Tecumseh 2 Cycle Repair Manual TC and TM

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TECUMSEH

T E C H N I C I A N ‘ S H A N D B O O K

TC/TM SERIES

2-Cycle

Engines

ENGINES

& TRANSMISSIONS

IMPORTANT NOTICE!

Tecumseh Contact Information

Contact your nearest Authorized Tecumseh Servicing

Dealer if:

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.

•

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.

Safety Deﬁnitions

You may ﬁnd 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.

Statements in this manual preceded by the following words and

graphics are of special signiﬁcance:

WARNING

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 certiﬁed to comply with California and U.S.

EPA emission regulations for SORE (Small Off Road Equipment),

are certiﬁed to operate on regular unleaded gasoline, and may

include the following emission control systems: (EM) Engine

Modiﬁcation and (TWC) Three-way Catalyst (if so equipped).

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

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

CHAPTER 1 GENERAL INFORMATION

Always discard gaskets, O-rings and seals after removal.

I. General Safety Precautions

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.

WARNING

Read the original equipment manufacturer’s manual(s)

and this handbook thoroughly before servicing

Tecumseh engines.

E. Always Provide Adequate Ventilation

To avoid serious injury or death,

always ensure that you are working in

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.

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.

A. Use Personal Protective Equipment

To avoid injury, wear protective

equipment including appropriate

clothing, eyewear, safety shoes and

ear plugs when servicing Tecumseh

products.

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.

B. Stay Away from Rotat-

ing Parts

To prevent serious injury or death from carbon monoxide:

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.

•

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.

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.

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:

D. Avoid Accidental Equipment Movement

•

Wear appropriate eye protection.

Use only approved air blow nozzles.

Air pressure must not exceed 30psi (206kPa).

Shield yourself and bystanders from flying debris.

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.

H. Inspect and Adjust Brake(s)

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.

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.

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.

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.

Identification Decal

TC TYPE II and TM ENGINES

TC TYPE I ENGINE

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.

I. TC200 Models

A sample TC200 decal is pictured for reference. See

Table 1-1. TC200 Engine Model Code Designations

diag. 1-2.

Using model TC200-2015B 2354D as an example, inter-

pretation is as follows: See Table 1-1.

Code

Model Number

Indicates Tecumseh Engine Manufac-

turer.

Indicates compact model.

Code

015B

Indicates 2.0 cubic inch displacement.

Specification Number

TC200

2015B

2354D

Indicates number used for identifying the

parts of the engine.

. Engine Model Number

Code

Serial/D.O.M. Designation

. Specification Number

Is the last digit in the year of manufacture

. D.O.M. (Date of Manufacture)

(1992).

1-2

Indicates the calendar day of that year

354th day or December 20).

Sample TC200 Decal

(

Indicates the plant line and shift on which

the engine was built at the factory.

II. TC300 Models

Table 1-2. TC300 Engine Model Code Designations

A sample TC300 decal is pictured for reference. See

diag. 1-3.

Code

Model Number

Indicates Tecumseh Engine Manufac-

turer.

Using model TC300-3133C(B)5114G as an example,

interpretation is as follows: See Table 1-2.

Indicates compact model.

Indicates 3.0 cubic inch displacement.

Specification Number

Code

133C

Indicates number used for identifying the

parts of the engine.

TC300

3133C (B)

5114G

Code

Warranty Code

. Engine Model Number

. Specification Number

. Warranty Category

Indicates Warranty Information. See

current Operator’s Manual for information.

Code

Serial/D.O.M. Designation

. D.O.M. (Date of Manufacture)

1-3

Is the last digit in the year of manufacture

(

1995).

Sample TC300 Decal

Indicates the calendar day of that year

114th day or April 24).

(

Indicates the plant line and shift on which

the engine was built at the factory.

III. TM Models

Table 1-3. TM Engine Model Code Designations

A sample TM decal is pictured for reference.

See diag. 1-4.

Code

Model Number

Using model TM049XA 3617B A 4056CA as an exam-

ple, interpretation is as follows: See Table 1-3.

Indicates two cycle model.

Indicates multi position model.

Indicates Displacement-49cc

Is 49 State/Global Emissions Compliant.

Indicates standard Model.

Specification Number

Code

TM049XA

3617B (A)

4056CA

617B

Indicates specification number used for

identifying the parts of the engine.

Code

Warranty Code

Indicates Warranty Information. See cur-

rent Operator’s Manual for details.

. Engine Model Number

. Specification Number

. Warranty Category

. D.O.M. (Date of Manufacture)

Code

Serial/D.O.M. Designation

-4

056CA Is the serial number or D.O.M. (Date of

Manufacture).

Sample TM Decal

Is the last digit in the year of manufacture

(

2004).

Indicates the calendar day of that year

56th day or February 25).

(

Indicates the plant line and shift on which

the engine was built at the factory.

Indicates the location of where the engine

was built at the factory.

Short Blocks

New short blocks are identified by a tag marked SBH

SBV OR SBH Identification Number

(

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.

SBV- 564A

SER 5107

Serial Number

1-5

Short Block Identification Tag

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.

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

Table 1-4. Fuel Mix Chart — Mixture Ratio 24:1

NEVER store engine with fuel in

WARNING

U.S.

S.I. Metric

Petrol Oil

fuel tank inside a building with

potential sources of ignition such as hot water and space

heaters, clothes dryers, electric motors, etc.

Gas

Oil

Gal.

5 oz.

11 oz.

27 oz.

4 Liters

167 ml

333 ml

833 ml

DO NOT mix fuel and oil directly in fuel tank.

8 Liters

Use of NMMA, TC-WII or TC-W3, JASO FB or JASO FC

classified oil is recommended.

20 Liters

Be sure container is outdoors and in a well-ventilated

area.

Table 1-5. Recommended Fuel

Fill approved clean red GASOLINE container with 1/4

of recommended fuel amount. See Table 1-4 and

Table 1-5.

Add required amount of recommended oil to fuel.

See Table 1-4.

Screw cap onto container.

Shake container vigorously.

Unscrew cap from container.

Fill container with remainder of recommended fuel.

See Table 1-4 and Table 1-5.

Fuel Component

Percentage

Ethanol

10%

15%

Grain Alcohol (“Gasohol”)

MTBE (Methyl Tertiary Butyl Ether)

ETBE (Ethyl Tertiary Butyl Ether)

Wipe away any spilled fuel or oil.

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.

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.

CAUTION

. Service or replace the air cleaner as necessary. Use the applicable procedure found in Chapter 2 under

Service".

. Remove the fuel from the fuel tank by running the engine until stopping or draining into an approved fuel

container.

. Remove the fuel tank and blower housing to clean all debris from the air intake screen, cylinder cooling fins,

governor and carburetor linkage.

. Replace the blower housing and check all remote linkage for proper adjustment and operation.

. 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.

. 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.

. Fill the fuel tank with the proper fuel/oil mix.

. 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.

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.

WARNING

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 #

30245A. 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

. 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.

WARNING

. 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

. 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.

. Remove the spark plug, squirt 1/2 ounce (15 ml.) of clean 2-cycle engine oil into the spark plug hole.

. Cover the spark plug hole with a shop towel and crank the engine over, slowly, several times.

. 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.

. Replace the spark plug wire on the spark plug.

CHAPTER 2 AIR CLEANERS

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.

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".

Polyurethane Filter

Air Cleaner Screen

-1

SERVICE

Cover

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.

Air Cleaner

Collar

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.

Clamp

-2

NOTE

DO NOT attempt to clean or oil paper filters.

Paper Filter Removal and Replacement

. Remove the polyurethane pre-filter (if equipped) from

the air filter.

Poly Pre-Filter

. 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.

Air Cleaner

. Loosen the clamp and slide the clamp toward the air

filter (diag. 2-3).

Hose Clamp

Clamp

. Slide the air filter and clamp off the carburetor

adapter. Discard the old filter and keep the clamp.

Carburetor Adapter

Carburetor

. Apply a thin layer of silicon sealant to the outside of

the air cleaner adapter.

2-3

. Install the clamp on the new air filter, slide the filter

assembly onto the carburetor adapter as far as it will

go.

. Slide the clamp as close to the carburetor as possible.

Tighten the clamp securely.

Screen A

Screen B

Polyurethane Filter Removal and Service

Kleen Aire®Air Cleaner, TC Type II or TM

. Remove the cover by pulling outward on the tab (diag.

-4). On the TC Type II/TM style engine, loosen the

two screws (diag. 2-5).

Polyurethane Filter

2-4

. 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).

Lock Nut

Washer

TC TYPE II/TM

. 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.

Fuel Tank

. 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.

. 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.

Air Cleaner

Housing

. 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.

Poly Air-Cleaner

Flocked Screen

. Reassemble the filter assemblies per the illustrations.

Air Cleaner Cover

Cover Screw

2-5

CHAPTER 3 CARBURETORS AND FUEL SYSTEMS

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).

-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).

Fuel

Impulse

Intake Air

Engine Vacuum

Start

3-2

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).

Fuel

Impulse

Intake Air

Engine Vacuum

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).

Idle

-3

Fuel

Impulse

Intake Air

Engine Vacuum

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.

Intermediate

3-4

Fuel

Impulse

Intake Air

Engine Vacuum

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.

High Speed

3-5

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.

-6

COMPONENTS

WALBRO CARBURETOR

1. Diaphragm Cover Screw

. Metering Diaphragm Cover

. Diaphragm

. Diaphragm Gasket

. Metering Lever

. Metering Lever Screw

. Metering Lever Pin

. Metering Lever Spring

. Inlet Valve Needle

0. Inlet Valve Seat

1. Welch Plug

2. Choke Shaft

3. Choke Shutter Screw

4. Choke Shutter

5. Idle Mixture Screw

6. Idle Speed Screw

7. Throttle Shaft

8. Throttle Shaft Return Spring

9. Throttle Shutter Screw

0. Throttle Shutter

1. Fuel Fitting

2. Fuel Inlet Screen

3. Pump Diaphragm

4. Pump Cover Gasket

5. Pump Cover

10 11

6. Pump Cover Screw

7. Tension Spring

8. Dust Seal

9. Dust Seal Washer

3-7

TILLOTSON CARBURETOR

. Diaphragm Cover Screw

. Metering Diaphragm Cover

. Diaphragm

. Diaphragm Gasket

. Metering Lever

. Metering Lever Screw

. Metering Lever Pin

. Metering Lever Spring

. Inlet Valve Needle

0. Air Vane

1. Air Vane Screw

2. Dust Seal

3. Dust Seal Washer

4. Dust Seal Retainer

5. Idle Mixture Screw

6. Idle Speed Screw

7. Throttle Shaft

8. Throttle Shaft Return Spring

9. Throttle Shutter Screw

0. Throttle Shutter

1. Fuel Fitting

2. Fuel Inlet Screen

3. Pump Diaphragm

4. Pump Cover Gasket

5. Pump Cover

6. Pump Cover Screw

7. Tension Spring

8. Main Mixture Jet

9. Welch Plug

-8

TECUMSEH CARBURETOR

. Diaphragm Cover Screw

. Metering Diaphragm Cover

. Diaphragm

. Diaphragm Gasket

. Metering Lever Screw

. Metering Lever Pin

. Inlet Valve Needle

. Metering Lever

. Metering Lever Spring

0. Welch Plug

1. Dust Seal

2. Dust Seal Retainer

3. Dust Seal Retainer Screw

4. Idle Mixture Screw

15. Welch Plug

6. Dust Seal

7. Dust Seal Washer

8. Throttle Shaft Return Spring

9. Throttle Shutter Screw

0. Throttle Shutter

1. Fuel Fitting

2. Pump Diaphragm

3. Pump Cover Gasket

24. Pump Cover

5. Pump Cover Screw

26. Idle Speed Screw

7. Throttle Shaft

-9

ENGINE TROUBLESHOOTING

Engine Will Not Start

See Chapter 6

under "Troubleshooting"

Check For Spark

YES

WET

DRY

Check If Spark Plug Is Wet or Dry

Check Compression Release

for Stuck Open Condition

Defective Spark Plug

Restricted Air Filter

Check Fuel Supply

and Fuel Cap Vent

Restriction in Fuel System

Improper or Stale Fuel

(

filter, screen)

Carburetion Problems Due to

Flooding, Over Priming, etc.

Carburetion Problem

Blockage in Pulse Channel to

Carburetor

Ignition System

Plugged Muffler or Exhaust Port

Poor Compression

TROUBLESHOOTING CARBURETION—TC/TM SERIES

ADJUSTMENTS

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

●

TROUBLESHOOTING CARBURETION—TC/TM SERIES

CONTINUED)

(

METERING SYSTEM

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

●

TESTING

. 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".

. Remove the spark plug and visually check the removed spark plug for a wet condition indicating the presence of

fuel mixture in the cylinder.

. 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.

. 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.

. 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.

. 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".

. 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.

-10).

Walbro model WTA, WT

Tillotson model HU

Tecumseh model

1 - 1 1/8 turns

1 1/4 - 1 3/8 turns

Fixed

Idle Mixture Screw

Final Idle Mixture Adjustment

3-10

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.

CARBURETOR DISASSEMBLY

Dust Seal Retainer

Metering Lever

. 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.

Metering Lever Pin

Dust Seal

Metering Lever Screw

Metering Lever Spring

. 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).

Tension Spring

Idle Mixture

Screw

Inlet Valve

Needle

. 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.

Welch Plug

Fuel Inlet

Screen

Main Mixture Jet Throttle

Shutter

Screw

Throttle

Shutter

. 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).

Dust Seal

Dust Seal Washer

Throttle Shaft Return Spring

Throttle Shaft

-11

Note: Do not allow chisel point to strike

carburetor body or channel reducer

. Remove the inlet needle valve, metering lever, and

metering lever spring by removing the retainer screw

on the pivot pin (diag. 3-11).

Pry out

plug

. 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).

Pierce plug with tip

Welch Plug

1/8"

. 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.

3-12

Small Chisel

. 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.

CARBURETOR ASSEMBLY

Note: Punch should be of the

same or larger diameter than

the welch plug.

. Install new inlet screen(s) using a small flat punch

slightly smaller than the screen. Push in until the

screen contacts the seat.

Flat End

. 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.

. 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

New Welch

Plug

3-13

Carburetor Face

(diag. 3-13).

. 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).

Inlet Needle

Metering Pin

. 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.

Metering Lever Tip

-14

. 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.

. Metering Diaphragm Cover

. Diaphragm

. Diaphragm Gasket

. Pump Diaphragm

. Pump Cover Gasket

. Pump Cover

. 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.

. 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).

. If removed on Walbro carburetors, install a new fuel

inlet fitting in the same position as the original (diag.

-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.

3-15

0. Install the choke and throttle shaft assemblies in the reverse order of removal. Visually check for proper operation

of the choke and throttle.

1. If applicable, attach the air vane and torque the mounting screw to 3-5 inch pounds (.34 Nm - .57 Nm).

2. 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.

TC TYPE II

EARLY TM

Through Hole Away

From Spark Plug

Through Hole

Toward Spark Plug

Vacuum Channel

Toward Carburetor

Insulator/Spacer

Vacuum Channel

Toward Cylinder

LATER TM

Sleeve Spacers

Vacuum Channel

Toward Carburetor

Through Hole Away

From Spark Plug

Insulator/Spacer

3-16

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.

-17

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

CAUTION

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.

-18

FUEL TANK SERVICE

Lock Nut

Washer

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).

Fuel Tank

. 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.

. 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.

Air Cleaner

Housing

. 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.

Poly Air-Cleaner

Flocked Screen

Air Cleaner Cover

Cover Screw

. 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.

-19

3-20

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

TC TYPE I

Engine R.P.M. changes cause an increase or decrease in

Air Vane

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.

TC TYPE II/TM

Air Vane

COMPONENTS

. AIR VANE

. BACKLASH SPRING

. GOVERNOR LINK

. GOVERNOR SPRING

. MOUNTING SCREW

. SPEED ADJUSTMENT SCREW

. SPEED CONTROL BODY

. SPEED CONTROL LEVER

. SPEED CONTROL PLUNGER

4-1

TC TYPE II/TM

TC TYPE I and

EARLY TYPE II

Spring Hooked

In Notch

Insert Throttle Link

4-2

TROUBLESHOOTING

ENGINE OVERSPEEDING

. If the engine runs wide open (faster than normal), shut the engine off or slow it down immediately.

. 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.

. Clean, correct or replace binding or damaged parts. Set the speed control to the recommended engine R.P.M.

ENGINE SURGING

. Try to stabilize the engine R.P.M. by holding in one position the carburetor throttle shaft on the exterior of the

carburetor.

. 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.

. 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.

. 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

TC TYPE I

Three different styles of governor systems are used on

TC/TM engines. Use the following illustrations (diags. 4-3,

-4 and 4-5) to identify the governor system used and the

following procedure to adjust the governed engine speed.

Spring Hooked

In Notch

. Allow the engine to run for at least 5 minutes to reach

the operating temperature. Make sure the air filter

Speed

Adjusting

Lever

(

if equipped) is clean and the choke is in the off

position.

. Using

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.

Decrease Increase

TC TYPE I and

EARLY TC TYPE II

. 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.

Spring Hooked

In Notch

Speed

Adjusting

Lever

. 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.

4-3

TC TYPE I and

some TC Type II

ADJUST GOVERNED HIGH SPEED WITH SPEED CONTROL PLUNGER

PULLED BACK AGAINST SPEED ADJUSTMENT SCREW

DECREASE

INCREASE

SPEED ADJUST SCREW

AIR VANE MUST ROTATE

FREELY AFTER CLIP

IS INSTALLED

ITEM

DESCRIPTION

Base - Housing

Body Assy. - Speed Control

Screw

Carburetor Throttle Plate

Air Vane

Spring - Backlash

Link - Governor

ITEM

DESCRIPTION

Spring - Governor

Clip - Spring

Spring and Link Attachment

Speed Control Plunger

Speed Adjustment Screw

Notch in Air Vane for Governor

Spring Attachment

Speed Control Lever

-4

TC TYPE II/TM

Spring Color

Spring Position

Orange or Green

Pink, Red, or Black

Decrease (IN)

Increase (OUT)

Speed Adjusting Screw

Spring Position 1

Spring Position 2

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

4-5

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

. Blower Housing

. Recoil Spring

. Washer

4. Pulley

5. Pawl

6. Brake Spring

8. Retainer Screw

9. Dog Screw

10. Starter Dog

11. Pawl Spring

TC Type I

TC Type II/TM

5-1

. 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

. 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.

5-2

. 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).

. Remove the 5/16" retainer screw. On TC Type I

starters, remove the pawl retainer, brake spring,

and pawl.

. 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

Lubricate Here

. 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).

-3

. 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).

Spring Tail

. 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).

. 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).

-5

5-6

. 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).

Pawl

8. Use the starter rope or fingers to turn the pulley

and pre-wind the recoil spring a minimum of 1-3/4

Spring

and

maximum of 2-1/2 turns in

counterclockwise rotation.

. Feed the starter rope through the starter grommet

and secure the starter handle using a left hand

knot.

Retainer

-7

5-8

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.

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).

6-1

COMPONENTS

. FLYWHEEL WITH MAGNETS

. FLYWHEEL KEY

. IGNITION MODULE

. SPARK PLUG

. IGNITION SWITCH

-2

IGNITION TROUBLESHOOTING

Engine Runs Erratically

Or Shuts Off, Restarts

Engine Will Not Start

Check For Spark

SPARK

NO SPARK

Check compression release

for stuck open condition

Replace spark plug

Isolate engine and repeat

test

Check flywheel for damaged

or sheared key

SPARK

NO SPARK

Equipment problem, check

switches, wiring and

equipment controls

Engine problem, check for

shorts or grounds in wiring

Set proper air gap on solid

state module

Disconnect ignition cut-off

wire at the solid state

module and repeat test

Test solid state module for

intermittent or weak spark

Check for proper air gap on

solid state module and

repeat test

Fuel system problem -

see Chapter 3 -

Troubleshooting"

Check flywheel magnets for

strength

Test solid state module

TESTING

. 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 #

70366) 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.

. 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.

. 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".

. Check the air gap between the ignition module and the flywheel magnet. See "Service" in this chapter.

. 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 #

70297) 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

All TC300 Type II non-rotary

mower use .030" (.762 mm)

0125" (.317 mm)

part number 670297

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.

Air gap part number 670321

All TC200,

TC300 Type II rotary mowers

and all TM

6-3

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.

(

030"

.762 mm)

NOTE

When using the 670321 gauge, push the module tight to the

flywheel before tightening.

-4

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

7-1

(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

00 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

COMPRESSION

RELEASE

7-2

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.

COMPONENTS

. CYLINDER

. "G" CLIP

. PISTON PIN

. PISTON

. ROD

. CRANKCASE

. CRANKSHAFT

. COVER

TC TYPE I/II

7-3

. CYLINDER/CRANKCASE

. PISTON RINGS

. CRANKSHAFT ASSEMBLY

. CRANKCASE COVER

. FLYWHEEL SEAL

. PTO SEAL

TYPE TM

-4

TROUBLESHOOTING ENGINE OPERATION PROBLEMS

ENGINE MISFIRES

ENGINE VIBRATES

EXCESSIVELY

LACKS POWER

or WILL NOT START

Wrong or fouled spark plug

Bent crankshaft

Air intake obstructed

Attached equipment out of

balance

Lack of lubrication or improper

lubrication

Carburetor improperly adjusted

Ignition timing

Loose mounting bolts

Carburetor improperly adjusted

Exhaust obstructed

Excessive carbon build-up

Leaking seals or gaskets

Loss of compression

Crankcase seals or gaskets

leaking

Choke, throttle, or governor not

operating properly

Ignition timing

Carb gasket damaged

or installed incorrectly

Compression release

stuck open

TROUBLESHOOTING ENGINE OPERATION PROBLEMS

SURGES OR RUNS

UNEVENLY

ENGINE KNOCKS

OVERHEATS

Excessive engine loading

Fuel cap vent obstructed

Associated equipment loose or

improperly adjusted

Lack of/or improper lubrication

Dirty carburetor or air filter

Check for excessive carbon in

combustion chamber

Cooling air flow obstructed or

clogged cooling fins

Loose flywheel - examine key,

keyway and proper flywheel nut

torque

Carburetor improperly adjusted

Governor sticking, binding or

improper R.P.M. setting

Carburetor improperly adjusted or

improper R.P.M. setting

Ignition timing

Carburetor linkage, shafts or

shutters sticking or binding

Worn Crank Pin Journal

Worn cylinder or piston

Ignition timing

Carbon in the combustion

chamber

Intermittent spark - check ignition

Offset piston incorrectly installed

Leaking seals or gaskets

TESTING

ENGINE KNOCKS

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.

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.

Check for the correct ignition module air gap. See Chapter 6 under "Service".

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.

Check the internal components (piston, cylinder, and crankshaft journals) for excessive clearance.

ENGINE OVERHEATS

Make sure the engine is not being overloaded. Remove excess load.

Make sure the fuel mixture contains the correct ratio of certified 2-cycle oil to gasoline. Replace the fuel supply if

questionable.

Check for clogged cooling fins or obstructions to the air flow. Remove the rewind assembly, clean and reinstall.

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.

Remove the muffler and check for carbon build-up in the combustion chamber and exhaust port. Clean as

necessary.

Check the carburetor for the correct idle mixture adjustment. Clean the carburetor if the problem persists. See

Chapter 3 under "Service".

Check for the correct ignition module air gap. See Chapter 6 under "Service".

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

Check the fuel cap to make sure it is venting. Loosen the cap and retry engine operation.

Replace or clean the air filter if applicable.

Check the carburetor for the correct idle mixture adjustment. Clean the carburetor if the problem persists. See

Chapter 3 under "Service".

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.

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.

Check the ignition module operation using a Tecumseh 670366 Spark Tester inserted in the high tension lead.

Check for intermittent spark.

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

Check the spark plug for a fouled condition. Replace if questionable.

Check the carburetor for the proper adjustments. See "Pre-sets and Adjustments". See Chapter 3 under "Service".

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.

Check the flywheel key for partial shearing.

Remove the muffler to check for excessive carbon build-up in the combustion chamber or exhaust port.

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

Remove the engine drive and check the attached equipment for an out of balance condition.

Check the engine mounting bolts, make sure they are tight.

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.

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

Check the air intake for an obstruction (dirty filter, saturated filter, or other debris).

Check the exhaust for a restriction preventing proper exhaust flow.

Check the fuel / oil mixture for the gasoline being fresh and the proper amount and kind of oil used. Replace if

questionable.

Visually check the operation of the throttle, air vane governor, and choke (if applicable) for restrictions preventing

proper movement.

Check the carburetor for the correct idle mixture adjustment. Clean the carburetor if the problem persists. See

Chapter 3 under "Service".

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.

Inspect the engine cylinder and ring(s) for a worn condition.

Check the flywheel key for partial shearing.

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

Remove the high tension lead boot from the spark plug by twisting and pulling.

Remove the spark plug using a 3/4" (19 mm) deep well socket.

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

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.

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.

7-5

Remove the rewind starter assembly by removing

three machine screws (diag. 7-5). Remove the rubber

plugs.

Mounting Screws

Remove the ignition grounding lead off the ignition

module and remove the ignition module using a 1/4"

socket or Torx T15 drive.

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.

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.

-6

0. 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.

1. Remove the blower housing base by removing the

three 5/16" hex head screws (diag. 7-7).

-7

7-8

2. 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).

3. On TC Type II engines, remove the muffler using a

2" (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.

7-9

4. 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).

5. Insert seal protector (part # 670301) to protect the

flywheel end oil seal and seal protector (part #

70303) for the P.T.O. end oil seal (diag. 7-10).

6. 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

assembly.

-10

7. 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).

Needle Bearing Cover

8. 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.

9. Remove the oil seals by supporting the area around

the seal and using a small punch or screwdriver to

drive out the seal.

Ball Bearing Cover

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.

-11

To install a new bearing in the engine crankcase, place a

new caged needle bearing on the installation tool (part #

Retainer Ring

70302). 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).

Oil Seal

Bearing

-12

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).

70302

670304A

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,

7-13

70304A) 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.

670303

670301

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.

-14

ASSEMBLY—TC TYPE I AND TC TYPE II

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).

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.

-15

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).

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).

-16

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

"O" Ring

7-17

062" (1.5 mm)

70 - 100 inch pounds (7.9 Nm - 11.3 Nm) of torque.

Bead of Loctite

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.

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.

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.

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.

-18

0. Use a piston and rod holder (dimensions are in Chapter

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).

7-19

11. Install Torx bolts and alternately torque the bolts to

0-95 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.

2. 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.

3. 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).

7-20

4. 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).

5. 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

Spring Position 1

Spring Position 2

(

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.

-21

SPRING COLOR

SPRING POSITION

Orange or Green

Pink, Red, or Black

16. Install the flywheel key and flywheel. Install the

flywheel washer and nut, use a strapwrench (part #

70305) to hold the flywheel, and torque the nut to

5-20 foot pounds (1.6 Nm - 2.2 Nm).

7. Attach the ignition module, use the proper air gap

gauge between the flywheel magnets and the module

laminations (use .0125" (.317 mm) gauge part #

70297 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.

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

9. 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.

7-22

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

Remove the high tension lead boot from the spark

plug by twisting and pulling.

Remove the spark plug using a 3/4" (19 mm) deep

well socket.

Fuel Tank

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

WARNING

siphon fuel by mouth.

Air Cleaner

Housing

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).

Poly Air-Cleaner

Flocked Screen

Remove the self-locking nut and washer on the

blower housing stud and remove the fuel tank.

Air Cleaner Cover

Cover Screw

7-23

Remove the rewind starter assembly by removing

three machine screws (diag. 7-24).

Remove the ignition grounding lead off the ignition

module and remove the ignition module using a 1/4"

socket or Torx T15 drive.

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.

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).

7-24

NOTE

Do not use a knock-off tool on the crankshaft when

removing the flywheel. Permanent engine damage may

result.

0. 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.

1. Remove the blower housing base by removing the

three 5/16" hex head screws and if equipped, the two

/4" hex head screws for the muffler heat shield.

7-25

2. Place engine in a soft-jawed bench vise.

NOTE

DO NOT over tighten engine in vise. Permanent engine

damage may result.

Torx Head Bolt

3. Remove the two shoulder bolts holding the muffler

and remove the muffler.

4. Remove the compression release valve using a 1/2"

deep socket.

5. Remove the four Torx bolts holding the crankcase

halves together using Torx T30 driver

part # 670320). Remove the crankcase cover (diag.

-26).

(

6. Pull the crankshaft, piston and rod assembly squarely

out of the cylinder using caution so the rod does not

bend (diag. 7-27).

-26

7. 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.

7-27

ASSEMBLY—TM

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.

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.

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.

7-28

NOTE

Lube piston skirt and cylinder bore with clean two-cycle oil

prior to piston installation.

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).

Rotate the ring compressor to align the opening with

the connecting rod and remove the ring compressor

(diag. 7-29).

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).

7-29

Seals

-30

Clean both gasket surfaces using isopropyl alcohol

before application of the gasket eliminator.

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).

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).

-31

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

Torx Head Bolt

110 inch pounds (12.4 Nm).

2. 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.

4. 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.)

5. 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).

7-32

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

5-20 foot pounds (1.6 Nm - 2.2 Nm).

Go to next page.

7. Attach the ignition module, use the air gap gauge

between the flywheel magnets and the module

laminations (use .0125" [.317 mm] gauge part #

70297). Torque the module mounting screws to 30-

0 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).

0. 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.

-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.

All TC300 Type II non-rotary

mower use .030" (.762 mm)

.0125" (.317 mm)

part number 670297

Air gap part number 670321 All TC200,TC300 Type II rotary

mowers and all TM

SPRING COLOR

SPRING POSITION

-33

Orange or Green

LATER TM

Pink, Red, or Black

Sleeve Spacers

1. 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

Vacuum

Channel

Toward

Through Hole Away

From Spark Plug

Carburetor

NOTE

Make sure sleeve spacers are installed. If they are not

installed, the retaining nuts may loosen.

Insulator/

Spacer

22. Reset the governor and/or speed control using the

procedure in Chapter 4 under "Service".

7-34

23. Install the spark plug and connect the high tension

lead.

Spring Position 1

Spring Position 2

-35

CHAPTER 8

ENGINE SPECIFICATIONS AND

SEARS CRAFTSMAN CROSS-REFERENCE

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.

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

Spark Plug

105.0

230.0

210.0

220.0

73.0

9.0

19.0

17.5

18.0

6.0

12.0

26.0

24.0

25.0

8.5

Flywheel Nut—TC Type I/II

Flywheel Nut—TM

Starter Pawl to Flywheel

Solid State Mounting Bolts

Muffler to Cylinder—TC Type I/II

Muffler to Cylinder—TM

Muffler Heat Shield—TM

Blower Housing Base to Crankcase

Starter Retainer Screw

35.0

3.0

4.0

95.0

8.0

11.0

12.5

2.8

110.0

25.0

9.0

2.0

35.0

3.0

4.0

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

—

Carburetor to Block Nut—

TC Type II and some TM

35.0

3.0

4.0

Spacer To Cylinder—TM

Carb to Spacer—TM

30.0

35.0

23.0

4.0

2.5

3.0

2.0

—

3.5

4.0

2.6

Filter/Tank to Carburetor

Fuel Tank to Housing

A/C Cover—TC Type II/TM

Compression Release—TM

100.0

8.5

11.0

ENGINE SPECIFICATIONS

All

Dimensions

are in inches

TC200

TC300 Type II

Metric

HP (Approx.)

Bore

1.6

1.19 Kw

2.0

1.49 Kw

2.0

1.49 Kw

1.4370

36.49

36.52

1.7495

1.7505

44.43

44.46

1.7495

1.7505

44.43

44.46

.4380

1.25

2.0

Stroke

31.7

1.25

3.0

31.7

1.25

3.0

31.7

Displacement

32.78 cc

49.17 cc

(

in ) (cc)

Spark Plug

Gap

.030

.762

.317

.030

.762

.030

.762

.317

Ignition Mod-

ule Air Gap

.0125

.030

Note (A)

.0125

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

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

Main Bearing

Diameter

Flywheel

.4993

.5003

12.682

12.702

.4993

.5003

12.682

12.707

Crankshaft

End Play

.004

.012

.1016

.305

.004

.012

.1016

.305

Note (D)

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 /

9.057 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.

SEARS CRAFTSMAN CROSS REFERENCE

143.042070

TM049XA

3604A or

604B

143.042072

143.681001

143.681021

143.941600

143.961670

143.961672

143.971670

143.971674

143.972070

143.982070

143.982072

143.992070

TM049XA

TC300

TC200

TC300

3621B

3010A

3013A

2103C

2124D

2103D

2103E

2124E

3153E

3176F

3173F

3187F

200.651001

200.681001

200.681021

200.681061

200.691001

200.691011

200.701011

200.701021

200.701031

200.701041

200.701051

200.711021

200.711031

200.721001

200.731031

TC200

TC300

TC200

TC300

TCH300

TC300

TCH300

TC300

TC200

TC300

2019C

3010A

3013A

3021A

3019A

2040D

2045E

3027B

3013B

3305

3031B

3305A

3013C

2103

3013E

CHAPTER 9 EDUCATIONAL MATERIALS AND TOOLS

TECHNICIAN'S HANDBOOKS

SPECIAL BOOKLETS

92508

INSTRUCTIONAL GUIDE

Covers the diagnosis and repair of Tecumseh 2-cycle

engines. Except the TC/TM Engine and 840-850.

92738

Assists in the use and understanding of the Tecumseh

Master Parts Manual. Illustrates time saving features

incorporated into the manual.

92509

Covers the diagnosis and repair of the Tecumseh 4-cycle

L-head engines.

-CYCLE ENGINE FAILURE ANALYSIS

691462A

Covers the diagnosis and repair of Tecumseh 4-cycle cast

iron engines.

695590

This booklet is designed as a tool for the average

technician to correctly assess the cause of failure.

91218

Covers the diagnosis and repair of Peerless power train

components.

CARBURETOR IDENTIFICATION,

TROUBLESHOOTING AND SERVICE BOOKLET

94782

95907

Contains technical information for the repair of the TC/TM

series, 2-cycle engines.

This booklet is designed as a quick reference to

carburetion problems and related repair procedures.

94988

Contains diagnosis and technical information for the

repair of TVS840, HSK/HXL845/850, 2-cycle engines.

IGNITION SYSTEMS TROUBLESHOOTING BOOKLET

694903

This booklet contains information on the identification,

possible problems and related repair procedures of

Tecumseh Ignition Systems.

95244A

Covers the diagnosis and repair of the OHV 4-cycle

overhead valve engines.

95578

SERVICE TOOLS BOOKLET

Covers the diagnosis and repair of the Vector/VLV Series,

94862

4-cycle engines.

This booklet depicts all specialty tools offered by

Tecumseh which can be used on 2 and 4 cycle engines

and Peerless units.

96325

Covers the diagnosis and repair of the V-Twin engines.

VIDEO PROGRAMS

QUICK REFERENCE CHART BOOKLET

95933

9633 TVT, VTX, OV691EA

This booklet contains the quick reference information

found on Tecumseh wall charts.

This video provides a complete teardown and reassembly

guide for the OV691EA (TVT691) twin cylinder engine.

This booklet is designed to be used as a work bench quick

reference guide when servicing Tecumseh engines and

motion drive systems.

95148

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.

95285

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.

TOOLS

FLYWHEEL PULLER

670299

STRAP WRENCH

670305

/4"

(

6.35 mm)

HEAVY GAUGE WIRE HOOK FOR REMOVING

MUFFLER SPRINGS

2" LONG

(

309 mm)

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

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.

670300

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

670304A

670301

Used on the PTO oil seal. TC Type I/II

670303

BEARING INSTALLER

Used to install the PTO bearing. TC Type I/II

670304A

SEAL PROTECTOR AND INSTALLER

Used on the flywheel end oil seal. TC Type I/II/TM

70301

BEARING INSTALLER

670302

Used to install the bearing in the flywheel end. TC Type I/II

670302

SEAL PROTECTOR AND INSTALLER

670275

Used on the PTO end oil seal. TC Type III

670275

TORX DRIVERS

Torx 8

670334

670333

670323

670324

670319

670320

Torx 10

Torx 15

Torx 20

Torx 25

Torx 30

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 nbsp;

Used to set carburetor metering lever.

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

ENGINES

& TRANSMISSIONS

Tecumseh Power Company

00 North Street

Tecumseh Europa S.p.A.

Strada delle Cacce, 99

10135 Torino, Italy

Tel. (39) 0 11 391-8411

Telefax (39) 0 11 3910031

740109

Grafton, WI 53024

Phone: 262-377-2700

Fax: 262-377-4485

www.TecumsehPower.com

Tecumseh Parts

Form No. 694782 Rev. 1/05

Litho in U.S.A.