TCIII !! TECUMSEH SERVICE REPAIR MANUAL 2 CYCLE TC TM TC200 TC300 ENGINES 694782

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TC/TM SERIES
2-Cycle
Engines
T E C H N I C I A N ‘ S H A N D B O O K
TECUMSEH
ENGINES TRANSMISSIONS&
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IMPORTANT NOTICE!
This handbook covers repairs and adjustments not covered
within the Operator’s Manual, and it is intended for individuals
who have a general understanding of internal combustion
engines, adequate training, experience and who practice proper
tool usage. Service procedures should be clearly understood and
practiced when servicing Tecumseh Engines.
Statements in this manual preceded by the following words and
graphics are of special signifi cance:
Or
WARNING indicates a potentially hazardous situation which if
not avoided, could result in death or serious injury.
NOTE
Refers to important information and is placed in italic type.
It is recommended that you take special notice of all items
discussed on pages 1 and 2 and wear the appropriate safety
equipment.
Notice Regarding Emissions
NOTE
Engines which are certifi ed to comply with California and U.S.
EPA emission regulations for SORE (Small Off Road Equipment),
are certifi ed to operate on regular unleaded gasoline, and may
include the following emission control systems: (EM) Engine
Modifi cation and (TWC) Three-way Catalyst (if so equipped).
©Copyright 2005
Tecumseh Power Company
All Rights Reserved
WARNING
WARNING
Tecumseh Contact Information
Contact your nearest Authorized Tecumseh Servicing
Dealer if:
• You are unable to perform service procedures
covered in this handbook.
• You have questions about service procedures
covered in this handbook.
• You would like to order service tools.
• You would like to request additional printed
copies of this handbook.
You may fi nd your Authorized Tecumseh Servicing
Dealer on our website at www.TecumsehPower.com
or call Tecumseh Power Company at 1-800-558-5402
or 262-377-2700 if you are located outside the U.S. or
Canada.
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CONTENTS
CHAPTER 1 GENERAL INFORMATION...............................................................................1
GENERAL SAFETY PRECAUTIONS ..................................................................................................... 1
ENGINE IDENTIFICATION ..................................................................................................................... 3
OIL REQUIREMENTS............................................................................................................................. 5
FUEL REQUIREMENTS ......................................................................................................................... 6
TUNE-UP PROCEDURE ........................................................................................................................ 7
STORAGE............................................................................................................................................... 8
CHAPTER 2 AIR CLEANERS................................................................................................9
GENERAL INFORMATION ..................................................................................................................... 9
OPERATION ........................................................................................................................................... 9
TROUBLESHOOTING ............................................................................................................................ 9
SERVICE................................................................................................................................................. 9
PAPER FILTER REMOVAL AND REPLACEMENT.............................................................................. 10
POLYURETHANE FILTER REMOVAL AND SERVICE........................................................................ 10
CHAPTER 3 CARBURETORS AND FUEL SYSTEMS .......................................................11
GENERAL INFORMATION ................................................................................................................... 11
OPERATION ......................................................................................................................................... 11
FUEL PRIMERS .................................................................................................................................... 12
COMPONENTS..................................................................................................................................... 13
ENGINE TROUBLESHOOTING ........................................................................................................... 16
TROUBLESHOOTING CARBURETION—TC/TM SERIES .................................................................. 17
TESTING............................................................................................................................................... 19
SERVICE............................................................................................................................................... 19
CARBURETOR PRE-SET AND ADJUSTMENT ................................................................................... 19
CARBURETOR DISASSEMBLY .......................................................................................................... 20
CARBURETOR INSPECTION .............................................................................................................. 20
CARBURETOR ASSEMBLY................................................................................................................. 21
FUEL TANK SERVICE .......................................................................................................................... 24
CHAPTER 4 GOVERNORS AND LINKAGE .......................................................................25
GENERAL INFORMATION ................................................................................................................... 25
OPERATION ......................................................................................................................................... 25
COMPONENTS..................................................................................................................................... 25
TROUBLESHOOTING .......................................................................................................................... 26
ENGINE OVERSPEEDING................................................................................................................... 26
ENGINE SURGING............................................................................................................................... 26
SERVICE............................................................................................................................................... 26
GOVERNOR ADJUSTMENT ................................................................................................................ 26
CHAPTER 5 REWIND STARTERS......................................................................................28
GENERAL INFORMATION ................................................................................................................... 28
OPERATION ......................................................................................................................................... 28
TC TYPE I ............................................................................................................................................. 28
TC TYPE II/TM ...................................................................................................................................... 28
COMPONENTS..................................................................................................................................... 28
SERVICE............................................................................................................................................... 28
DISASSEMBLY PROCEDURE ............................................................................................................. 28
ASSEMBLY PROCEDURE ................................................................................................................... 29
©Tecumseh Power Company
2005
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CHAPTER 6 IGNITION ........................................................................................................30
GENERAL INFORMATION ................................................................................................................... 30
OPERATION ......................................................................................................................................... 30
COMPONENTS..................................................................................................................................... 30
IGNITION TROUBLESHOOTING ......................................................................................................... 31
TESTING............................................................................................................................................... 32
SERVICE............................................................................................................................................... 32
AIR GAP SETTING ............................................................................................................................... 32
SPARK PLUG SERVICE....................................................................................................................... 32
CHAPTER 7 INTERNAL ENGINE AND CYLINDER ...........................................................33
GENERAL INFORMATION ................................................................................................................... 33
OPERATION ......................................................................................................................................... 33
MANUAL COMPRESSION RELEASE.................................................................................................. 33
COMPONENTS..................................................................................................................................... 34
TROUBLESHOOTING ..................................................................................................................... 35-36
TESTING............................................................................................................................................... 37
ENGINE KNOCKS ................................................................................................................................ 37
ENGINE OVERHEATS ......................................................................................................................... 37
SURGES OR RUNS UNEVENLY .........................................................................................................37
ENGINE MISFIRES............................................................................................................................... 37
ENGINE VIBRATES EXCESSIVELY .................................................................................................... 38
LACKS POWER OR WILL NOT START............................................................................................... 38
SERVICE............................................................................................................................................... 38
GENERAL INFORMATION ................................................................................................................... 38
DISASSEMBLY PROCEDURE—TC TYPE 1 AND TC TYPE II ...................................................... 38-40
BEARING AND SEAL SERVICE—TC TYPE I AND TC TYPE II .......................................................... 40
ASSEMBLY—TC TYPE I AND TC TYPE II ..................................................................................... 41-43
DISASSEMBLY—TM ....................................................................................................................... 43-44
BEARING AND SEAL SERVICE—TM.................................................................................................. 44
ASSEMBLY—TM ............................................................................................................................. 45-47
CHAPTER 8 ENGINE SPECIFICATION AND SEARS CRAFTSMAN
CROSS-REFERENCE ...............................................................................................48
TORQUE SPECIFICATIONS ................................................................................................................ 48
ENGINE SPECIFICATIONS.................................................................................................................. 49
SEARS CRAFTSMAN CROSS REFERENCE...................................................................................... 50
CHAPTER 9 EDUCATIONAL MATERIALS AND TOOLS .............................................51-54
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1
CHAPTER 1 GENERAL INFORMATION
I. General Safety Precautions
!WARNING
A. Use Personal Protective Equipment
To avoid injury, wear protective
equipment including appropriate
clothing, eyewear, safety shoes and
ear plugs when servicing Tecumseh
products.
B. Stay Away from Rotat-
ing Parts
Rotating parts can cause severe
injury or death. Use special care
when making service adjustments
with covers or guards removed.
Keep tools, hands, feet, hair, jewelry,
and clothing away from all moving
parts. Replace covers and guards
before operating equipment.
C. Stay Away from Hot Sur-
faces
Parts of equipment being serviced
become extremely hot during operation
and remain hot after the equipment has
stopped. To avoid severe burns, stay
away from hot surfaces or allow the unit
to cool prior to service.
D. Avoid Accidental Equipment Movement
To prevent accidental movement of equipment, always
set the parking brake. For gear-driven products that do
not have a parking brake, leave equipment in gear and
chock the wheels. Refer to original equipment operator
manuals for additional information.
Pulley bosses that hold the rewind spring inside the
keeper and spring housing may not be secured and can
be easily loosened. Use special care when handling this
housing. Failure to do so could cause spring to “fly out”
which could result in minor or moderate injury.
Read the original equipment manufacturer’s manual(s)
and this handbook thoroughly before servicing
Tecumseh engines.
Always follow recommended service procedures.
Such procedures affect the safe operation of the
equipment and the safety of you and/or the operator.
Failure to follow the instructions and warnings may
result in serious injury or death. Call Tecumseh Power
Company at 1-800-558-5402 or visit www.Tecumseh-
Power.com if you have any questions.
Always discard gaskets, O-rings and seals after removal.
Use only new gaskets, O-rings and seals for assembly.
Failure to do so could result in leakage from engine areas
that use these parts.
E. Always Provide Adequate Ventilation
To avoid serious injury or death,
always ensure that you are working in
a properly ventilated facility. Special
precautions are required to avoid car-
bon monoxide poisoning.
All engine exhaust contains carbon
monoxide, a deadly gas. Breathing
carbon monoxide can cause headaches, dizziness,
drowsiness, nausea, confusion and eventually death.
Carbon monoxide is a colorless, odorless, tasteless gas
which may be present even if you do not see or smell any
engine exhaust.
Deadly levels of carbon monoxide can collect rapidly and
you can quickly be overcome and unable to save your-
self. Also, deadly levels of carbon monoxide can linger
for hours or days in enclosed or poorly-ventilated areas.
If you experience any symptoms of carbon monoxide poi-
soning, leave the area immediately, get fresh air, and
SEEK MEDICAL TREATMENT.
To prevent serious injury or death from carbon monoxide:
• ALWAYS direct engine exhaust outdoors.
• NEVER run engine outdoors where engine
exhaust can be drawn into a building through
openings such as windows and doors.
F. Use Proper Methods When Cleaning
To reduce the risk of serious injury or
death from fires and/or explosions,
NEVER use flammable solvents (e.g.,
gasoline) to clean serviceable parts. Use a
water-based, non-flammable solvent such
as Tecumseh Degreaser Cleaner.
G. Compressed Air Precautions
Never use compressed air to clean debris from yourself
or your clothing. When using compressed air to clean or
dry serviceable parts:
• Wear appropriate eye protection.
• Use only approved air blow nozzles.
• Air pressure must not exceed 30psi (206kPa).
• Shield yourself and bystanders from flying debris.
H. Inspect and Adjust Brake(s)
Always inspect and adjust flywheel brake components
whenever servicing equipment that has a Tecumseh
engine. Refer to this Technician’s Handbook and bulle-
tins for proper brake adjustment.
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2
I. Operate Equipment Safely
Operation of equipment presented for service can be
hazardous. To avoid serious injury or death, DO NOT
operate equipment, until:
• all relevant inspection procedures presented in
this handbook are performed and
• technician is satisfied equipment can be operated
safely.
• Starter pulley springs hold the starter rope and
control tension by winding the rope around the
pulley. Use caution when pulling and releasing
the rope to and from the starter housing. Failure
to do so could cause the rope to unexpectedly
jerk back which could result in minor or moderate
injury.
J. Avoid Gasoline Fires
Gasoline (fuel) vapors are highly flamma-
ble and can explode. Fuel vapors can
spread and be ignited by a spark or flame
many feet away from engine. To prevent
injury or death from fuel fires, follow these
instructions:
• NEVER store engine with fuel in fuel tank inside a
building with potential sources of ignition such as
hot water and space heaters, clothes dryers,
electric motors, etc.
• NEVER remove fuel cap or add fuel when engine
is running.
• NEVER start or operate the engine with the fuel
fill cap removed.
• Allow engine to cool before refueling.
• NEVER fill fuel tank indoors. Fill fuel tank
outdoors in a well-ventilated area.
• DO NOT smoke while refueling tank.
• DO NOT pour fuel from engine or siphon fuel by
mouth.
K. Avoid Accidental Starts
To prevent accidental starting when working on equip-
ment always:
• Disconnect spark plug wire and keep it away from
spark plug.
• Keep the disconnected spark plug wire
securely away from metal parts where
arcing could occur.
• Attach the spark plug wire to the grounding
post, if provided.
• Turn off all engine switches.
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3
ENGINE IDENTIFICATION
Engine Model Families
This Tecumseh Technician’s Handbook covers the following engine model types:
• TC200 - Two Cycle Engine Type I - 2.0 cubic inch displacement.
• TC300 - Two Cycle Engine Type II - 3.0 cubic inch displacement.
• TM049XA- Two Cycle Engine Multi Position - 49cc displacement.
The letter designations in a model number indicate the basic type of engine. See diag.1-4.
The number designations following the letters indicate the basic engine model.
The number following the model number is the specification number. The last three numbers of the specification number
indicate a variation to the basic engine specification.
The serial number or D.O.M. indicates the production date of the engine.
TC engine identification numbers are stamped into the blower housing or blower housing base near the spark plug, or
a decal is permanently attached to the side of the blower housing. See diag. 1-1.
The engine identification decal will include the model number, engine type, warranty code, and date of manufacture. See
diag. 1-2 and 1-3.
The model number designation following TC (Tecumseh Compact) indicate the cubic inch displacement of the engine.
TC300 indicates a 3.0 cubic inch displacement.
The number (3133C) following the model number is the specification number. The last two numbers and letter character
(33C) indicate a variation to the basic engine specification.
The warranty code letter (B) indicates the length of warranty that is supplied by Tecumseh.
The DOM (Date of Manufacture) or Serial Number indicate the date the engine was produced. The first digit (5) is the year in
the decade (1995). The next three digits (114) indicate the build date (114th day of the year or April 24). The letter designation
indicates the line or shift on which the engine was built at the factory.
Short blocks are identified by a tag marked SBH (Short Block Horizontal) or SBV (Short Block Vertical). See diag. 1-5.
Identification Decal
TC TYPE I ENGINE TC TYPE II and TM ENGINES 1-1
Identification Decal
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I. TC200 Models
A sample TC200 decal is pictured for reference. See
diag. 1-2.
Using model TC200-2015B 2354D as an example, inter-
pretation is as follows: See Table 1-1.
Sample TC200 Decal
2015BTC200 2354D
12 3
1. Engine Model Number
2. Specification Number
3. D.O.M. (Date of Manufacture)
SAMPLE
Table 1-1. TC200 Engine Model Code Designations
Code Model Number
T Indicates Tecumseh Engine Manufac-
turer.
C Indicates compact model.
200 Indicates 2.0 cubic inch displacement.
Code Specification Number
2015B Indicates number used for identifying the
parts of the engine.
Code Serial/D.O.M. Designation
2 Is the last digit in the year of manufacture
(1992).
354 Indicates the calendar day of that year
(354th day or December 20).
D Indicates the plant line and shift on which
the engine was built at the factory.
II. TC300 Models
A sample TC300 decal is pictured for reference. See
diag. 1-3.
Using model TC300-3133C(B)5114G as an example,
interpretation is as follows: See Table 1-2.
Sample TC300 Decal
3133C (B)TC300 5114G
12 3 4
1. Engine Model Number
2. Specification Number
3. Warranty Category
4. D.O.M. (Date of Manufacture)
SAMPLE
Table 1-2. TC300 Engine Model Code Designations
Code Model Number
T Indicates Tecumseh Engine Manufac-
turer.
C Indicates compact model.
300 Indicates 3.0 cubic inch displacement.
Code Specification Number
3133C Indicates number used for identifying the
parts of the engine.
Code Warranty Code
B Indicates Warranty Information. See
current Operator’s Manual for information.
Code Serial/D.O.M. Designation
5 Is the last digit in the year of manufacture
(1995).
114 Indicates the calendar day of that year
(114th day or April 24).
G Indicates the plant line and shift on which
the engine was built at the factory.
1-2
1-3
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5
III. TM Models
A sample TM decal is pictured for reference.
See diag. 1-4.
Using model TM049XA 3617B A 4056CA as an exam-
ple, interpretation is as follows: See Table 1-3.
Sample TM Decal
3617B (A)TM049XA 4056CA
12 3 4
1. Engine Model Number
2. Specification Number
3. Warranty Category
4. D.O.M. (Date of Manufacture)
SAMPLE
Table 1-3. TM Engine Model Code Designations
Code Model Number
T Indicates two cycle model.
M Indicates multi position model.
049 Indicates Displacement-49cc
XIs 49 State/Global Emissions Compliant.
A Indicates standard Model.
Code Specification Number
3617B Indicates specification number used for
identifying the parts of the engine.
Code Warranty Code
A Indicates Warranty Information. See cur-
rent Operator’s Manual for details.
Code Serial/D.O.M. Designation
4056CA Is the serial number or D.O.M. (Date of
Manufacture).
4 Is the last digit in the year of manufacture
(2004).
056 Indicates the calendar day of that year
(56th day or February 25).
C Indicates the plant line and shift on which
the engine was built at the factory.
A Indicates the location of where the engine
was built at the factory.
Short Blocks
New short blocks are identified by a tag marked SBH
(Short Block Horizontal) or SBV (Short Block Vertical).
Original model identification numbers of an engine should
always be transferred to a new short block for correct
parts identification. See diag. 1-5.
Short Block Identification Tag
SBV- 564A
SER 5107
Serial Number
SBV OR SBH Identification Number
OIL REQUIREMENTS
Tecumseh recommends using two-cycle oil part # 730227C, which is a synthetic blend that ensures cylinder wall
lubrication, mixes easy, and does not separate. Two cycle oil part # 730227C is specially formulated for use in air or water
cooled two cycle engines and contains an added fuel stabilizer.
Tecumseh two cycle engines require the use of a NMMA TC-W3 or TC-WII certified oil.
The proper fuel mixture ratio of oil to gasoline for specific engines will be found in the Operator’s Manual and on the decal
attached to the blower housing or fuel tank of the engine.
1-4
1-5
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6
FUEL REQUIREMENTS
Tecumseh Power Company strongly recommends the use of fresh, clean, unleaded regular gasoline in all Tecumseh
engines. Unleaded gasoline burns cleaner, extends engine life, and promotes good starting by reducing the build-up of
combustion chamber deposits. Leaded gasoline, gasohol containing no more than 10% ethanol, premium gasoline, or
unleaded gasoline containing no more than 15% MTBE (Methyl Tertiary Butyl Ether), 15% ETBE (Ethyl Tertiary Butyl
Ether) or 10% ethanol, can be used if unleaded regular gasoline is not available.
Reformulated gasoline that is now required in several areas of the United States is also acceptable.
NEVER USE: gasoline, fuel conditioners, additives or stabilizers containing methanol. The use of white gas, gasohol
containing more than 10% ethanol, unleaded regular gasoline containing more than 15% MTBE (Methyl Tertiary Butyl
Ether), 15% ETBE (Ethyl Tertiary Butyl Ether) or 10% ethanol is not recommended as engine/fuel system damage could
result.
See “STORAGE” instructions in Technician’s Manual, Operator’s Manual, or Bulletin 111.
Tecumseh two-cycle oil part # 730227C contains a fuel stabilizer for year round fuel stability in and out of season. If oil
other than Tecumseh two cycle is used, use Tecumseh's fuel stabilizer part # 730245.
MIXING FUEL AND OIL
NEVER store engine with fuel in
fuel tank inside a building with
potential sources of ignition such as hot water and space
heaters, clothes dryers, electric motors, etc.
DO NOT mix fuel and oil directly in fuel tank.
Use of NMMA, TC-WII or TC-W3, JASO FB or JASO FC
classified oil is recommended.
1. Be sure container is outdoors and in a well-ventilated
area.
2. Fill approved clean red GASOLINE container with 1/4
of recommended fuel amount. See Table 1-4 and
Table 1-5.
3. Add required amount of recommended oil to fuel.
See Table 1-4.
4. Screw cap onto container.
5. Shake container vigorously.
6. Unscrew cap from container.
7. Fill container with remainder of recommended fuel.
See Table 1-4 and Table 1-5.
8. Wipe away any spilled fuel or oil.
!WARNING
Table 1-4. Fuel Mix Chart — Mixture Ratio 24:1
U.S. S.I. Metric
Gas Oil Petrol Oil
1 Gal. 5 oz. 4 Liters 167 ml
2 Gal. 11 oz. 8 Liters 333 ml
5 Gal. 27 oz. 20 Liters 833 ml
Table 1-5. Recommended Fuel
Fuel Component Percentage
Ethanol 10%
Grain Alcohol (“Gasohol”) 10%
MTBE (Methyl Tertiary Butyl Ether) 15%
ETBE (Ethyl Tertiary Butyl Ether) 15%
FUEL ADDITIVES
Only fuel additives such as Tecumseh's fuel stabilizer part # 730245A or liquid varieties can be used when mixed
properly. For winter applications, Isopropyl alcohol fuel dryers may be used in the fuel system but must be mixed at
the proper ratio recommended by the manufacturer. NEVER USE METHANOL BASED DRYERS.
Gasoline and oil containers must be clean, covered, and rust-free. Old gas or fuel contamination can restrict or block
fuel filters, and small fuel ports and passages in the carburetor. If the engine is to be unused for 30 days or more see
"Storage" for fuel system instructions.
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7
TUNE-UP PROCEDURE
The following is a minor tune-up procedure. If the engine does not perform properly after the tune-up is completed,
consult the "Troubleshooting Engine Operation Chart" found in Chapter 7. Repair procedures are listed in each chapter.
Remove the spark plug wire before doing any service work on the engine.
1. Service or replace the air cleaner as necessary. Use the applicable procedure found in Chapter 2 under
"Service".
2. Remove the fuel from the fuel tank by running the engine until stopping or draining into an approved fuel
container.
3. Remove the fuel tank and blower housing to clean all debris from the air intake screen, cylinder cooling fins,
governor and carburetor linkage.
4. Replace the blower housing and check all remote linkage for proper adjustment and operation.
5. Check to see that the engine is properly secured to the equipment. On rotary lawnmowers, balance the blade
and check the blade hub and crankshaft key for wear. Replace as necessary. Torque the bolts to the correct
specification.
6. Replace the spark plug with the correct replacement by using the Master Parts Manual. Set the spark plug gap
at .030" (.762 mm) and install it in the engine. Tighten the spark plug to 230 inch pounds (2.6 Nm) of torque. If
a torque wrench isn't available, screw the spark plug in as far as possible by hand. Use a spark plug socket or
wrench to turn the spark plug 1/8 to 1/4 turn further if using the old spark plug, or 1/2 turn further if a new spark
plug is used. Reinstall the spark plug wire.
7. Fill the fuel tank with the proper fuel/oil mix.
8. Start the engine and allow it run 3 - 5 minutes to reach operating temperature. Adjust the carburetor if necessary
(see Chapter 3 under "Service" for the final idle mixture adjustment procedure) and set the engine R.P.M.(s)
according to the specification number found on microfiche card # 30 or computer parts lookup system.
!CAUTION
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STORAGE (IF THE ENGINE IS TO BE UNUSED FOR 30 DAYS OR MORE.)
Never store the engine with fuel in the fuel tank inside a building with potential sources of igni-
tion such as hot water or spacer heaters, clothes dryers, electric motors, etc.
Gasoline can become unstable in less than 30 days and form deposits that can impede proper fuel flow and engine
operation. To prevent deposits from forming, all gasoline must be removed from the fuel tank and the carburetor. An
acceptable alternative to removing all gasoline is adding a fuel stabilizer to the gasoline such as Tecumseh part #
730245A. A fuel stabilizer is added to the fuel tank or storage container. Always follow the mix ratio and mixing procedure
found on the stabilizer container. Run the engine at least 10 minutes after adding the stabilizer to allow it to reach the
carburetor.
Draining The Fuel System
1. Remove all gasoline from the fuel tank by running the engine until the engine stops, or by draining the fuel tank
by removing the fuel line at the carburetor. Be careful not to damage the fuel line or the carburetor fitting. Drain
the fuel into an approved container outdoors, and away from any open flame or combustive source. Be sure the
engine is cool.
To avoid death or serious injury, DO NOT pour fuel from engine or siphon fuel by mouth.
2. If "Gasohol" has been used, complete the above procedure and then put 2 ounces (60 ml) of the recommended
fuel / oil mixture using regular unleaded gasoline into the fuel tank. Run the engine until it stops due to a lack of
fuel. If "Gasohol" is allowed to remain in the fuel system during storage, the alcohol content may cause gaskets
and seals to deteriorate.
Oil Cylinder Bore
1. Remove the spark plug wire from the spark plug. Pull the starter handle slowly until resistance is felt due to
compression pressure, then stop. Slowly release starter tension to prevent the engine from reversing due to
compression pressure.
2. Remove the spark plug, squirt 1/2 ounce (15 ml.) of clean 2-cycle engine oil into the spark plug hole.
3. Cover the spark plug hole with a shop towel and crank the engine over, slowly, several times.
4. Replace the spark plug and tighten (see step # 6 under Tune-Up Procedure for proper spark plug torque). Pull
the starter handle as performed in step # 1. The piston position blocks the cylinder ports, preventing atmospheric
air from entering and oil from leaving the cylinder bore during storage.
5. Replace the spark plug wire on the spark plug.
!WARNING
!WARNING
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9
CHAPTER 2 AIR CLEANERS
TROUBLESHOOTING
If the engine's performance is unsatisfactory (needs
excessive adjustments, starts smoking abnormally, loses
power), the first component to be checked is the air
cleaner. A dirt restricted or an oil soaked filter element will
cause noticeable performance problems. A polyurethane
element may be cleaned following the service procedure
listed under "Service" in this chapter. A paper-type air filter
should only be replaced. Follow the procedure listed in the
service section in this chapter for replacement. Retry the
engine after filter replacement or service. If the problem
persists after filter service, additional solutions can be
found in Chapter 7 under "Troubleshooting".
SERVICE
Cleaning and oiling the polyurethane element (diag. 2-1)
is recommended every three (3) months or every 25
operating hours. If the engine is used in extremely dusty
or dirty conditions, the filter may require service every
three hours or as often as necessary to maintain proper
engine performance.
Polyurethane type filters require re-oiling after extended
storage due to oil migration out of the filter.
A paper type element (diag. 2-2) should be replaced once
a year, every 100 operating hours, or more often if used in
extremely dusty conditions. Use only original factory
recommended replacement filters.
NOTE
DO NOT attempt to clean or oil paper filters.
Air Cleaner Screen
Polyurethane Filter
2-1
2-2
Air Cleaner
Collar
Clamp
Cover
GENERAL INFORMATION
The air cleaner is designed to eliminate dust and dirt from the air supply. Most models of 2-cycle and 4-cycle engines
use an air cleaner except engines that run in clean environments like snow throwers or ice augers. On these
applications, a filter is not necessary and could collect snow or moisture and prevent proper engine operation. On most
applications, filtered air is necessary to assure abrasive particles are removed before entering the combustion chamber.
Dirt allowed into the engine will quickly wear the internal components and shorten the life of the engine.
Tecumseh engines use either a polyurethane or a paper type air filter system. A polyurethane pre-filter or a flocked
screen may be used in conjunction with the main filter. Extremely dirty operating conditions may require frequent filter
cleaning or replacement.
OPERATION
The outer cover holds the air filter element(s) and prevents debris from entering the filter box. The air supply is filtered
through the pre-filter if equipped, filter element (polyurethane or paper), and a flocked screen if equipped. Pre-filter
elements do not extend the recommended air filter service intervals listed under "Service". However; in extremely dirty
operating conditions a pre-filter element may increase the run time of the engine before the filter becomes restricted (not
to exceed the service recommendations), and service on the filter is necessary.
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Air Cleaner
TC TYPE II/TM
Paper Filter Removal and Replacement
1. Remove the polyurethane pre-filter (if equipped) from
the air filter.
2. Inspect the filter(s) for discoloration or dirt
accumulation. (For the polyurethane pre-cleaner
service see step # 5 under "Polyurethane Filter
Removal and Service"). If either condition is present,
replace the paper type filter using the following steps.
3. Loosen the clamp and slide the clamp toward the air
filter (diag. 2-3).
4. Slide the air filter and clamp off the carburetor
adapter. Discard the old filter and keep the clamp.
5. Apply a thin layer of silicon sealant to the outside of
the air cleaner adapter.
6. Install the clamp on the new air filter, slide the filter
assembly onto the carburetor adapter as far as it will
go.
7. Slide the clamp as close to the carburetor as possible.
Tighten the clamp securely.
Polyurethane Filter Removal and Service
Kleen Aire® Air Cleaner, TC Type II or TM
1. Remove the cover by pulling outward on the tab (diag.
2-4). On the TC Type II/TM style engine, loosen the
two screws (diag. 2-5).
2. Remove screen A (if equipped), foam filter and
screen B from the air cleaner body (diag. 2-4). On TC
Type II/TM engines, remove the flocked screen and
the foam filter (diag. 2-5).
3. Inspect the flocked screen and foam filter for
discoloration or dirt accumulation. If either condition is
present, service the element or screen using the
following steps.
4. The flocked screen pre-filter may be cleaned by
blowing compressed air through the screen from the
back side. Replace the screen if this procedure does
not fully remove the accumulated particles.
5. Wash the polyurethane filter or polyurethane pre-filter
(used with paper air filters) in a detergent water
solution and squeeze (don't twist) until all dirt is
removed.
6. Rinse the polyurethane filter or polyurethane pre-filter
thoroughly in clean water. Wrap the filter in a clean
cloth and squeeze (don't twist) until completely dry.
7. Reassemble the filter assemblies per the illustrations.
2-3
Poly Pre-Filter
Hose Clamp
Carburetor
Carburetor Adapter
Clamp
2-4
2-5
Screen A Screen B
Lock Nut
Washer
Polyurethane Filter
Air Cleaner
Housing
Poly Air-Cleaner
Flocked Screen
Air Cleaner Cover
Cover Screw
Fuel Tank
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3-1
CHAPTER 3 CARBURETORS AND FUEL SYSTEMS
Intake Air
Fuel
Engine Vacuum
Impulse
3-2
GENERAL INFORMATION
TC/TM engines almost exclusively use diaphragm-type carburetors to be able to run effectively at any operating angle.
The diaphragm carburetors are produced by Tecumseh, Walbro and Tillotson for Tecumseh. The carburetors use an
internal diaphragm fuel pump to supply the fuel to the carburetor fuel metering chamber. The metering diaphragm has
one side exposed to intake manifold pressure and one side exposed to atmospheric pressure. This diaphragm provides
the same basic function (maintaining the proper fuel level in the carburetor) as the float.
A limited number of TC engines were produced as outboards using a Tecumseh Series II float style carburetor. Consult
the Two Cycle Technician's Handbook (part # 692508) if service is required on this series of carburetor.
When servicing carburetors, use the engine model and
specification number to obtain the correct carburetor part
number. An alternate method to find the correct
carburetor part number is to use the manufacturing
number and date code stamped on the carburetor and
convert this number to a part number. In the carburetor
section of the Master Parts Manual, Microfiche Catalog, or
Electronic Parts Catalog, a cross reference chart will
convert a carburetor manufacturing number to a
Tecumseh part number. When using computer parts look
up system, it is only necessary to enter this information in
the search box using prefix OK for Tecumseh carburetors,
WA or WTA for Walbro carburetors or HU for Tillotson
carburetors (diag. 3-1).
OPERATION
In the "CHOKE" or "START" position, the choke shutter is
closed, and the only air entering the engine flows through
openings around the choke shutter. As the recoil
assembly is operated to start the engine, upward piston
travel creates a low pressure area in the crankcase. High
pressure atmospheric air rushes into the crankcase to fill
the created low pressure area. Since the majority of the air
passage is blocked by the choke shutter, a relatively small
quantity of air enters the carburetor at increased speed.
The main nozzle and both idle fuel discharge ports are
supplying fuel due to the low air pressure in the intake of
the engine and the fuel side of the main diaphragm.
Atmospheric air pressure on the opposite side of the main
diaphragm forces the diaphragm upward, depressing the
inlet control lever, overcoming inlet spring pressure and
allowing fuel to enter the fuel chamber through the inlet
valve. A maximum fuel flow through the carburetor orifices
combined with the reduced quantity of air that passes
through the carburetor, make a very rich fuel mixture
which is needed to start a cold engine (diag. 3-2).
Start
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Intake Air
Fuel
Engine Vacuum
Impulse
3-4
Intermediate
At IDLE the throttle shutter is almost closed, the low
pressure acts only on the primary idle fuel discharge port
due to throttle plate position. A relatively small quantity of
fuel is needed to operate the engine (diag. 3-3).
During INTERMEDIATE throttle operation, the secondary
idle fuel discharge port supplies fuel after it is uncovered
by the throttle plate. As the throttle plate opens
progressively further, engine speed increases. The
velocity of air going through the carburetor venturi creates
a low pressure area to develop at the main fuel discharge
port while diminishing the effect of the low pressure area
on the engine side of the throttle plate. When the pressure
at the venturi throat is less than that existing within the fuel
chamber, fuel is forced through the high speed mixture
orifice and out the main fuel discharge port (diag. 3-4).
At HIGH SPEED operation, the throttle shutter is in a full
open position. The air velocity through the venturi
increases which further lowers the air pressure at the
main fuel discharge port. All discharge ports are supplying
fuel as the adjustment orifices will allow (diag. 3-5).
The fuel pump diaphragm in the carburetor moves up and
down by pressure changes (pulsations) caused by piston
movement. The pulsations are transferred to the pump by
a passage called the impulse channel. The pump
diaphragm moves up drawing fuel into the pump fuel
chamber during a positive pulse, and a negative pulse
moves the diaphragm down forcing fuel out of the fuel
chamber through the inlet needle into the metering
chamber.
FUEL PRIMERS
Primers used on TC/TM engines supply a solid fuel
charge to the carburetor main nozzle (diag. 3-6). Fuel is
forced directly into the carburetor venturi. A choke shaft
and shutter is not needed or used when a primer is used.
This charge of fuel provides the rich mixture necessary to
start the engine.
Below the main nozzle is a one way check valve to
prevent fuel from being drawn back into the fuel chamber
when the primer bulb is released. The check valve also
prevents air from entering the carburetor during normal
engine operation.
Intake Air
Fuel
Engine Vacuum
Impulse
3-5
High Speed
3-6
Intake Air
Fuel
Engine Vacuum
Impulse
3-3
Idle
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COMPONENTS
3-7
WALBRO CARBURETOR
1. Diaphragm Cover Screw
2. Metering Diaphragm Cover
3. Diaphragm
4. Diaphragm Gasket
5. Metering Lever
6. Metering Lever Screw
7. Metering Lever Pin
8. Metering Lever Spring
9. Inlet Valve Needle
10. Inlet Valve Seat
11. Welch Plug
12. Choke Shaft
13. Choke Shutter Screw
14. Choke Shutter
15. Idle Mixture Screw
16. Idle Speed Screw
17. Throttle Shaft
18. Throttle Shaft Return Spring
19. Throttle Shutter Screw
20. Throttle Shutter
21. Fuel Fitting
22. Fuel Inlet Screen
23. Pump Diaphragm
24. Pump Cover Gasket
25. Pump Cover
26. Pump Cover Screw
27. Tension Spring
28. Dust Seal
29. Dust Seal Washer
811
12
13
19
20 22
26
27
29
2
1
3
5
17
18
23
24
25
27
28
21
7
6
10
16
4
14
15
9
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TILLOTSON CARBURETOR
1. Diaphragm Cover Screw
2. Metering Diaphragm Cover
3. Diaphragm
4. Diaphragm Gasket
5. Metering Lever
6. Metering Lever Screw
7. Metering Lever Pin
8. Metering Lever Spring
9. Inlet Valve Needle
10. Air Vane
11. Air Vane Screw
12. Dust Seal
13. Dust Seal Washer
14. Dust Seal Retainer
15. Idle Mixture Screw
16. Idle Speed Screw
17. Throttle Shaft
18. Throttle Shaft Return Spring
19. Throttle Shutter Screw
20. Throttle Shutter
21. Fuel Fitting
22. Fuel Inlet Screen
23. Pump Diaphragm
24. Pump Cover Gasket
25. Pump Cover
26. Pump Cover Screw
27. Tension Spring
28. Main Mixture Jet
29. Welch Plug
3-8
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1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
26
27
25
TECUMSEH CARBURETOR
1. Diaphragm Cover Screw
2. Metering Diaphragm Cover
3. Diaphragm
4. Diaphragm Gasket
5. Metering Lever Screw
6. Metering Lever Pin
7. Inlet Valve Needle
8. Metering Lever
9. Metering Lever Spring
10. Welch Plug
11. Dust Seal
12. Dust Seal Retainer
13. Dust Seal Retainer Screw
14. Idle Mixture Screw
15. Welch Plug
16. Dust Seal
17. Dust Seal Washer
18. Throttle Shaft Return Spring
19. Throttle Shutter Screw
20. Throttle Shutter
21. Fuel Fitting
22. Pump Diaphragm
23. Pump Cover Gasket
24. Pump Cover
25. Pump Cover Screw
26. Idle Speed Screw
27. Throttle Shaft
3-9
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Check Compression Release
for Stuck Open Condition
Engine Will Not Start
See Chapter 6
under "Troubleshooting"
Check Fuel Supply
and Fuel Cap Vent
Restricted Air Filter
NO
YES
WET DRY
ENGINE TROUBLESHOOTING
Defective Spark Plug
Carburetion Problems Due to
Flooding, Over Priming, etc.
Ignition System
Plugged Muffler or Exhaust Port
Improper or Stale Fuel Restriction in Fuel System
(filter, screen)
Carburetion Problem
Poor Compression
Blockage in Pulse Channel to
Carburetor
Check If Spark Plug Is Wet or Dry
Check For Spark
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TROUBLESHOOTING CARBURETION—TC/TM SERIES
ADJUSTMENTS
No Rich Drop Off
(Does Not Apply to Fixed Jets)
START
Hard Starting
Fuel Dripping From Carburetor
Floods Engine When Not Running
IDLE (Low Speed)
Will Not Idle
Rich Idle
Idles With Needle Closed or Jet Restricted
(Does Not Apply to Fixed Jets)
Erratic Idle
"L" Needle Needs Frequent Adjustment
Loads Up While Idling
ACCELERATION & DECELERATION
Will Not Accelerate
Engine Stops When Closing Throttle
Over-rich Acceleration
HIGH SPEED
Will Not Run at W.O.T
.
Low Power
Low ●●● ●●●
High ●●● ● ●
FUEL SYSTEM
Plugged Tank Filter or Vent ●● ● ●●●
Restricted Fuel Line ●● ● ●●
Dirt in Fuel Passage ●●●● ●●
Loose, Damaged Fuel Line ●● ● ● ●●
Leak in Pulse System ●● ● ●●●
Restricted Pulse Channel ●● ● ●●●
Loose Pump Cover Screws ●●●●●
Defective Pump Diaphragm ●●● ●● ●
AIR SYSTEM
Plugged Air Filter ●●●●●
Defective Manifold Gasket ●● ● ●●
Loose Carburetor
Mounting Bolts
●● ● ●
Worn Throttle Shaft or Valve ●
Incorrect Throttle Assembly
Loose Throttle Valve Screw ●
Throttle Shaft Too Tight ●
Bent Throttle Linkage ●
Defective Throttle Spring ●
Bent Throttle Stop Lever ●
Choke Not Functioning Properly ●
Worn Choke Shaft or Valve ●
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TROUBLESHOOTING CARBURETION—TC/TM SERIES
(CONTINUED)
METERING SYSTEM
No Rich Drop Off
(Does Not Apply to Fixed Jets)
START
Hard Starting
Fuel Dripping From Carburetor
Floods Engine When Not Running
IDLE (Low Speed)
Will Not Idle
Rich Idle
Idles With Needle Closed or Jet Restricted
(Does Not Apply to Fixed Jets)
Erratic Idle
"L" Needle Needs Frequent Adjustment
Loads Up While Idling
ACCELERATION & DECELERATION
Will Not Accelerate
Engine Stops When Closing Throttle
Over-rich Acceleration
HIGH SPEED
Will Not Run at W.O.T
.
Low Power
LEVER
Worn Lever ●
Set Too High ●● ● ● ● ● ●
Set Too Low ●●●
Not Free ●●●●● ●●
SPRING
Distorted ●●
Improperly Installed ●●
DIAPHRAGM
Leaking (Air/Fuel) ●●● ●●
Worn Button ●
Improper Assembly ●●●
Defective Gasket ●● ●●
Loose Diaphragm Rivet ●●
Hole in Diaphragm ●● ●●
Loose Cover Screws ●● ●●●
INLET NEEDLE & SEAT
Foreign Matter ●● ● ● ● ● ●
Binding ●● ● ● ● ● ● ● ● ●
Worn Needle Body or Tip ●● ● ● ●
NOZZLE CHECK VALVE ● ● ● ●●●
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TESTING
1. After repeated efforts to start the engine using the procedure listed in the operator's manual fail, check for spark by
removing the high tension lead and removing the spark plug. Install a Tecumseh Spark Plug Tester (part # 670366)
and check for spark. If the spark is bright blue and fires every revolution, proceed to step # 2. If no spark, weak spark,
or intermittent spark, see Chapter 6 "Ignition" under "Troubleshooting".
2. Remove the spark plug and visually check the removed spark plug for a wet condition indicating the presence of
fuel mixture in the cylinder.
3. If the spark plug is dry, check for restrictions in the fuel system before the carburetor. If the spark plug is wet,
continue with step #7. Check the fuel cap vent, the cap must allow air to be blown through it when testing. Using a
proper draining receptacle, remove the fuel line from the carburetor inlet fitting (TC Type I) or fuel tank (TC Type II/
TM) and pull off the fuel line. Examine the fuel flow and fuel condition. Improper fuel flow indicates the fuel, fuel line,
filter, or tank require cleaning or replacement.
4. Visually inspect the choke shutter for complete closing or check to see fuel flowing from the main nozzle during
priming. Remove the air cleaner element or air cleaner assembly to provide access for visual inspection.
5. If the fuel flow to the carburetor is adequate and no fuel flows out the main nozzle during priming or choking, the
carburetor will require service. Consult the Troubleshooting Carburetion Chart for possible causes for the lack of
fuel.
6. Check the compression release on TM engines. Low compression, no fuel present on the spark plug, adequate fuel
flow and a known good functional carburetor indicates an internal engine problem exists. See Chapter 7 under
"Troubleshooting".
7. Check the engine compression using compression tester (part # 670358) and follow the tester's recommended
procedure. Low compression, no fuel present on the spark plug, adequate fuel flow and a known good functional
carburetor indicates an internal engine problem exists. See Chapter 7 under "Troubleshooting".
SERVICE
CARBURETOR PRE-SET AND ADJUSTMENT
The Walbro, Tillotson and Tecumseh carburetors used on
TC engines have non-adjustable main mixture jets. Only
the idle mixture may be adjustable by turning the idle
mixture screw. Use the following procedure to pre-set the
idle mixture screw. Turn the idle mixture screw
(clockwise) finger tight to the closed position, then turn the
screw counterclockwise to obtain the proper preset (diag.
3-10).
Walbro model WTA, WT 1 - 1 1/8 turns
Tillotson model HU 1 1/4 - 1 3/8 turns
Tecumseh model Fixed
Final Idle Mixture Adjustment
Start the engine and allow it to reach normal operating
temperature (after 3-5 minutes). As the speed control is
set at the idle position, turn the idle mixture screw slowly
clockwise until the engine R.P.M. just starts to decrease.
Stop and note this screw position. Turn the idle mixture
screw slowly counterclockwise. The engine will increase
R.P.M. Continue to slowly turn the screw until the engine
R.P.M. starts to decrease. Note this position and turn the
mixture screw back clockwise halfway between the two
engine R.P.M. drop off positions. The idle mixture
adjustment is complete.
Idle Mixture Screw 3-10
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Dust Seal
Throttle Shaft
Throttle Shaft Return Spring
Dust Seal Washer
Dust Seal
Fuel Inlet
Screen
Inlet Valve
Needle
Dust Seal
Metering Lever
Metering Lever Pin
Metering Lever Screw
Metering Lever Spring
Idle Mixture
Screw
Tension Spring
Throttle
Shutter
Throttle
Shutter
Screw
Welch Plug
Main Mixture Jet
Note: Do not allow chisel point to strike
carburetor body or channel reducer
1/8"
CARBURETOR DISASSEMBLY
1. Note or mark the location and sequence of the
diaphragm(s), gasket(s), and the metering or pump
cover. Remove the screw(s), gaskets, and diaphragms.
2. Remove the idle mixture screw. On Tillotson model
HU carburetors, remove the plastic screw or brass
plug over the main mixture jet and remove the main
mixture jet if necessary for cleaning (diag. 3-11).
3. Use a 8-32 tap with the tapered flutes removed to turn
into the brass welch plug until it bottoms and begins
to turn the welch plug. Carefully pull the welch plug
from the carburetor body.
4. Note or mark the location and action of the throttle
and air vane, and choke shaft (if applicable). Remove
the screw holding the throttle or choke shutter to the
shaft. Remove the Torx T8 screw (use part # 670334)
holding the air vane to the throttle shaft if applicable.
Remove the clip screw, dust seal retaining clip, and
throttle shaft. On some older Walbro carburetors it is
necessary to remove the circlip on the end of the
throttle shaft to remove the shaft (diag. 3-11).
5. Remove the inlet needle valve, metering lever, and
metering lever spring by removing the retainer screw
on the pivot pin (diag. 3-11).
6. Remove the fuel inlet screen and check valve screen
using an "O" ring pick. Remove all welch plugs using
a sharpened small chisel. Drive the sharpened chisel
into the welch plug, push down on the chisel to pry the
welch plug out of position. Be careful not to damage
the carburetor body (diag. 3-12).
7. On Walbro carburetors, the fuel inlet fitting can be
removed with a pliers using a twisting and pulling
motion. Do not re-use the old fuel fitting. The fuel fitting
on Tillotson carburetors is not replaceable. Do not
remove. Carburetor cleaner will not affect this fitting.
8. Clean all metallic parts in carburetor cleaner. Do not
exceed 30 minutes soak time. Blow out all fuel
passages with compressed air. Do not use tag wire to
clean the orifice in the main mixture seat assembly.
The main mixture seat assembly contains a teflon
disc check valve. If the disc is damaged with tag wire,
the carburetor will not function properly.
CARBURETOR INSPECTION
Visually examine the throttle lever shaft and choke shaft
for wear at the bearing points in the carburetor body.
Inspect the pump and metering diaphragms for hardness,
fuel contamination, holes or tearing in the diaphragm.
Pump diaphragm flapper valves should appear flat with no
curling. Check the inlet screen and check valve screen for
contamination. Check the atmospheric vent hole in the
metering cover and clean if necessary.
Check the inlet needle for wear on the taper portion of the
needle. Replace as necessary.
3-11
3-12
Pierce plug with tip
Welch Plug
Small Chisel
Pry out
plug
Dust Seal Retainer
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New Welch
Plug
CARBURETOR ASSEMBLY
1. Install new inlet screen(s) using a small flat punch
slightly smaller than the screen. Push in until the
screen contacts the seat.
2. If removed, install the high speed jet. Use a slightly
larger flat punch to install the brass welch plug over
the high speed jet. The closed, tapered end of the
plug goes toward the jet. Tap the brass welch plug in
until it is flush with the carburetor body. Apply sealant
like fingernail polish to the brass plug.
3. Install new welch plug(s) using a flat punch equal to
or slightly larger than the plug. The welch plug(s)
must be flattened by taps with a small hammer on the
installing punch. Sealant such as fingernail polish is
recommended to apply to an installed welch plug.
Use sparingly and wipe off excess immediately
(diag. 3-13).
4. Install the inlet needle, spring, metering lever and pin.
The metering lever hooks on the inlet needle and
rests on the metering spring. Install as an assembly
and install the retaining screw (diag. 3-14).
5. Check the metering lever tip height using a metering
lever gauge (part # 670325). The tip height should be
.060" to .070" (1.52 mm to 1.77 mm) from the face of
the carburetor body on Walbro carburetors. On
Tecumseh and Tillotson carburetors the tip of the
metering lever should be flush with surface of the
carburetor body.
6. Install the idle mixture screw and spring and back the
screw out from the closed position 1 - 1-1/8 turns for
Walbro, 1-1/4 - 1-3/8 turns for Tillotson carburetors.
7. Install the metering diaphragm, cover gasket, and
cover. Place the cover gasket (over the locator pins
on Walbro only) on the carburetor body, add the
metering diaphragm with the long rivet head toward
the carburetor body on top of the gasket, add the
cover and fasten the four screws (diag. 3-15).
NOTE
Do not re-use old choke or throttle plate shutter screws.
New screws are treated with a dry Loctite adhesive to
secure them in place.
8. Install the pump gasket over the locator pins on the
pump cover, add the pump diaphragm next, and
place the assembly on the carburetor body. Check to
see that the locator pins fit the corresponding holes in
the carburetor body. Install the pump cover retaining
screw (diag. 3-15).
9. If removed on Walbro carburetors, install a new fuel
inlet fitting in the same position as the original (diag.
3-15). When installing a new fitting, insert the tip into
the carburetor body, then coat the exposed portion of
the shank with Loctite grade A (red), then press it in
squarely using support on the opposite side to
prevent damage to the carburetor body or fitting.
Press it in until the fitting bottoms out in the carburetor
body.
3-13
Flat End
Note: Punch should be of the
same or larger diameter than
the welch plug.
3-14
3-15
1. Metering Diaphragm Cover
2. Diaphragm
3. Diaphragm Gasket
4. Pump Diaphragm
5. Pump Cover Gasket
6. Pump Cover
6
5
4
3
2
1
Metering Pin
Carburetor Face
Metering Lever Tip
Inlet Needle
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10. Install the choke and throttle shaft assemblies in the reverse order of removal. Visually check for proper operation
of the choke and throttle.
11. If applicable, attach the air vane and torque the mounting screw to 3-5 inch pounds (.34 Nm - .57 Nm).
12. TC and TM series engines use an insulator / spacer between the carburetor and cylinder. That spacer MUST be
installed correctly for the fuel pump to operate (diag. 3-16). Use the appropriate style to determine the correct
position of the spacer block.
NOTE
The sleeve spacers must be installed before installing the fuel tank on later TM engines.
Through Hole
Toward Spark Plug
Vacuum Channel
Toward Cylinder
Through Hole Away
From Spark Plug
Vacuum Channel
Toward Carburetor
Through Hole Away
From Spark Plug
Vacuum Channel
Toward Carburetor
TC TYPE II EARLY TM
LATER TM
3-16
Sleeve Spacers
Insulator/Spacer Insulator/Spacer
Insulator/Spacer
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EMISSIONIZED TC/TILLOTSON
CARBURETOR
The Tillotson carburetor is an emissions grade carb. It has
a married idle and high speed circuitry with limited jet
adjustments on the idle (diag. 3-17).
EMISSIONS CARBURETOR IDLE MIXTURE
ADJUSTMENT PROCEDURES
The carburetor is preset at the factory at a normal setting
required for initial engine operation.
Allow the engine to reach normal operating temperature
(after 3-5 minutes).
Set the engine speed control in the idle position. With the
engine at idle speed (Note: must be less than 2400 R.P.M.
for accurate adjustment). Using a small tip screw driver
that fits through the access hole in the limiter cap, adjust
the mixture screw slowly clockwise until the engine
R.P.M. just starts to decrease. Stop and note this screw
position. Turn the idle mixture screw slowly
counterclockwise. As the engine increases R.P.M.
continue to slowly turn the screw counterclockwise until
the engine R.P.M. starts to decrease. Note this position
and turn the mixture screw back clockwise halfway
between the two engine R.P.M. drop off positions.
Verify the engine will accelerate from low speed to high
speed and that the idle speed remains at the desired
setting.
Once adjustments are complete, center the adjustment
limiter cap between the two stops and press inward to
engage the limiter. The limiter will snap into position and
engage the adjusting screw. All future adjustments should
now be made using the adjusting slot in the limiter cap.
Once the limiter cap is snapped
into place it is not possible to
remove the limiter or to adjust the mixture screw beyond
the limits of the limiter assembly. Make sure that initial
adjustments are made per the above procedure prior to
engaging the limiter cap.
TC/TM, EMISSIONIZED TECUMSEH
CARBURETOR
The Tecumseh emissions diaphragm carburetor has fixed
main and idle jets (diag. 3-18). It uses a married idle and
high speed circuitry. The idle has a metering jet that can
be removed for cleaning. It is covered by a small cap that
must be removed to expose the jet for servicing. No
adjustments or presets are required. The idle jet should
be turned until tight 5-8 inch pounds (0.5 Nm), and the cap
should then be installed to cover the jet.
!CAUTION
3-17
3-18
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FUEL TANK SERVICE
TC Type II/TM engines have fuel tanks with an integral fuel
screen and integral outlet fuel fitting. Integral screens or
fittings are not serviceable (diag. 3-19). Some TC Type I
engine models use a pressed in fuel filter or a weighted filter
and a flexible fuel line in the tank. Pressed in fuel filters and
fittings can be serviced using the following procedure (diag.
3-20).
1. Press the fuel fitting into the tank and feed the fuel line
in until the filter can be removed through the filler
neck. Remove the filter and fuel line if necessary.
2. To install a new filter and fuel line: Cut the end of the
fuel line at approximately a 20° angle to make
installation of the fuel line through the hole in the fuel
tank easier. Push the new fuel line through the tank
outlet until the fuel line protrudes through the filler
neck. Cut the angled portion from the fuel line.
3. On tanks without weighted filters, push a new filter on
the fuel line. For weighted filters, slide the new
retaining ring on the fuel line protruding from the filler
neck. Push the fitting into the line to the fitting
shoulder. Slide the retaining ring over the groove in
the fitting and crimp the retaining ring using a pliers.
4. Attach the fuel line and weighted fuel filter if applicable.
Pull the fuel line through the tank outlet. The filter barb
or the fuel fitting barb must protrude from the tank.
3-19
Lock Nut
Washer
Air Cleaner
Housing
Poly Air-Cleaner
Flocked Screen
Air Cleaner Cover
Cover Screw
Fuel Tank
3-20
3.
2.
1.
4.
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TC TYPE II/TM TC TYPE I and
EARLY TYPE II
4-2
TC TYPE I
Air Vane
Air Vane
TC TYPE II/TM
CHAPTER 4 GOVERNORS AND LINKAGE
GENERAL INFORMATION
TC/TM series engines are equipped with pneumatic (air vane) governors. The governor's function is to maintain a R.P.M.
setting when engine loads are added or taken away. Air vane governors are controlled by the air velocity created by fins
on the flywheel. Changes in the engine R.P.M. cause the air vane to move. This movement opens the throttle shaft either
by a link between the air vane and the throttle plate, or the air vane is mounted directly onto the throttle shaft. The throttle
is opened as the engine R.P.M. drops and is closed as the engine load is removed.
This chapter includes governor assembly linkage and speed control illustrations to aid in assembly.
OPERATION
Engine R.P.M. changes cause an increase or decrease in
the air velocity created by the fins on the flywheel. The air
velocity exerts pressure on the air vane while a governor
spring exerts pressure against the air velocity force. The
air vane pivots on the engine blower housing base or is
attached to the throttle shaft of the carburetor. As an engine
load is applied and the engine's R.P.M. drop, the air velocity
also drops, allowing the governor spring to pull open the
throttle shaft and increase engine speed (diag. 4-1).
If the engine uses a remote speed control, the bowden
wire will move the speed control plunger or the throttle
shaft. Moving the speed control plunger results in
changing the governor spring tension which increases or
decreases the engine's governed speed.
COMPONENTS
1. AIR VANE
2. BACKLASH SPRING
3. GOVERNOR LINK
4. GOVERNOR SPRING
5. MOUNTING SCREW
6. SPEED ADJUSTMENT SCREW
7. SPEED CONTROL BODY
8. SPEED CONTROL LEVER
9. SPEED CONTROL PLUNGER
3.
4.
2.
8.
1.
5.
4-1
Insert Throttle Link
Spring Hooked
In Notch
9.
6.
7.
1.
4.
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TROUBLESHOOTING
ENGINE OVERSPEEDING
1. If the engine runs wide open (faster than normal), shut the engine off or slow it down immediately.
2. Visually inspect the air vane, linkage, carburetor throttle shaft, and speed control for debris blockage, binding,
breakage, or incorrect hook-up. Check the governor spring for a stretched or distorted condition. To view the
components, remove the recoil assembly and/or fuel tank if necessary. For information on the proper linkage or
spring connections, review the appropriate diagrams in this section.
3. Clean, correct or replace binding or damaged parts. Set the speed control to the recommended engine R.P.M.
ENGINE SURGING
1. Try to stabilize the engine R.P.M. by holding in one position the carburetor throttle shaft on the exterior of the
carburetor.
2. If the engine R.P.M. stabilizes, the governor or governor adjustment should be checked. Follow the procedure under
"Governor Adjustment" in this chapter. If the engine R.P.M. does not stabilize, the engine will require additional
checks. Some surging problems can be carburetor or fuel related. Additional information can be found in the
troubleshooting section of Chapter 3.
3. If the problem persists after the governor adjustment, check the engine R.P.M. found on microfiche card # 30 or in
the computer parts lookup. If the setting for high and low speed are within the listed specification and a slight surge
is experienced, increasing the engine idle speed slightly may eliminate this condition.
4. Visually inspect the air vane, linkage, carburetor throttle shaft, and speed control for debris blockage, binding,
breakage, or incorrect hook-up. Check the governor spring for a stretched or distorted condition. To view the
components, remove the recoil assembly and/or fuel tank if necessary. For information on the proper linkage or
spring connections, review the appropriate diagrams in this section.
SERVICE
For governor disassembly or assembly procedures see "Service" in Chapter 7.
GOVERNOR ADJUSTMENT
Three different styles of governor systems are used on
TC/TM engines. Use the following illustrations (diags. 4-3,
4-4 and 4-5) to identify the governor system used and the
following procedure to adjust the governed engine speed.
1. Allow the engine to run for at least 5 minutes to reach
the operating temperature. Make sure the air filter
(if equipped) is clean and the choke is in the off
position.
2. Using a Vibratach (part #670156) or other
tachometer, determine the engine's R.P.M at idle and
wide open throttle. Consult microfiche card # 30 or the
computer parts lookup to obtain the recommended
engine speeds.
3. Using the applicable illustration, either bend the
speed adjusting lever toward the spark plug end of
the engine to decrease high speed R.P.M., or bend
the lever in opposite direction to increase R.P.M. On
TC Type II/TM engines, turn the speed adjusting
screw out to increase or in to decrease engine high
speed R.P.M. If the speed adjustment screw is turned
out to increase the engine R.P.M., the speed control
lever must be moved to allow the speed control
plunger to contact the speed adjustment screw.
4. The low speed is set by moving the throttle control to
the lowest speed position and adjusting the low speed
adjustment screw on the carburetor.
Speed
Adjusting
Lever
Speed
Adjusting
Lever
TC TYPE I
TC TYPE I and
EARLY TC TYPE II
4-3
Spring Hooked
In Notch
Spring Hooked
In Notch
Decrease Increase
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Adjust governed high speed with speed control
plunger pulled back against speed adjustment
screw. Turn speed adjusting screw IN to
decrease engine RPM or OUT to increase
RPM. Speed Adjusting Screw
14
96
4
10
13
5
8
2
4
7
AIR VANE MUST ROTATE
FREELY AFTER CLIP
IS INSTALLED
11
12
3
1
TC TYPE I and
some TC Type II
4-4
ITEM DESCRIPTION
1 Base - Housing
2 Body Assy. - Speed Control
3Screw
4 Carburetor Throttle Plate
5 Air Vane
6 Spring - Backlash
7 Link - Governor
ITEM DESCRIPTION
8 Spring - Governor
9 Clip - Spring
10 Spring and Link Attachment
11 Speed Control Plunger
12 Speed Adjustment Screw
13 Notch in Air Vane for Governor
Spring Attachment
14 Speed Control Lever
ADJUST GOVERNED HIGH SPEED WITH SPEED CONTROL PLUNGER
PULLED BACK AGAINST SPEED ADJUSTMENT SCREW
DECREASE INCREASE
SPEED ADJUST SCREW
TC TYPE II/TM
4-5
Decrease (IN)
Increase (OUT)
Speed Adjusting Screw
Spring Color Spring Position
Orange or Green 1
Pink, Red, or Black 2
Spring Position 1
Spring Position 2
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12 12
8
7
6
11
10
1
1
22
3
44
5
3
8
9
5-2
CHAPTER 5 REWIND STARTERS
GENERAL INFORMATION
TC/TM series engines have the recoil assembly as a part of the engine's blower housing. Two different styles of recoil
starters are used along with different starter rope locations. Use the engine model and specification number to identify
the recoil style and correct replacement parts.
OPERATION
TC TYPE I
As the starter rope is pulled, the starter pulley rotates on
the center leg of the starter. The starter pawl is connected
to the starter pulley by an offset hole in the pawl and a
corresponding raised boss on the pulley. The pawl has an
oversized inside diameter which allows the pawl to be
pulled off center. The flat contact surface of the pawl
engages with one of the flywheel fins. This engagement
turns the flywheel until the engine fires and the flywheel
speed exceeds the speed of the starter pulley. The
flywheel fins push the pawl (using the ramp side) to the
disengaged position. The brake spring slows the pulley
and pawl from turning (diag. 5-1).
TC TYPE II/TM
This starter uses two engagement pawls bolted to the
flywheel with shoulder bolts. Each pawl uses an
engagement spring to keep the pawl in contact with the
pulley hub. The pawls lock into two of the four notched
surfaces located on the starter pulley when the starter
rope is pulled. When the engine fires and the flywheel
speed exceeds the speed of the starter pulley, the pawls
disengage, and centrifugal force keeps the pawls in the
disengaged position (diag. 5-1).
COMPONENTS
1. Blower Housing
2. Recoil Spring
3. Washer
4. Pulley
5. Pawl
6. Brake Spring
7. Retainer
SERVICE
Starter related problems will require the starter to be
removed from the engine to diagnose the cause. On TC
Type I engines, try starter operation off the engine to see
pawl engagement. Visually inspect the starter pawl, brake
spring, retainer, pulley, washer(s) and rope for wear or
breakage. Repair or replace as necessary. On TC Type II/
TM engines, recoil disassembly is necessary only if the
pulley is worn, the recoil will not retract, or the rope needs
replacement. Check starter pawl engagement on the
flywheel for broken springs, sticking or bent condition, or
loose pawl screws.
DISASSEMBLY PROCEDURE
1. Remove the fuel tank spring and recoil assembly
from the engine. On TC Type II/TM engines, the air
filter and fuel tank must be removed before the
recoil assembly.
5-1
TC Type II/TM
TC Type I
8. Retainer Screw
9. Dog Screw
10. Starter Dog
11. Pawl Spring
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Spring Tail
5-4
Lubricate Here 5-3
Retainer
Spring
Pawl
2. Release the recoil spring tension on the rope by
removing the staple or knot in the starter handle
and slowly release the rope into the recoil housing
(diag. 5-2).
3. Remove the 5/16" retainer screw. On TC Type I
starters, remove the pawl retainer, brake spring,
and pawl.
4. Remove the starter pulley. CAUTION! Be careful
not to pull the rewind spring out of the blower
housing when removing the starter pulley. The
rewind spring will uncoil and expand with force if
removed from the blower housing, which can
cause serious injury.
ASSEMBLY PROCEDURE
1. Lightly grease the center leg and the area where
the rewind spring will rest in the blower housing
with "Chem-Lube" or "Lubriplate" (diag. 5-3).
2. Install a new starter spring if necessary. Securely
grip the rewind spring a short distance away from
the spring tail with a needlenose pliers. Position
the rewind spring in the blower housing and hook
the spring tail to the housing as shown. Make sure
the spring tail is fully seated before slowly
releasing the needlenose pliers from the spring.
Push the coiled spring into the recessed boss area
and discard the spring holder. Apply a thin coating
of "Chem-Lube" to the top of the spring (diag. 5-4).
3. Insert the starter rope into the starter pulley and tie
a left handed knot in the end of the rope. Wind the
starter rope counterclockwise (as viewed from the
pulley bottom) on the pulley and place the end of
the rope in the notch in the pulley (diag. 5-5).
4. Place the pulley in the blower housing, press down
and rotate the pulley until the pulley drops down
and catches the end of the rewind spring. On TC
Type II/TM models, continue assembly at step 7
(diag 5-6).
5. Lightly grease the pawl retainer and place the pawl
(with the numbers up) on the retainer. Place the
brake spring on the center of the retainer with the
tab locating the pawl (diag. 5-7).
6. Install the retainer, pawl, and spring assembly on
the center leg, locate the notch in the center leg
and the tab of the retainer and align when installing
(diag. 5-8).
7. Insert the retainer screw and torque to 30-40 inch
pounds (3.4 Nm - 4.5 Nm).
8. Use the starter rope or fingers to turn the pulley
and pre-wind the recoil spring a minimum of 1-3/4
and a maximum of 2-1/2 turns in a
counterclockwise rotation.
9. Feed the starter rope through the starter grommet
and secure the starter handle using a left hand
knot.
5-6
5-5
5-8
5-7
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6-1
1
5
4
2
CHAPTER 6 IGNITION
GENERAL INFORMATION
All TC/TM engines are equipped with a solid state ignition module mounted outside the flywheel. The solid state ignition
system consists of a flywheel magnet, charge coil, capacitor, a silicon controlled rectifier, a pulse transformer, trigger
coil, high tension lead, and a spark plug. Some TC Type II modules also contain an ignition rev limiting device to prevent
the engine from exceeding the maximum rpm. This type of limiter is used on mini-carts for safety reasons. All
components except the spark plug and high tension lead are located in an encapsulated ignition module. The module
is protected by epoxy filler from exposure to dirt and moisture. This system requires no maintenance other than checks
of the high tension lead and spark plug.
1. FLYWHEEL WITH MAGNETS
2. FLYWHEEL KEY
3. IGNITION MODULE
4. SPARK PLUG
5. IGNITION SWITCH
OPERATION
As the magnet in the flywheel rotates past the charge coil,
electrical energy is produced in the module. The energy is
stored in the capacitor (approx. 200 volts) until it is
released by an electrical switch (SCR). As the magnet
continues to rotate, it passes past a trigger coil where a
low voltage signal is produced. This low voltage signal
closes the SCR switch, allowing the energy stored in the
capacitor to flow to a transformer where the voltage is
increased from 200 volts to 25,000 volts. This voltage
flows along the high tension lead to the spark plug where
it arcs across the electrodes and ignites the air-fuel
mixture (diag. 6-1).
COMPONENTS
3
6-2
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Check compression release
for stuck open condition
Check flywheel for damaged
or sheared key
Set proper air gap on solid
state module
Test solid state module for
intermittent or weak spark
Fuel system problem -
see Chapter 3 -
"Troubleshooting"
IGNITION TROUBLESHOOTING
Engine Runs Erratically
Or Shuts Off, Restarts
SPARK NO SPARK
Replace spark plug
Equipment problem, check
switches, wiring and
equipment controls
Engine problem, check for
shorts or grounds in wiring
NO SPARKSPARK
Engine Will Not Start
Check For Spark
Isolate engine and repeat
test
Disconnect ignition cut-off
wire at the solid state
module and repeat test
Check for proper air gap on
solid state module and
repeat test
Check flywheel magnets for
strength
Test solid state module
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.030"
(.762 mm)
6-3
6-4
TESTING
1. After repeated efforts to start the engine using the procedure listed in the operator's manual fail, check for spark
by removing the high tension lead and removing the spark plug. Install a Tecumseh spark plug tester (part #
670366) and check for spark. If the spark is bright blue and fires every revolution, proceed to step # 2. If no spark,
weak spark, or intermittent spark, proceed to step 5.
2. Check the spark plug for cracks in the porcelain, pitted or burned electrodes, excessive carbon build-up and
proper air gap setting. Replace if questionable.
3. On TM engines, pull out on compression release and crank the engine over. If engine is not noticeably harder to
crank over, replace or clean the compression release mechanism. See Chapter 7 under "Service".
4. Check the air gap between the ignition module and the flywheel magnet. See "Service" in this chapter.
5. Disconnect the ignition grounding lead at the ignition coil and crank the engine over. If spark occurs, check the
ignition switch or the electrical wiring for shorting to ground. If no spark, test the ignition module using a coil tester
or replace the ignition module.
SERVICE
AIR GAP SETTING
Timing on the solid state module is fixed. The air gap
dimension between the laminations of the ignition module
and the magnet is .0125" (.317 mm) (use gauge part #
670297) for all TC200 engines, TC300 Type II rotary mower
engines and all TM. All other TC300 Type II applications
require a .030" (.762 mm) air gap dimension (use gauge part
# 670321). Loosen the module mounting bolts, insert the air
gap gauge, hold the module against the flywheel magnets
and torque the mounting screws to the specification. Remove
the gauge and rotate the flywheel to check for any possible
striking points. If none are found, the air gap is set correctly
(diag. 6-3).
NOTE
When using the 670321 gauge push the module tight to the
flywheel before tightening.
SPARK PLUG SERVICE
Spark plugs should be removed, cleaned, and gap adjusted
periodically. If the porcelain shows cracking, or the electrodes
show evidence of pitting, burning, or excessive carbon build-
up, replace the spark plug. CAUTION! Do not use a sand
blaster to clean spark plugs. Microscopic particles left in the
plug can score the engine cylinder during operation. Use
solvent and a wire brush to clean the plug and compressed
air to blow out completely.
Consult your Master Parts Catalog for the correct spark plug
and replace if necessary. Set the spark plug gap at .030"
(.762 mm) (diag. 6-4). Install the spark plug in the engine and
tighten to 230 inch pounds (2.6 Nm) torque. If a torque
wrench is not available, screw the spark plug in as far as
possible by hand and use a spark plug wrench to turn the
spark plug 1/8 to 1/4 of a turn more if using the old plug, and
a 1/2 of a turn more if using a new spark plug.
NOTE
When using the 670321 gauge, push the module tight to the
flywheel before tightening.
All TC300 Type II non-rotary
mower use .030" (.762 mm)
Air gap part number 670321
.0125" (.317 mm)
part number 670297
All TC200,
TC300 Type II rotary mowers
and all TM
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CHAPTER 7 INTERNAL ENGINE AND CYLINDER
GENERAL INFORMATION
TC/TM series engines use two cycle operation. Two cycle engines provide a higher horsepower to weight ratio than the
same size four cycle engines. Two cycle engines use two piston strokes for a complete cycle that occurs every
crankshaft revolution, while four cycle engines use four piston strokes and two crankshaft revolutions for a complete
cycle.
Lubrication is accomplished through oil mixed in the fuel, and the air / fuel / oil mixture flows into the crankcase during
upward piston travel. This mist lubricates all internal bearing surfaces.
OPERATION
A low pressure area is created in the crankcase as the
piston moves upward to compress the air / fuel mixture in
the cylinder. When the piston moves far enough to
uncover the intake port, the air / fuel mixture from the
carburetor flows into the engine crankcase due to higher
pressure atmospheric air. Just before the piston reaches
top dead center (TDC), the spark plug ignites the air / fuel
mixture in the cylinder.
The expanding combustion gases force the piston down.
The downward piston travel causes a pressure build-up in
the crankcase. The piston uncovers the exhaust port first
followed by the transfer ports. The exhaust flows out the
exhaust port while the pressurized air / fuel mixture enters
the cylinder from the crankcase through the transfer ports.
As the piston travels upward the sequence is repeated
(diag. 7-1).
MANUAL COMPRESSION RELEASE
TM engines are equipped with a manual compression
release located in the head, near the spark plug. Pushing
the yellow button of the compression release in to the
’OPEN’ position lowers the cylinder compression to under
100 PSI. Lower compression requires less effort to be
used for operation of the rewind starter which allows for
easier starting. As the engine starts the pressure inside
the cylinder builds and automatically "pops" the yellow
button of the compression release out to the ’CLOSED’
position allowing the engine to run at full compression.
The yellow compression release button must be pushed
in for each pull of the starter rope (diag. 7-2).
Over time, it may be necessary to remove the valve
assembly for cleaning. The valve should only be removed
when the engine is fully cooled. DO NOT TRY TO
DISASSEMBLE THE VALVE! After removal from the
engine, open the valve by depressing the yellow knob and
spray with carb & choke cleaner. Allow to soak for 10 to
15 minutes and blow compressed air through the valve
assembly. Repeat this process if the valve does not
operate freely. Reinstall the valve and tighten to the
recommended torque.
1. 2.
3. 4.
7-1
7-2
COMPRESSION
RELEASE
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1
2
3
4
1. CYLINDER/CRANKCASE
2. PISTON RINGS
3. CRANKSHAFT ASSEMBLY
4. CRANKCASE COVER
5. FLYWHEEL SEAL
6. PTO SEAL
TYPE TM
7-4
5
6
COMPONENTS
2
3
1
4
5
1. CYLINDER
2. "G" CLIP
3. PISTON PIN
4. PISTON
5. ROD
6. CRANKCASE
7. CRANKSHAFT
8. COVER
8
6
7
TC TYPE I/II
7-3
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Compression release
stuck open
Carb gasket damaged
or installed incorrectly
LACKS POWER
or WILL NOT START
TROUBLESHOOTING ENGINE OPERATION PROBLEMS
ENGINE MISFIRES ENGINE VIBRATES
EXCESSIVELY
Wrong or fouled spark plug
Carburetor improperly adjusted
Ignition timing
Excessive carbon build-up
Leaking seals or gaskets
Bent crankshaft
Attached equipment out of
balance
Loose mounting bolts Carburetor improperly adjusted
Loss of compression
Crankcase seals or gaskets
leaking
Choke, throttle, or governor not
operating properly
Ignition timing
Exhaust obstructed
Air intake obstructed
Lack of lubrication or improper
lubrication
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TROUBLESHOOTING ENGINE OPERATION PROBLEMS
ENGINE KNOCKS OVERHEATS SURGES OR RUNS
UNEVENLY
Associated equipment loose or
improperly adjusted
Check for excessive carbon in
combustion chamber
Loose flywheel - examine key,
keyway and proper flywheel nut
torque
Ignition timing
Worn Crank Pin Journal
Worn cylinder or piston
Offset piston incorrectly installed
Excessive engine loading
Lack of/or improper lubrication
Cooling air flow obstructed or
clogged cooling fins
Carburetor improperly adjusted or
improper R.P.M. setting
Ignition timing
Carbon in the combustion
chamber
Leaking seals or gaskets
Fuel cap vent obstructed
Dirty carburetor or air filter
Carburetor improperly adjusted
Governor sticking, binding or
improper R.P.M. setting
Carburetor linkage, shafts or
shutters sticking or binding
Intermittent spark - check ignition
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TESTING
ENGINE KNOCKS
1. Check the blade hub, adapter, crankshaft coupler or associated equipment for loose fit, or loose bolts. Re-install and
re-torque the bolts to the proper torque.
2. Check the flywheel key and the flywheel and crankshaft keyway for wear or partial shearing. Replace if any damage
is evident. Tighten the flywheel nut to the proper torque.
3. Check for the correct ignition module air gap. See Chapter 6 under "Service".
4. Remove the muffler and check for carbon build-up in the combustion chamber and exhaust port. Check the spark
plug for the proper reach and heat range (correct spark plug for the engine). Clean carbon build-up if necessary.
5. Check the internal components (piston, cylinder, and crankshaft journals) for excessive clearance.
ENGINE OVERHEATS
1. Make sure the engine is not being overloaded. Remove excess load.
2. Make sure the fuel mixture contains the correct ratio of certified 2-cycle oil to gasoline. Replace the fuel supply if
questionable.
3. Check for clogged cooling fins or obstructions to the air flow. Remove the rewind assembly, clean and reinstall.
4. Check the engine R.P.M. setting using a Vibratach or other tachometer and compare it to the R.P.M. settings found
on microfiche card # 30 or computer parts lookup according to the engine model and specification number. Adjust
as necessary.
5. Remove the muffler and check for carbon build-up in the combustion chamber and exhaust port. Clean as
necessary.
6. Check the carburetor for the correct idle mixture adjustment. Clean the carburetor if the problem persists. See
Chapter 3 under "Service".
7. Check for the correct ignition module air gap. See Chapter 6 under "Service".
8. Inspect the intake gaskets, crankcase seals or gaskets for a leaking condition. Use a commercially available
crankcase pressure tester and follow the tester's recommended test procedure. See "Disassembly Procedure" in
this chapter for component removal.
SURGES OR RUNS UNEVENLY
1. Check the fuel cap to make sure it is venting. Loosen the cap and retry engine operation.
2. Replace or clean the air filter if applicable.
3. Check the carburetor for the correct idle mixture adjustment. Clean the carburetor if the problem persists. See
Chapter 3 under "Service".
4. Check the engine R.P.M. setting using a Vibratach or other tachometer and compare it to the R.P.M. settings found
on microfiche card # 30 or computer parts lookup according to the engine model and specification number. Adjust
as necessary.
5. Visually check all linkages. Check the governor spring for a stretched or damaged condition. Check the governor
shaft, throttle shaft, and pivot points for binding.
6. Check the ignition module operation using a Tecumseh 670366 Spark Tester inserted in the high tension lead.
Check for intermittent spark.
7. Inspect the intake gaskets, crankcase seals or gaskets for a leaking condition. Use a commercially available
crankcase pressure tester and follow the tester's recommended test procedure. See "Disassembly Procedure" in
this chapter for component removal.
ENGINE MISFIRES
1. Check the spark plug for a fouled condition. Replace if questionable.
2. Check the carburetor for the proper adjustments. See "Pre-sets and Adjustments". See Chapter 3 under "Service".
3. Check the air gap dimension. Follow the procedure in Chapter 6 under "Service". Use an in-line spark tester to see
if the problem is ignition related.
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4. Check the flywheel key for partial shearing.
5. Remove the muffler to check for excessive carbon build-up in the combustion chamber or exhaust port.
6. Inspect the intake gaskets, crankcase seals or gaskets for a leaking condition. Use a commercially available
crankcase pressure tester and follow the tester's recommended test procedure. See "Disassembly Procedure" in
this chapter for component removal.
ENGINE VIBRATES EXCESSIVELY
1. Remove the engine drive and check the attached equipment for an out of balance condition.
2. Check the engine mounting bolts, make sure they are tight.
3. Check the engine crankshaft on the P.T.O. end using a straight edge, square or dial indicator. Blades or adapters
must be removed. Any deflection will cause a vibration problem.
4. Check the internal engine for bearing roughness or wear, crankshaft bearing journal wear, or a worn cylinder or
piston.
LACKS POWER OR WILL NOT START
1. Check the air intake for an obstruction (dirty filter, saturated filter, or other debris).
2. Check the exhaust for a restriction preventing proper exhaust flow.
3. Check the fuel / oil mixture for the gasoline being fresh and the proper amount and kind of oil used. Replace if
questionable.
4. Visually check the operation of the throttle, air vane governor, and choke (if applicable) for restrictions preventing
proper movement.
5. Check the carburetor for the correct idle mixture adjustment. Clean the carburetor if the problem persists. See
Chapter 3 under "Service".
6. Inspect the intake gaskets, crankcase seals or gaskets for a leaking condition. Use a commercially available
crankcase pressure tester and follow the tester's recommended test procedure. See "Disassembly Procedure" in
this chapter for component removal.
7. Inspect the engine cylinder and ring(s) for a worn condition.
8. Check the flywheel key for partial shearing.
9. Check that the compression release moves outward to the closed position as soon as engine starts.
SERVICE
GENERAL INFORMATION
TC/TM engines do not have oversized pistons available. If the engine bore diameter exceeds the maximum engine
specification and new installed rings exceed the maximum ring end gap, a new short block or engine will be necessary.
Engines built with needle bearing P.T.O. main bearings have been upgraded to be serviced with P.T.O. ball bearing
replacements. Gaskets have replaced Loctite sealant between the engine cylinder and the crankcase. Crankcases that
used Loctite sealant between the cylinder cover and the engine crankcase have been upgraded to use an "O" ring in a
machined channel. TM engines have been upgraded to include a manual compression release. Engines requiring
replacement of the cylinder, cylinder cover, crankcase, or piston and rod assembly may require the replacement of the
short block or a complete engine. Consult the Tecumseh Master Parts Manual, Microfiche or Electronic Parts Catalog
using the engine model and specification number for replacement part information.
DISASSEMBLY PROCEDURE—TC TYPE I AND TC TYPE II
1. Remove the high tension lead boot from the spark plug by twisting and pulling.
2. Remove the spark plug using a 3/4" (19 mm) deep well socket.
3. Drain the fuel from the tank by sliding the fuel line clamp off the carburetor fuel fitting (TC Type I) or fuel tank fitting
(TC Type II), twist and pull the fuel line off and drain the fuel into an approved container outdoors and away from
any open flame or combustion source. be sure the engine is cool.
To avoid death or serious injury, DO NOT pour fuel from engine or siphon fuel by mouth.
!WARNING
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7-5
7-6
7-7 7-8
7-9
7-10
Mounting Screws
4. Remove the two hex nuts on the carburetor studs and
remove the air cleaner assembly. On TC Type II
engines, remove the two screws on the filter cover,
the filter element(s), and then the two hex nuts on the
carburetor studs. If the carburetor stud loosens; try
retightening the hex nuts first, then loosen the nuts.
5. Remove the fuel tank on TC Type I engines by
unhooking the tank spring. For TC Type II engines,
remove the self-locking nut and washer on the blower
housing stud and remove the fuel tank.
6. Remove the rewind starter assembly by removing
three machine screws (diag. 7-5). Remove the rubber
plugs.
7. Remove the ignition grounding lead off the ignition
module and remove the ignition module using a 1/4"
socket or Torx T15 drive.
8. Use the strap wrench (part # 670305) to hold the
flywheel and loosen the flywheel nut until it is flush
with the end of the crankshaft.
9. Use flywheel puller (part # 670299) to pop the
flywheel off the crankshaft taper, unthread and
remove the puller. Remove the flywheel nut, washer,
flywheel and flywheel key (diag. 7-6).
NOTE
DO NOT use a knock-off tool on the crankshaft when
removing the flywheel. Permanent engine damage may
result.
10. Mark or note the location of the throttle link, governor
spring hook-up, and speed control to aid in assembly.
Remove the carburetor, spacer, gaskets, and air
baffle if equipped using a 1/4" socket on the
carburetor studs.
11. Remove the blower housing base by removing the
three 5/16" hex head screws (diag. 7-7).
12. Attach the engine tool holder (part # 670300) to the
crankcase using the three removed blower housing
base hex head screws. Place tool in a bench vise
(diag. 7-8).
13. On TC Type II engines, remove the muffler using a
12" (304 mm) piece of heavy gauge wire with a 1/4"
(6.31 mm) hook on one end to pull the muffler spring
off (diag. 7-9). A diagram of the wire hook is in the tool
section of this manual. On TC Type II engines,
remove the shoulder bolts holding the muffler on.
14. Note or mark the location of the cylinder to the
crankcase and remove the four Torx bolts holding the
cylinder to the crankcase using a six inch long Torx
T30 driver (part # 670320). Pull the cylinder off
squarely using caution so the rod does not bend. Use
a 3/8" open end wrench to loosen the four cylinder
nuts on early production type I engines (diag. 7-10).
15. Insert seal protector (part # 670301) to protect the
flywheel end oil seal and seal protector (part #
670303) for the P.T.O. end oil seal (diag. 7-10).
16. Remove the crankcase cover screws and remove the
cover. On TC Type II engines with a ball bearing in the
cover, the cover and crankshaft will be removed as an
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40
670304A
17. Turn the crankshaft to the 90° past the top dead center
(T.D.C.) position and remove the crankshaft out of the
crankcase opening while sliding the connecting rod off
the crankpin and crankshaft. TC Type II engines use a
pressed in mechanically retained needle bearing in the
connecting rod. Older TC engines use loose crankpin
needle bearings, make sure to collect all 23 needle
bearings. Engines built after Aug. 1995 may also use
loose needle bearings (grease retained), 36 needles are
required (diag. 7-11).
18. Use a bearing splitter and an arbor press to remove
the ball bearing and cover assembly from the
crankshaft on TC Type II if necessary.
19. Remove the oil seals by supporting the area around
the seal and using a small punch or screwdriver to
drive out the seal.
BEARING AND SEAL SERVICE—TC TYPE I
AND TC TYPE II
The crankcase and crankcase cover oil seals can be
removed by prying out or tapping out with a screwdriver.
On older TC engines, a retainer ring must be removed
with a pick before the crankcase bearing can be pressed
out (diag. 7-12).
Remove the needle bearing by using the bearing installer
tool (part # 670302) inserted from the outside to drive the
bearing out.
To install a new bearing in the engine crankcase, place a
new caged needle bearing on the installation tool (part #
670302). Use bearing installation tool (part # 670304A) for
installing the crankcase cover caged needle bearing. Place
the printed side of the bearing toward the installation tool.
Lightly oil the outside of the bearing and the crankcase
bearing bore. Press the bearing into the crankcase until the
tool is flush with the crankcase or cover housing. Insert the
retainer ring if applicable (diag. 7-13).
Install a new crankcase oil seal using seal protector /
installer (part # 670301). Install the crankcase cover oil
seal using seal installer (part # 670303). The metal case
of the seal goes onto the seal protector first. Lightly oil the
outside of the seal. Press the tool and seal in until the tool
is flush with the crankcase (diag. 7-14).
Later production TC engines have a step machined in the
crankcase and crankcase cover bearing area. This
change eliminated the need for a retainer ring. The
bearing and seal installation tools (part # 670302, 670303,
670304A) can be used with either style of crankcase
cover. The installation tools place the bearing in the cover
or the crankcase to the proper depth.
Models equipped with a ball bearing in the crankcase
cover can have the ball bearing removed using an arbor
press with support placed near the bearing diameter.
Press the bearing out of the cover from the outside,
pushing the bearing away from the machined step.
A new crankcase cover ball bearing can be installed using
an arbor press. Press the bearing in until the bearing is
flush and the bearing contacts the machined step.
Seal protector / installer part # 670303 should be used to
install a new oil seal in the crankcase cover.
7-11
7-12
7-13
7-14
Needle Bearing Cover
Ball Bearing Cover
670302
670303
670301
Retainer Ring
Oil Seal
Bearing
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7-16
7-17
"O" Ring
.062" (1.5 mm)
Bead of Loctite
ASSEMBLY—TC TYPE I AND TC TYPE II
1. Remove old gasket material. Be careful not to damage,
scratch or burr the sealing surfaces. Clean the
crankcase, cylinder, piston assembly, crankshaft, and
crankcase cover using cleaning solvent and blow dry
with compressed air (diag. 7-15).
2. On TC Type II engines with a ball bearing on the P.T.O.
end, assemble the crankshaft into the cylinder cover.
Place a drop of 680 Loctite in the crankshaft groove,
position supports under the cylinder cover, and using an
arbor press, press the shaft into the bearing until it
bottoms on the bearing.
3. Install the crankshaft and piston assembly into the
crankcase at the same time. Install a new bearing strip
on the crankpin or grease retain the loose needles if
applicable. If the piston has an arrow on top, the arrow
must point toward the exhaust port side of the engine. If
the piston does not have an arrow, the piston and rod
assembly must have the wrist pin retainer facing the
P.T.O. side of the engine. Position the crankshaft
crankpin at 90° to top dead center while sliding the
piston assembly over the crankshaft. Do not use force
positioning the assembly (diag. 7-16).
4. Install either a new crankcase cover "O" ring and lightly
oil if one was originally used, or apply Loctite # 515
gasket sealant eliminator (Tecumseh part # 510334) to
the crankcase surface to seal the crankcase cover.
Apply a continuous bead of Loctite (.062" [1.57 mm]
bead width) on the crankcase surface. The bead must
completely surround the tapped holes for the cover.
Loctite must not enter the crankcase (diag. 7-17).
5. Align the crankcase cover to the proper position using
the mounting bolts as a guide. Do not allow the cover to
rotate while assembling. Tighten the bolts to achieve
70 - 100 inch pounds (7.9 Nm - 11.3 Nm) of torque.
6. Install the crankcase oil seal using seal protector (part
# 670301) on crankcase oil seal. The metal case of
the seal must face toward the tool. Press the tool flush
to the crankcase.
7. Install crankcase cover oil seal using seal protector /
installer part # 670303 to protect the oil seal during
installation. The metal case of the seal must face
toward the tool. Press the tool flush to the cover.
8. Apply mineral spirits or kerosene to the crankpin
bearing and rotate the crankshaft to dissolve the wax
of a new needle bearing strip. Apply engine oil and
rotate the crankshaft to displace the grease used to
hold the needles in place on grease retained crankpin
bearings.
9. Install cylinder gasket (notched edge toward the
cylinder cover and the exhaust port side of cylinder),
or apply a .062" (1.57 mm) bead of Loctite # 515 to the
cylinder crankcase surface if Loctite was originally
used. The Loctite bead must completely surround the
cylinder bolt holes. Loctite must not be allowed to
enter the crankcase.
7-15
7-18
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10. Use a piston and rod holder (dimensions are in Chapter
9 tool section) to prevent damage to the rod when
installing the cylinder. Make sure the ring end gaps are
staggered and the cylinder is in the correct position. Use
fingers or ring compressor (part # 670391) (do not align
the opening in the ring compressor with ring end gaps)
to compress the piston rings and push the cylinder onto
the piston. Remove ring compressor by sliding opening
of tool past the connecting rod. Do not rotate or twist the
cylinder (diag. 7-18).
11. Install Torx bolts and alternately torque the bolts to
80-95 inch pounds (9.04 Nm - 10.7 Nm), or on
engines with studs instead of bolts: push the cylinder
down to a depth where the nuts can be started on the
studs. Finger tighten the nuts, use a wrench to snug,
and torque the nuts to 70 - 100 inch pounds (7.9 Nm
- 11.3 Nm) using a crowfoot on the torque wrench.
12. Install the exhaust gasket, muffler, spark arrestor if
applicable, bolts or muffler springs. Torque the muffler
bolts to 85 - 105 inch pounds (9.6 Nm - 11.8 Nm) of
torque if applicable. The longer ends of the springs
hook into the bosses on the cylinder. Use heavy
gauge wire (as shown in the tool section) to stretch
and hook the muffler springs (diag. 7-19). Install the
muffler heat shield if applicable. Remove the engine
holder.
13. Attach the blower housing base using the three
screws removed from the engine holder and torque
the screws to 30-40 inch pounds (3.3 Nm - 4.5 Nm).
14. On TC Type I models, install the governor air vane
assembly into the blower housing base as shown.
Some models use a spring clip to hold the air vane in
position. Insert and tighten the speed adjusting lever
hold-down screw to the blower housing base. Hook
the long end of the governor spring into the notch on
the neck of the air vane. The short end hooks into the
hole in the speed adjusting lever as shown (diag. 7-
20).
15. Insert one end of the throttle link in the hole in the air
vane and the other end in the hole closest to the
throttle shaft. Install the air baffle (if equipped),
gaskets, spacer, and carburetor. (See Carburetor
Assembly instructions on page 22, Chapter 3.)
Assemble gaskets correctly, do not plug the pulse
passage. Torque the bolts to 30-40 inch pounds
(3.3 Nm - 4.5 Nm). On TC Type II models, attach and
torque the air vane to the carburetor throttle shaft
before installation. Hook the long end of the governor
spring in the hole in the air vane and the short end in
the hole in the speed control bracket. The spring
hooks from beneath both components. Use the
illustration (diag. 7-21) and the following spring
location chart if the air vane has more than one
governor spring hole and uses a colored spring with a
square and round end.
SPRING COLOR SPRING POSITION
Orange or Green 1
Pink, Red, or Black 2
7-19
7-20
7-21
Spring Position 2
Spring Position 1
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Air Cleaner
Housing
16. Install the flywheel key and flywheel. Install the
flywheel washer and nut, use a strapwrench (part #
670305) to hold the flywheel, and torque the nut to
15-20 foot pounds (1.6 Nm - 2.2 Nm).
17. Attach the ignition module, use the proper air gap
gauge between the flywheel magnets and the module
laminations (use .0125" (.317 mm) gauge part #
670297 for all TC200 Type I engines, TC300 Type II
rotary mower engines and all TM. All other TC300
Type II applications require a .030" (.762 mm) air gap
dimension (use gauge part # 670321). Torque the
module mounting screws to 30-40 inch pounds
(3.3 Nm - 4.5 Nm). Remove the air gap gauge, rotate
the flywheel to assure it does not strike the ignition
module. Attach ignition grounding lead to the module
terminal (diag. 7-22).
NOTE
When using .030" (.762 mm) air gap gauge, it is critical to
push the module against the flywheel magnet before
tightening the mounting screw.
18. Install the blower housing and rewind assembly.
Replace the debris guard if applicable.
19. Connect the fuel line at the carburetor, position the
fuel line clamp on the fuel fitting, and attach the fuel
tank to the engine using the mounting spring. On TC
Type II engines, hook the upper fuel tank mounting
tab over the blower housing stud and the carburetor
studs. Make sure the "O" ring is in position between
the fuel tank and the carburetor. Tighten the retaining
nuts, install filter(s), and attach the air cleaner cover.
20. Reset the governor and/or speed control using the
procedure in Chapter 4 under "Service".
21. Install the spark plug and connect the high tension
lead.
DISASSEMBLY PROCEDURE—TM
1. Remove the high tension lead boot from the spark
plug by twisting and pulling.
2. Remove the spark plug using a 3/4" (19 mm) deep
well socket.
3. Drain the fuel from the tank by sliding the fuel line
clamp off the fuel tank fitting, twist and pull the fuel
line off and drain the fuel into an approved container
outdoors and away from any open flame or
combustion source. Be sure engine is cool.
To avoid death or serious injury,
DO NOT pour fuel from engine or
siphon fuel by mouth.
4. Remove the two screws on the filter cover, the filter
element(s), and then the two hex nuts and spacers, if
equipped on the carburetor studs (diag. 7-23).
5. Remove the self-locking nut and washer on the
blower housing stud and remove the fuel tank.
!WARNING
.0125" (.317 mm)
part number 670297
All TC200, TC300 Type II
rotary mowers and all TM
All TC300 Type II non-rotary
mower use .030" (.762 mm)
Air gap part number 670321
Poly Air-Cleaner
Flocked Screen
Air Cleaner Cover
Cover Screw
Fuel Tank
7-23
7-22
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Torx Head Bolt
7-25
6. Remove the rewind starter assembly by removing
three machine screws (diag. 7-24).
7. Remove the ignition grounding lead off the ignition
module and remove the ignition module using a 1/4"
socket or Torx T15 drive.
8. Use the strap wrench (part # 670305) to hold the
flywheel and loosen the flywheel nut until it is flush
with the end of the crankshaft.
9. Use flywheel puller (part # 670299) to pop the
flywheel off the crankshaft taper, unthread and
remove the puller. Remove the flywheel nut, washer,
flywheel and flywheel key (diag. 7-25).
NOTE
Do not use a knock-off tool on the crankshaft when
removing the flywheel. Permanent engine damage may
result.
10. Mark or note the location of the throttle link, governor
spring hook-up, and speed control to aid in assembly.
Remove the carburetor, spacer, gaskets, and air
baffle if equipped.
11. Remove the blower housing base by removing the
three 5/16" hex head screws and if equipped, the two
1/4" hex head screws for the muffler heat shield.
12. Place engine in a soft-jawed bench vise.
NOTE
DO NOT over tighten engine in vise. Permanent engine
damage may result.
13. Remove the two shoulder bolts holding the muffler
and remove the muffler.
14. Remove the compression release valve using a 1/2"
deep socket.
15. Remove the four Torx bolts holding the crankcase
halves together using a Torx T30 driver
(part # 670320). Remove the crankcase cover (diag.
7-26).
16. Pull the crankshaft, piston and rod assembly squarely
out of the cylinder using caution so the rod does not
bend (diag. 7-27).
17. Remove both oil seals from the crankshaft.
BEARING AND SEAL SERVICE—TM
The crankshaft bearings can only be replaced as part of
the crankshaft, piston and rod assembly. Follow the
"Disassembly" and "Assembly" procedures for TM
engines.
The crankshaft oil seals can be replaced by separating
the crankcase and cover. Follow the "Disassembly" and
"Assembly" procedures for TM engines.
7-24
7-26
7-27
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Seals
7-30
ASSEMBLY—TM
1. Remove old gasket material. Be careful not to damage,
scratch or burr the sealing surfaces. Clean the
crankcase, cylinder, piston assembly, crankshaft, and
crankcase cover using cleaning solvent and blow dry
with compressed air.
2. Install the crankcase flywheel end oil seal using seal
protector part # 670301 on the seal. The oil lip/spring
side of the seal must face toward the crankshaft
bearing. Press until the oil seal touches the bearing.
3. Install crankcase PTO end oil seal using seal
protector / installer part # 670275 to protect the seal
during installation. The oil lip/spring side of the seal
must face toward the crankshaft bearing. Press until
the oil seal touches the bearing.
NOTE
Lube piston skirt and cylinder bore with clean two-cycle oil
prior to piston installation.
4. Place ring compressor (part # 670391) in the cylinder
with the outer taper centered in the cylinder and the
opening in ring compressor facing the PTO end. Make
sure the ring end gaps are staggered and away from the
opening in the ring compressor. Use ring compressor to
compress the piston rings and push the piston into the
cylinder while aligning the center line of the crankshaft
with crankcase (diag. 7-28).
5. Rotate the ring compressor to align the opening with
the connecting rod and remove the ring compressor
(diag. 7-29).
6. Do not rotate or twist the crankshaft assembly. Insert the
piston until the crankshaft bearings seat in the
crankcase. PTO end bearing retaining ring must seat in
groove of crankcase (diag. 7-30).
7-28
7-29
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Torx Head Bolt
7-32
7.Clean both gasket surfaces using isopropyl alcohol
before application of the gasket eliminator.
8. Apply Loctite #515 gasket sealant eliminator (Tecumseh
part #510334) to the crankcase surface to seal the
crankcase cover. Apply a continuous bead of Loctite
(.062" [1.57 mm] bead width) on the crankcase surface
according to the pattern. Loctite must not enter the
crankcase (diag. 7-31).
9. Align the crankcase cover to the proper position using
the mounting bolts as a guide. Once cover screws are
snug, tap cover down using a soft mallet to help
displace the gasket eliminator. Torque cover screws
to recommended torque specifications. Tighten the
bolts to achieve 105 inch pounds (11.8 Nm) of torque
(diag. 7-32).
10. Install the compression release. Torque to 100 inch
pounds (11.3 Nm).
11. Install the exhaust gasket, muffler, spark arrestor if
applicable, and bolts. Torque the muffler bolts to
110 inch pounds (12.4 Nm).
12. Attach the blower housing base using three screws
and torque the screws to 30-40 inch pounds (3.3 Nm
- 4.5 Nm).
13. Attach and torque the air vane to the carburetor
throttle shaft before installation.
14. On early TM engines, install the air baffle, gaskets,
spacer, and carburetor. Assemble gaskets correctly,
do not block the pulse passage. Torque the two hex
nuts to 30-40 inch pounds (3.3 Nm - 4.5 Nm). (See
Carburetor Assembly instructions on page 22,
Chapter 3.)
15. On later TM engines, install long carburetor screws
through the back of the spacer. Ensure that hex
heads of the screw are properly seated in the spacer.
Install the air baffle, gaskets and spacer on the
engine. Install gaskets correctly, do not block the
pulse passage. Torque the two hex screws to 30-40
inch pounds (3.3 Nm - 4.5 Nm).
16. Install the flywheel key and flywheel. Install the
flywheel washer and nut, use a strapwrench (part
#670305) to hold the flywheel, and torque the nut to
15-20 foot pounds (1.6 Nm - 2.2 Nm).
Go to next page.
7-31
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47
.0125" (.317 mm)
part number 670297
All TC200,TC300 Type II rotary
mowers and all TM
All TC300 Type II non-rotary
mower use .030" (.762 mm)
Air gap part number 670321
7-33
17. Attach the ignition module, use the air gap gauge
between the flywheel magnets and the module
laminations (use .0125" [.317 mm] gauge part #
670297). Torque the module mounting screws to 30-
40 inch pounds (3.3 Nm - 4.5 Nm). Remove the air
gap gauge, rotate the flywheel to assure it does not
strike the ignition module. Attach ignition grounding
lead to the module terminal (diag. 7-33).
18. Install the blower housing and rewind assembly.
Replace the debris guard if applicable. (diag. 7-33).
19. On later TM engines, install gasket and carburetor.
Install sleeve spacers over carburetor screws. (diag.
7-34).
20. Hook the long end of the governor spring in the hole
in the air vane and the short end in the hole in the
speed control bracket. The spring hooks from
beneath both components. Use the illustration (diag.
7-35) and the following spring location chart if the air
vane has more than one governor spring hole and
uses a colored spring with a square and round end.
21. Hook the upper fuel tank mounting tab over the
blower housing stud and the carburetor studs. Make
sure the "O" ring is in position between the fuel tank
and the carburetor. Torque two hex nuts to 30-40 inch
pounds (3.3 Nm - 4.5 Nm). (See Carburetor Assembly
instructions on page 22, Chapter 3.) Install filter(s),
and attach the air cleaner cover. Connect the fuel line
at the tank, position the fuel line clamp on the fuel
fitting
NOTE
Make sure sleeve spacers are installed. If they are not
installed, the retaining nuts may loosen.
22. Reset the governor and/or speed control using the
procedure in Chapter 4 under "Service".
23. Install the spark plug and connect the high tension
lead.
SPRING COLOR SPRING POSITION
Orange or Green 1
Pink, Red, or Black 2
7-34
Sleeve Spacers
Through Hole Away
From Spark Plug
Vacuum
Channel
Toward
Carburetor
LATER TM
Spring Position 2
7-35
Insulator/
Spacer
Spring Position 1
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48
TORQUE SPECIFICATIONS
The torque specifications listed in this chart are to be used for replacing components after disassembly, not for checking
an existing engine bolt torque. Checking a torque value on a new or used engine may be lower due to torque relaxation
that occurs on all engines from thermal expansion and contraction. However, sufficient clamping force exists and a re-
torque is not necessary.
Inch Lbs. Ft. Lbs. Nm
Crankcase Cover to Crankcase—
TC Type I/II
88.0 7.0 10.0
Cylinder Block to Crankcase—
TC Type I/II
88.0 7.0 10.0
Crankcase Cover to Cylinder—TM 105.0 9.0 12.0
Spark Plug 230.0 19.0 26.0
Flywheel Nut—TC Type I/II 210.0 17.5 24.0
Flywheel Nut—TM 220.0 18.0 25.0
Starter Pawl to Flywheel 73.0 6.0 8.5
Solid State Mounting Bolts 35.0 3.0 4.0
Muffler to Cylinder—TC Type I/II 95.0 8.0 11.0
Muffler to Cylinder—TM 110.0 9.0 12.5
Muffler Heat Shield—TM 25.0 2.0 2.8
Blower Housing Base to Crankcase 35.0 3.0 4.0
Starter Retainer Screw 35.0 3.0 4.0
Speed Control to Base—
TC Type II/TM
35.0 3.0 4.0
Air Vane to Carburetor 4.0 — .5
Carburetor to Block Nut—
TC Type II and some TM
35.0 3.0 4.0
Spacer To Cylinder—TM 30.0 2.5 3.5
Carb to Spacer—TM 35.0 3.0 4.0
Filter/Tank to Carburetor 23.0 2.0 2.6
Fuel Tank to Housing 23.0 2.0 2.6
A/C Cover—TC Type II/TM 4.0 — .5
Compression Release—TM 100.0 8.5 11.0
CHAPTER 8
ENGINE SPECIFICATIONS AND
SEARS CRAFTSMAN CROSS-REFERENCE
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49
ENGINE SPECIFICATIONS
All
Dimensions
are in inches TC200 TC300 Type II TM
US Metric
mm
US Metric
mm
US Metric
mm
HP (Approx.) 1.6 1.19 Kw 2.0 1.49 Kw 2.0 1.49 Kw
Bore 1.4370
1.4380
36.49
36.52
1.7495
1.7505
44.43
44.46
1.7495
1.7505
44.43
44.46
Stroke 1.25 31.7 1.25 31.7 1.25 31.7
Displacement
(in2) (cc)
2.0 32.78 cc 3.0 49.17 cc 3.0 49.17 cc
Spark Plug
Gap
.030 .762 .030 .762 .030 .762
Ignition Mod-
ule Air Gap
.0125 .317 .030
Note (A)
.762 .0125 .317
Piston Ring
End Gap
.004
.014
.101
.355
.005
.015
.127
.381
.005
.015
.127
.381
Piston Diame-
ter
1.4330
1.4345
36.398
36.436
1.7450
1.7465
44.303
44.361
1.7450
1.7465
44.303
44.361
Piston Ring
Groove Width
Top/Bottom
.0485
.0495
1.231
1.257
.0485
.0495
1.2319
1.2573
.0485
.0495
1.2319
1.2573
Piston Ring
Width
.046
.047
1.168
1.193
.046
.047
1.1684
1.1938
.046
.047
1.1684
1.1938
Crankpin Jour-
nal
Diameter
.5985
.5990
Note (B)
15.201
15.214
.5985
.5990
Note (B)
15.201
15.214
N/A N/A
Main Bearing
Diameter
P. T. O . S i d e
.6248
.6253
Note (C)
15.869
15.882
.6248
.6253
Note (C)
15.869
15.882
N/A N/A
Main Bearing
Diameter
Flywheel
.4993
.5003
12.682
12.702
.4993
.5003
12.682
12.707
N/A N/A
Crankshaft
End Play
.004
.012
Note (D)
.1016
.305
.004
.012
Note (D)
.1016
.305
N/A N/A
Note (A) - TC300 rotary mower applications use .0125" (.317 mm) air gap.
Note (B) - Mechanically retained needle bearings use .6850/.6855 (17.399 mm
/ 17.411 mm)
or .6870/.6875 (17.449 mm / 17.462 mm)
Note (C) - Check to determine bearing diameters .7498/.7503 (19.044 mm /
19.057 mm),
.6695/.6699 (17.005 mm / 17.015 mm), .5898/.5903 (14.980 mm / 14.993 mm)
Note (D) - Engine with P.T.O. ball bearings no end play.
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SEARS CRAFTSMAN CROSS REFERENCE
143.042070 TM049XA 3604A or
3604B
143.042072 TM049XA 3621B
143.681001 TC300 3010A
143.681021 TC300 3013A
143.941600 TC200 2103C
143.961670 TC200 2124D
143.961672 TC200 2103D
143.971670 TC200 2103E
143.971674 TC200 2124E
143.972070 TC300 3153E
143.982070 TC300 3176F
143.982072 TC300 3173F
143.992070 TC300 3187F
200.651001 TC200 2019C
200.681001 TC300 3010A
200.681021 TC300 3013A
200.681061 TC300 3021A
200.691001 TC300 3019A
200.691011 TC200 2040D
200.701011 TC200 2045E
200.701021 TC300 3027B
200.701031 TC300 3013B
200.701041 TCH300 3305
200.701051 TC300 3031B
200.711021 TCH300 3305A
200.711031 TC300 3013C
200.721001 TC200 2103
200.731031 TC300 3013E
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CHAPTER 9 EDUCATIONAL MATERIALS AND TOOLS
TECHNICIAN'S HANDBOOKS
692508
Covers the diagnosis and repair of Tecumseh 2-cycle
engines. Except the TC/TM Engine and 840-850.
692509
Covers the diagnosis and repair of the Tecumseh 4-cycle
L-head engines.
691462A
Covers the diagnosis and repair of Tecumseh 4-cycle cast
iron engines.
691218
Covers the diagnosis and repair of Peerless® power train
components.
694782
Contains technical information for the repair of the TC/TM
series, 2-cycle engines.
694988
Contains diagnosis and technical information for the
repair of TVS840, HSK/HXL845/850, 2-cycle engines.
695244A
Covers the diagnosis and repair of the OHV 4-cycle
overhead valve engines.
695578
Covers the diagnosis and repair of the Vector/VLV Series,
4-cycle engines.
696325
Covers the diagnosis and repair of the V-Twin engines.
VIDEO PROGRAMS
69633 TVT, VTX, OV691EA
This video provides a complete teardown and reassembly
guide for the OV691EA (TVT691) twin cylinder engine.
695148
Teardown and reassembly of the 900 series transaxles.
This video will show a complete step-by-step procedure
for teardown and reassembly of the 900, 910 and 920
series transaxles.
695285
An in-depth look at the 800 series transaxles. Detailing
the teardown and reassembly procedures for the 800, 801
and 820 transaxles.
696250
An in depth look at the manual transaxle MST Series. This
film will help you understand correct disassembly, repair
and reassembly procedures.
SPECIAL BOOKLETS
INSTRUCTIONAL GUIDE
692738
Assists in the use and understanding of the Tecumseh
Master Parts Manual. Illustrates time saving features
incorporated into the manual.
4-CYCLE ENGINE FAILURE ANALYSIS
695590
This booklet is designed as a tool for the average
technician to correctly assess the cause of failure.
CARBURETOR IDENTIFICATION,
TROUBLESHOOTING AND SERVICE BOOKLET
695907
This booklet is designed as a quick reference to
carburetion problems and related repair procedures.
IGNITION SYSTEMS TROUBLESHOOTING BOOKLET
694903
This booklet contains information on the identification,
possible problems and related repair procedures of
Tecumseh Ignition Systems.
SERVICE TOOLS BOOKLET
694862
This booklet depicts all specialty tools offered by
Tecumseh which can be used on 2 and 4 cycle engines
and Peerless units.
QUICK REFERENCE CHART BOOKLET
695933
This booklet contains the quick reference information
found on Tecumseh wall charts.
This booklet is designed to be used as a work bench quick
reference guide when servicing Tecumseh engines and
motion drive systems.
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52
FLYWHEEL PULLER 670299
STRAP WRENCH 670305
HEAVY GAUGE WIRE HOOK FOR REMOVING
MUFFLER SPRINGS
PISTON AND ROD HOLDER
A piece of 3/8" (9.5 mm) wood, 1-1/2" (38.1 mm) wide by 4"
(101 mm) long with a slot 3/8" (9.5 mm) wide by 2" (50 mm)
long cut out of the center will hold the piston and rod.
SPARK TESTER 670366
RING COMPRESSOR 670391
12" LONG
(309 mm)
1/4"
(6.35 mm)
TOOLS
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53
ENGINE HOLDER 670300
To assist in reassembly of the engine block and its compo-
nents an Engine Holder, part # 670300, has been devel-
oped. Attach to the crankcase of the engine with the blower
housing base screws and insert the other end into a bench
vise to hold crankcase while inserting engine components.
Use on TC200 Type I and TC300 Type II engines.
AIR GAP GAUGE 670297
Used on all TC200 Type I, TC300 Type II rotary mower
applications and all TM.
AIR GAP GAUGE 670321
Used on TC300 Type II non-rotary mower engine applica-
tions.
SEAL PROTECTOR AND INSTALLER 670303
Used on the PTO oil seal. TC Type I/II
BEARING INSTALLER 670304A
Used to install the PTO bearing. TC Type I/II
SEAL PROTECTOR AND INSTALLER 670301
Used on the flywheel end oil seal. TC Type I/II/TM
BEARING INSTALLER 670302
Used to install the bearing in the flywheel end. TC Type I/II
670300
670303
670304A
670301
670302
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54
SEAL PROTECTOR AND INSTALLER 670275
Used on the PTO end oil seal. TC Type III
TORX DRIVERS
Torx 8 670334
Torx 10 670333
Torx 15 670323
Torx 20 670324
Torx 25 670319
Torx 30 670320
SPECIAL PART 510334
Loctite Gasket Sealant Eliminator No. 515 will be sold by
Tecumseh under the part # 510334.
VIBRATION TACHOMETER 670156
METERING LEVER GAGE 670325
Used to set carburetor metering lever.
670275
TECUMSEH PART NO. 510334
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This manual covers all TC and TM models.
Other illustrated Tecumseh 2-Cycle Engine, 4-Cycle Engine
and Transmission Technician’s Handbooks and wall charts
are available through Tecumseh.
For complete listing write or call
Form No. 694782 Rev. 1/05
Litho in U.S.A.
Tecumseh Power Company
900 North Street
Grafton, WI 53024
Phone: 262-377-2700
Fax: 262-377-4485
Tecumseh Europa S.p.A.
Strada delle Cacce, 99
10135 Torino, Italy
Tel. (39) 0 11 391-8411
Telefax (39) 0 11 3910031
www.TecumsehPower.com
ENGINES TRANSMISSIONS&
740109
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