr imary si de of the magneto. For proper indicating, these instruments need to be checked and recal ibr ated accord-ing to need.

CLUTCH

Standard clutches are as follows:

L-1 770/Twin Disc SPE 314-PO Spec. 30524 L-2 165/Twin Disc SPE 314-PO Spec. 30524

Both sizes are equipped for extended service. The pi lot bearings are sealed for I ife and r equire no lubr ication . The main shaf t bear ings are taper r ol ler type with a large grease capacity requir ing lubricat ion onl y at n tervals of 6 months.

The throwou t mechanism float s free when t he clutch 1s engaged and no lubr ication is required.

Friction Plate Adjustment

A new clutch will r equire several adj ustments of the frict ion di sc soon after starti ng because fric tion disc must wear in and become seated. Watch for looseness or noise and adjust as is r equired. It is very important that the fric tion discs clamp ti ghtly w hen engaged, because the large fl yw hee l f orce wi II cause the clutch t o sl ip, rattle and burn the p lates if not clamped ti ght when engaged.

To adjust, stop engine and r emove hand hole cover . Turn clutch until lock pin can be reached. Push in on pin and t urn adjusting ring clockwise until the engaging lever requires a shaft snap to engage and lock clutch. Make sure lock pin snaps out into notch in a djust ing r ing to preven t adj ustmen t chang ing. NOTE: The clutches are furni shed with spl it friction plates, two being requ ired for the Model L -1770 eng ine and three for the Mode l L- 2165 engine. Replacemen t f rict ion pl ates can ei ther be solid or segmen-tal.

Friction Disc Replacement

Remove clutch from engi ne and disassemble hub and back plate, exam1n1ng friction plates and metal plates. Remove old friction disc and install new ones. Remove drive ring from engine spider and use to a l igh friction pla tes in clutch. Now engage clutch and remove engag ing lever to prevent clutch

becoming d isengaged while assembl ing t o the engi ne.

Detent Lever Adjustment

This clu tch uses a detent mechanism to hold the throwout yoke out of engagement with sli ding sleeve, when t he cl utch is engaged or di sengaged. Th is prevents wear to the camrol bear ings used to engage the clutch . DETENT MUST BE PROPER L Y AD JUSTED. Engage clutch and adjust posi-t ion of natural lock arm on engag ing shaft to give c learance "X ", between sliding sleeve and camro l bear ing. In this position detent p in wi ll be forward groove in location plate. Lock deten t lever t o shaft, disengage and engage clutc h and r echeck for clearance "X".

Oper ating shaft must be free in bear ings so that det-en t p in wi ll set shaft to neu t ral positron . Oil operating shaft f requent ly to pre ent bind ing nd resulti ng wear of sliding slee e and amrol bearings.

Shaft Bearing Adjustment

Nor mally r equired only whe clutch is d isassemb led. Remove lock p late and turn beari ng retailer clock wise until bearings bind. No b ck off approximatel y 5 notches and rep lace lock p late. Th "s adj ustmen t gives ne essary looseness to bear ings .

Clutch Lubrication

Use only high temper ature lithi um base No. 2 ball bearing grease. F il l shaf t housing completely full , using grease gun, and pump out old grease each four to si months.

ipe away old grease.

The amrol and pilot bear ings are sealed for l i fe, and no lubricat ion is r equired. They should be inspected each two years and replaced if noisy .

Each six man ths, or as required, use oi I can and lubri cate toggle linkage, throw out co l lar , engag ing shaft and detent me han-Ism. Some clutches are equipped w ith grease fitti ng for lubr icat ing engaging shaft . Make sure this shaft is f ree.

C OOLING SYSTEM

Water Capacity

Model L-1 770 73 Gallons

Model L- 2165 25 Gallons

Standar d cool ing system for this engine is pressure thermosyphon. The syst em oper -ates under a pressure cap of 7 lbs . rei ief pressure. No wa t er pump is used. The water heated by the engine r ises into the r ad iator , where i t is cooled by the f an pulling air over the core. The cooled water r etur ns to the cy I i nders from the bottom of the r adia t or .

Optiona l system, where ample cooling water is available from a heat exchanger or other source is an inle t and outlet .va ter manifold for piping 'a ter t and from t he eng ine. On the out let manifold a 3 -way thermostat is f i tted to r ecir ulate the water back t the cylinders to maintain a ater outlet temperature of appro imately 165 degrees F. 2" pipe to a d from engine must be suppl ied and water must flow through the engine at a r ate of 75 to 100 gallons per minute.

T he thermosyphon coo l ing system operates under pressure of appro imate ly 7 lbs ., by means of a pressure cap. DO NOT RE-MOVE RADIATOR CAP WHILE ENGINE IS HOT.

Replace pressure cap when it fails to sea l. Maintain all hose and flange connections in good condition to preven t leaks and loss of water .

Proper cool ing is dependen t on having cool a1r flow into the radiator . The cooling system must be kept clean , inside and ou t -side. Use only soft clear water and use a suitab le rust inhibitor to prevent scale and clogging of water passages. The radiator core must be kept clean , f r ee of dust , o i l and bugs in order for it to dissipate t he hea t.

Fan and belt guards are provided for the operator's safety. If shrouds and ducts are used they must be larger than the rad ia-tor to offer the least poss~b l e resistance to the air flow . Improper shrouds or ducts will ser iously affect the cool ing capac i ty of the r adiator .

Anti-Fr eeze

When danger of freezing exists, a sol ution f water a d permanent t y

L Series 1770

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Transcript of L Series 1770