TECUMSEH T E C H N I C I A N ' S H A N D B O O K This manual covers engine models: ECV100 - 120, H22 - 80, HH40 - 70, HHM80, HM70 - 100, HMSK70 - 110, HMXL70, HS40 - 50, HSK30 - 70, HSSK40 - 50, HT30 - 35, HXL35, LAV30 - 50, LEV80 - 120, TNT100 - 120, TVM125 - 220, TVXL170 - 220, TVS75 - 120, TVXL105 - 115, V40 - 80, VH40 - 70, V60 - 70, VM70 - 100 Model numbers are located on the engine shroud.
CONTENTS CHAPTER 1 GENERAL INFORMATION ........................................................................................................ 1 ENGINE IDENTIFICATION .............................................................................................................................. 1 INTERPRETATION OF MODEL NUMBER ...................................................................................................... 1 SHORT BLOCKS ..................................................................
GOVERNOR GEAR AND SHAFT SERVICE ................................................................................................. 28 SPEED CONTROLS AND LINKAGE ............................................................................................................ 29 CHAPTER 5 REWIND STARTERS ............................................................................................................... 35 GENERAL INFORMATION ...............................................................................
TESTING PROCEDURE ............................................................................................................................... 67 SERVICE ....................................................................................................................................................... 68 SPARK PLUG SERVICE ............................................................................................................................... 68 CONDITIONS CAUSING FREQUENT SPARK PLUG FOULING ...
CHAPTER 1 GENERAL INFORMATION ENGINE IDENTIFICATION Tecumseh engine model, specification, and serial numbers or (date of manufacture, DOM) are stamped into the blower housing or located on a decal on the engine in locations as illustrated (diag. 1 & 2). COVER BEZEL NOTE: On some LEV engines, a cover bezel must be removed to provide access to the identification decal (diag. 1). The engine identification decal also provides the applicable warranty code and oil recommendations (diag. 3).
The number designations following the letters indicate the horsepower or cubic inch displacement. 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. FUEL REGULAR UNLEADED OIL, SAE 30 (BELOW 32oF SAE 5W30) LEV115 57010B (D) STP185U1G1RA 8105C The serial number or D.O.M. indicates the production date.
ENGINE OIL Use a clean, high quality detergent oil. Be sure original container is marked: A.P.I. service SF thru SJ. The use of multigrade oil may increase oil consumption under high temperature, high load applications. NOTE: DO NOT USE SAE10W40 OIL. For summer (above 32°F, 0oC) use SAE 30 oil part # 730225 (1 quart, .946 liter container) in high temperature, high load applications. S.A.E.10W30 is an acceptable substitute. For winter (below 32°F, 0oC) use S.A.E. 5W30 oil part # 730226 (1 quart, .
5. When replacing the spark plug, consult the parts breakdown for the proper spark plug to be used in the engine being serviced. Set the spark plug gap to .030" (.762 mm) and install the spark plug in the engine. Tighten the spark plug to 15 foot pounds of torque (20.4 Nm).
CHAPTER 2 AIR CLEANERS GENERAL INFORMATION The air cleaner is the device used to eliminate dust and dirt from the air supply. Filtered air is necessary to assure that abrasive particles are removed before entering the carburetor and 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 papertype air filter system.
SERVICE Service on the polyurethane element (cleaning and oiling) is recommended every three months or every twenty five operating hours, whichever comes first. Extremely dirty or dusty conditions may require daily cleanings. The paper filter element should be replaced at least once a year or more frequently if operated in dusty or dirty conditions. NOTE: NEVER RUN THE ENGINE WITHOUT THE COMPLETE AIR CLEANER ASSEMBLY INSTALLED ON THE ENGINE.
CHAPTER 3 CARBURETORS AND FUEL SYSTEMS GENERAL INFORMATION Tecumseh uses two basic types of carburetors, float and diaphragm type carburetors. Float type carburetors use a hollow float to maintain the operating level of fuel in the carburetor. Diaphragm type carburetors use a rubber-like diaphragm. One side is exposed to intake manifold pressure and the other side to atmospheric pressure. The diaphragm provides the same basic function (maintaining the proper fuel level in the carburetor) as the float.
OPERATION In the “CHOKE” or “START” position, the choke shutter is closed and the only air entering the engine enters through openings around the shutter. As the engine starts to rotate, downward piston travel creates a low air pressure area (or vacuum) above the piston. Higher pressure (atmospheric) air rushes into the engine and fills this low pressure area.
IMPULSE FUEL PUMPS Impulse fuel pumps may either be mounted externally onto the carburetor fuel inlet or remotely mounted. These pumps are connected in the fuel line between the fuel supply and the carburetor or directly to the fuel inlet. Impulse fuel pumps are operated by crankcase impulses created by the up and down movement of the piston. A hose called a pulse line connects the fuel pump diaphragm chamber to the crankcase and transmits these impulses to the pump diaphragm.
COMPONENTS Loosen screw until it just clears throttle lever, then turn screw in 1 IDLE SPEED ADJUSTMENT SCREW turn. CHOKE SHAFT AND LEVER Check shaft for binding. Position shutter opening towards inlet fitting CHOKE SHUTTER side or air horn. THROTTLE SHAFT AND LEVER MAIN NOZZLE Place detent reference mark to DETENT REFERENCE MARK proper location. ON THROTTLE SHUTTER THROTTLE SHUTTER *INLET FITTING SCREEN Check spring for return action and THROTTLE SHAFT RETURN SPRING binding. Blow air through passage.
CARBURETOR IDENTIFICATION Tecumseh has a variety of carburetors. To help identify these carburetors here are some simple procedures to follow. DUAL SYSTEM CARBURETORS The easiest way to identify the dual system carburetor is by the presence of a large primer bulb located on the side of the carburetor. The absence of adjustment needles help to identify the carb as well. The dual system carburetor is used on 4-cycle vertical crankshaft rotary mower engines. (diag. 11).
SERIES 6 CARBURETORS 4-CYCLE Series 6 carburetors are used on 2 and 4-cycle engines. They have a larger venturi than the dual system carburetor and use a simple fixed idle system. Series 6 carburetors used on both vertical and horizontal applications are nonadjustable. The 4 cycle version pictured has a stepped primer bulb. (diag. 17). 17 SERIES 8 The Series 8 carburetor has both a fixed main and idle circuit. The fixed idle system uses a restricted jet that meters the fuel.
ENGINE TROUBLESHOOTING Engine Will Not Start Check For Spark Wet Check If Spark Plug Is Wet or Dry Dry Defective Spark Plug Check Fuel Supply and Fuel Cap Vent Restricted Air Filter Restriction in Fuel System (filter, screen) Improper or Stale Fuel Carburetion Problem Sheared or Partially Sheared Flywheel Key Poor Compression Carburetion Problems Due to Flooding, Over Priming, etc.
CARBURETION TROUBLESHOOTING START AIR SYSTEM PROBLEMS Plugged Air Filter Leaky Carburetor Gasket Throttle or Choke Shafts Worn Choke Not Functioning Properly Fuel Leak Hard at Starting Carburetor Á Á Plugged Air Bleed Damaged or Á Leaky "O" Rings DIAPHRAGM SYSTEM PROBLEM Damaged Diaphragm Stuck or Dirty Ball Check Diaphragm Upside Down FUEL SYSTEM PROBLEM Plugged Tank Filter or Vent Fuel Pick-up Restricted Engine Floods Á Á Á Á Damaged Adjustment Needles Main Nozzle Restricted Á Á Dirty
TESTING 1. After repeated efforts to start the engine using the procedure listed in the operator’s manual fail, check for spark by removing the high tension lead and the spark plug. Install a commercially available spark plug tester and check for spark. If spark is evident and acceptable, proceed to step 2. If no or weak spark, see Chapter 8 under "Testing". 2. Visually inspect the spark plug for a wet condition indicating the presence of gasoline in the cylinder. 3.
PRE-SETS AND ADJUSTMENTS Tecumseh Carburetors Engine Model (TECUMSEH AND WALBRO CARBURETORS) NOTE: OVERTIGHTENING WILL DAMAGE THE TAPER PORTION OF THE NEEDLE. All adjustments should be made with the carburetor in the operating position.
DISASSEMBLY PROCEDURE NOTE: Engines which are identified as compliant with CARB (California Air Resources Board) or EPA (US Environmental Protection Agency) regulations can NOT be changed from the factory unless specifically authorized. FLOAT STYLE CARBURETORS 1. Note or mark the high and low mixture adjusting screws to aid in reassembly (if applicable). Remove the high speed adjusting screw, bowl nut, and float bowl. Remove the idle mixture screw assembly. 2.
8. Remove all welch plugs if cleaning the carburetor. Secure the carburetor in a vise equipped with protective jaws. Use a small chisel sharpened to a 1/8" (3.175 mm) wide wedge point. Drive the chisel into the plug to pierce the metal, then push down on the chisel to pry the plug out of the hole (diag. 32). NOTE: DO NOT REMOVE ANY BALL OR CUP PLUGS (diag. 33). 9. Note the direction of the inlet fitting. If necessary the inlet fitting can be removed. (See page 24).
Diaphragm Carburetors 1. Remove the screws holding the diaphragm cover on. 2. Remove the cover, gaskets, and diaphragm noting or marking the sequence or location to aid in reassembly. NOTE: If a "F" designation on the choke end of the carburetor is present, place the diaphragm on first, then the gasket and cover. If no "F" is present, the gasket goes first. 3. Note or mark the high and low mixture adjustment screws. Remove the screw assemblies. 4.
INSPECTION After careful disassembly of the carburetor and the removal of all non metallic parts, the carburetor body and all other metallic parts should be cleaned with solvent, or commercial carburetor cleaner, no longer than 30 minutes. Use compressed air and soft tag wire to clean internal carburetor passages. To do a proper cleaning job, the welch plugs must be removed to expose the drilled passages. NOTE: The nylon check balls used in some diaphragm carburetors are not serviceable.
ASSEMBLY Welch Plugs To install a new welch plug after cleaning the carburetor, secure the carburetor in a vise equipped with protective jaws. Place the welch plug into the receptacle with the raised portion up. With a punch equal to, or greater than the size of the plug, merely flatten the plug. Do not dent or drive the center of the plug below the top surface of the carburetor. After installation of the welch plug, seal the outer diameter with finger nail polish or equivalent (diag. 42).
High and Low Speed Adjusting Screw, Main Nozzle When reassembling, position the coil spring on the adjusting screws, followed by the small brass washer and the “O” ring seal. Turn the high speed adjustment screw in approximately one turn into the bowl retainer nut to make an assembly (diag. 47). On 2-7 hp.
4. Install the hinge pin from the opposite hinge leg. The bowl gasket must be positioned over the end of the spring (diag. 51). GASKET GOES OVER SPRING 5. Set the proper float height. See “Float Adjusting Procedure” in this chapter. CHOKE END OF CARBURETOR Diaphragm Assembly The rivet head on the diaphragm must always face toward the inlet needle valve. On carburetors with an “F” cast into the carburetor flange as illustrated, the diaphragm goes next to the carburetor body.
Primer Bulb To install, start the retainer and bulb into the casting with the retainer tabs pointed out. Firmly push the bulb and retainer into position using a 3/4'’ (19.05 mm) deep well socket (diag. 55). Final Checks Before reinstalling a newly overhauled carburetor, pre-set the main mixture adjustment screw, the idle mixture adjustment screw and the idle speed adjustment screw. See “Pre-sets and Adjustments” in this chapter.
Throttle Lever Remove the throttle lever and spring and file off the peened end of the throttle shaft until the lever can be removed. Install the throttle spring and lever on the new carburetor with the self-tapping screw furnished. If dust seals are furnished, install them under the return spring. Idle Speed Adjustment Screw Remove the screw assembly from the original carburetor and install it in the new carburetor. Turn it in until it contacts the throttle lever.
CHAPTER 4 GOVERNORS AND LINKAGE GENERAL INFORMATION This chapter includes governor assembly and linkage illustrations to aid in governor or speed control assembly. Tecumseh 4 cycle engines are equipped with mechanical type governors. The governor’s function is to maintain a constant R.P.M. setting when engine loads are added or taken away. Mechanical type governors are driven off the engine’s camshaft gear. Changes in engine R.P.M.
ENGINE OVERSPEEDING 1. If the engine runs wide open (faster than normal), shut the engine off immediately. 2. Check the condition of the external governor shaft, linkage, governor spring, and speed control assembly for breakage, stretching or binding. Correct or replace binding or damaged parts. 3. Follow the governor adjustment procedure and reset the governor - see "Service" in this chapter. 4. Run the engine. Be ready to shut the engine off if an overspeed problem still exists.
GOVERNOR GEAR AND SHAFT SERVICE After the cylinder cover is removed from the engine, the governor spool, gear, or governor shaft can be removed. On older style governor assemblies, the retaining ring must be removed to allow the spool or gear to slide off the shaft. Newer style governor shafts (3 - 6.75 model engines) use an upset to hold the governor spool on. If the gear requires replacement, the governor shaft will have to be removed.
SPEED CONTROLS AND LINKAGE Many different types of speed controls and linkage are used for O.E.M. applications. Linkage attachment points are best recorded or marked prior to disassembly. This assures the correct placement during reassembly. On vertical shaft engines the solid link is always connected from the outermost hole in the governor lever to the throttle in the carburetor. The link with the governor spring attached is connected between the control lever and the lower hole in the governor lever.
ADJUSTING RPM ON MEDIUM FRAME VERTICAL SPEED CONTROL This speed control is adjusted by aligning the slot in the speed control lever with the alignment hole on the mounting bracket. Place a pin through the two holes, place the equipment throttle control to the wide open position, hook the bowden cable end in the control as shown, and tighten the cable housing clamp. In this position, the gap of .040" - .070" (1.016 - 1.778 mm) should exist at the gap location as illustrated.
HORIZONTAL SHAFT ENGINES IDLE SPEED CRACK SCREW IDLE SPEED CRACK SCREW HIGH SPEED RPM ADJUSTMENT SCREW HIGH SPEED RPM ADJUSTMENT SCREW HORIZONTAL LIGHTWEIGHT 16 LIGHTWEIGHT R.V.
HORIZONTAL SHAFT ENGINES (CONTINUED) HIGH SPEED RPM ADJUSTMENT SCREW IDLE SPEED SCREW IDLE SPEED CRACK SCREW IDLE MIXTURE SCREW HORIZONTAL MEDIUM FRAME MAIN MIXTURE SCREW IDLE MIXTURE SCREW HMSK80-100 21 22 IDLE SPEED CRACK SCREW HIGH SPEED RPM ADUSTMENT SCREW MEDIUM FRAME BEND LOOP OPEN OR CLOSED TO ATTAIN OPERATING RPM'S 23 TO INCREASE SPEED - CLOSE LOOP TO DECREASE SPEED - SPREAD LOOP IDLE SPEED CRACK SCREW MAIN MIXTURE SCREW SNOW KING ENGINES 32 24 SNOW KING ENGINES 25
VERTICAL SHAFT ENGINES BEND Ó TO INCREASE SPEED BEND Ô TO DECREASE SPEED HIGH SPEED ADJUSTMENT SCREW IDLE SPEED CRACK SCREW VERTICAL SHAFT ENGINES 26 TNT 100 VERTICAL ENGINES TVS 115 ENGINE WITH "SNAP IN" SPEED CONTROL 27 28 IDLE SPEED CRACK SCREW IDLE MIXTURE SCREW TVXL 220 WITH HORIZONTAL SPEED CONTROL 29 STANDARD TVM ENGINE WITHOUT GOVERNOR OVERRIDE 30 33
GOVERNOR OVERRIDE SYSTEM FOR TVM170, 195 AND 220 ENGINES This system will be found starting on 1985 production models, and will not retrofit onto older engines. It is designed to allow the governor to regulate the low and high speeds of the engine. The high speed is adjusted at the top screw of the override lever; to increase R.P.M. turn the screw out (counterclockwise), to decrease R.P.M. turn the screw in (clockwise). The low speed is adjusted at the bottom screw of the override lever; to increase R.P.M.
CHAPTER 5 REWIND STARTERS GENERAL INFORMATION Rewind starters used on vertical shaft Tecumseh engines are top mount horizontal pull style or side mount vertical pull style. Horizontal shaft engines use side mounted starters which can be mounted to pull either vertically or horizontally. All rewind starters except the vertical pull style turn the engine over by engaging a dog(s) into the starter cup attached to the engine flywheel.
Standard rope lengths LEFT-HAND KNOT 54" (16.5 meters) standard stamped steel starter 61" (18.6 meters) vertical pull - horizontal engagement type 65" (20 meters) vertical pull - vertical engagement type 85" (26 meters) extended handlebar rope start (compliance) Check the old rope for the right length for the application. Some applications require longer lengths. The rope ends should be cauterized by burning with a match and wiping the rope end with a cloth while hot.
CAUTION: THIS REWIND SPRING IS NOT SECURED IN A CANISTER. PULLEY BOSSES HOLD THE REWIND SPRING AND COVER, AND CAN BE EASILY DISLODGED DURING HANDLING. 4. Remove the brake spring, spring retainer, washers, and pulley assembly (diag. 7, 8, 9 & 10) NOTE: THE STARTER DOGS FACE OUT ON THE STAMPED STEEL STARTER AND THE DOGS FACE IN ON THE STYLIZED REWIND STARTER. 5. All components in need of service should be replaced.
Assembly 1. If replacing the starter rope, see Step 8. LEFT-HAND KNOT RETAINING WEDGE (STEEL CLIP - NEW STYLE) Extreme caution should be used when working with springs. Always where appropriate safety equipment. STARTER HOUSING 2. Install a new recoil spring if necessary by pushing the new spring out of the holder into the pulley cavity while aligning the outside spring hook into the deep notch in the pulley. Push the spring cover in until seated. STARTER PULLEY SPRING & COVER 3.
2. Place the pulley assembly into the starter housing. 3. Install the brake spring, starter dog(s), and starter dog return spring(s). The starter dog spring(s) must hold the dog(s) in against the pulley. On Snow King engines the starter dog posts should be lubricated with S.A.E. 30 engine oil. 4. Replace the retainer cup (cam dog on snow proof starter) and retainer screw. Tighten to 65 - 75 in. lbs. Older models that use a 10 - 32 retainer screw can be replaced with a larger 12 - 28 screw (part # 590409A).
worn or damaged parts. LEFT-HAND KNOT Assembly Procedure 1. Insert the rope through the starter pulley. 2. Assemble the gear, pulley, washer, and snap ring. RECEPTACLE FOR RAISED SECTION 3. Place a small amount of grease on the center shaft, place the gear and pulley into position making sure the brake spring loop is positioned over the metal tab on the bracket. The rope clip must fit tightly onto the bracket. The raised section fits into the hole in the bracket (diag. 14 & 15). 4.
at the outer edge against the gear sheave. ORIGINAL INSTALLATION WITH STAPLE 7. Remove the retainer pin from the strut and slowly relieve the spring tension by allowing the spring capsule to rotate slowly under control, until completely unwound. The spring capsule can now be removed from the gear sheave. INSTALL NEW ROPE BY TYING LEFT-HAND KNOT LEFT-HAND KNOT Assembly Procedure 1. Feed the new rope through the hole and tie a lefthanded knot on the rope end.
CHAPTER 6 ELECTRICAL SYSTEMS GENERAL INFORMATION The electrical system consists of three main elements: a battery, a starting circuit, and a charging circuit. The battery is part of both the starting and charging circuit. The battery should be checked before going into any extensive starter or charging system checks. If a battery has a shorted cell, overcharging can result, and the regulator or rectifier may appear to be at fault.
CONVERTING ALTERNATING CURRENT TO DIRECT CURRENT In order to charge a battery, it is necessary to convert alternating current (A.C.) to direct current (D.C.). This is accomplished by using a diode or rectifier (diag. 3). A single diode makes use of only one half of the A.C. signal and is known as HALF WAVE RECTIFICATION (diag. 4). This is acceptable in certain applications. In certain situations it is necessary to make use of the entire A.C. signal.
WIRE GAUGE: The proper thickness of wire is necessary in all electrical circuits. Wire diameter is measured in increments of gauge numbers. As the gauge number of the wire increases, the wire diameter decreases in size (diag.6). THE LARGER THE NUMBER THE SMALLER THE WIRE 1. The starter circuit wiring must be rated at #6 or lower gauge number. # 18 #6 2. The charging circuit wiring must be rated at #16 or lower gauge number (20 amp system requires #14 or lower gauge number). 6 3.
BASIC CHECKS Before going into extensive checks, be sure to perform the more basic checks first, such as: 1. Battery defective or not charged. 2. Corroded or loose terminals and connections, or wrong connections. 3. Cracked insulation or broken wires. 4. A wire "grounding out" in the system. 5. Defective switch. 6. Operator presence system functioning properly.
TROUBLESHOOTING ELECTRICAL STARTER CIRCUIT FLOW CHART Starter will not turn NO YES Is there power at the power source? Repair or replace power source Starter turns at low rpms or stalls under load Intermittent starter operation NO YES Is power supplied to the starter terminal? Check wiring, connections, safety switches, starter switch Isolate engine from the equipment, does engine turn over? NO Check starter for binding brushes, worn brushes, dirty or oily commutator NO Remove spark plug, do
TROUBLESHOOTING ELECTRICAL CHARGING CIRCUIT FLOW CHART Identify the charging system used by model and specification number or visually check the electrical plug Consult the Technician's Handbook or Electrical Troubleshooting booklet for test procedure for the charging system used Test for either AC or DC voltage as directed at the proper engine RPM NO NO Is the voltage greater than or equal to the minimum value? Is AC voltage before diode or YES rectifier greater than the minimum value? Alternator c
TESTING PROCEDURE STARTING CIRCUIT 1. Check the power source using an electrical tester and follow the testers recommended procedure. Make sure the battery meets the minimum battery voltage requirements found in the original equipment manufacturer's service manual. 2. Check the electric starter terminal for the required voltage (12v D.C. or 120 v A.C.) using a voltmeter. CAUTION: FOLLOW ALL SAFETY PRECAUTIONS WHEN TESTING FOR A.C. VOLTAGE, ELECTRIC SHOCK CAN KILL. 3.
18 Watt A.C. Lighting Alternator Models: H35, HS & HSSK 40-50, HM & HMSK 70-80-100 CHECKING THE SYSTEM: To check the system, disconnect the plug from the rest of the lighting system. Connect a wire lead from the single pin connector coming out of the engine to one terminal of a No. 4414, 18 watt bulb. Connect another wire lead to the other terminal of the bulb and run to a good ground on the engine. Start the engine and test the circuit using the A.C. voltmeter as shown (diag. 12).
TEST NO. 2 - Connect the positive probe of meter to red output lead. Connect the negative probe of meter to both A.C. terminals and black output lead. Connect the negative probe of meter to black output lead. Connect the positive probe of meter to both A.C. terminals and red output lead. If the D.C. adaptor is not defective and a known good battery fails to hold a charge, then perform an A.C. output voltage test. NOTE: PRIOR TO AUGUST 1992, THE BLACK WIRE WAS BROWN.
NOTE: ON OLDER POINT IGNITION SYSTEMS, THE A.C. OUTPUT LEADS ARE BLACK AND RED. 3 Amp D.C. Alternator System - Rectifier Panel This 3 amp system is readily identified by the rectifier panel in the circuit. The panel includes two diodes and a fuse for overload protection. The rectifier panel does not regulate the output of this system. CHECKING THE SYSTEM: Check the fuse to determine if it is good. A continuity light or ohmmeter can detect a faulty fuse. Replace with a six (6) amp fuse if necessary.
3 Amp DC Alternator System - Diode in Harness Sleeve Models: H30-35, HS40, H50-60, HH50-60, HM70-80-100, HHM80 GREEN This system has a diode included in the red wire which converts the alternating current (A.C.) to direct current. The direct current (D.C.) is used to provide a trickle charge for the battery. The leads from the alternator and the type of connector may vary, but the output readings will be the same.
5 Amp Alternator System Regulator-Rectifier Under Blower Housing INSERT PROBES INTO CONNECTOR SLOTS. DO NOT REMOVE CONNECTOR WIRES. CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed to make an A.C. voltage test. To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing. A.C. VOLTMETER Disconnect the red D.C.
CHECKING THE SYSTEM: To check the system, disconnect the plug and measure the D.C. voltage at the red wire terminal (diag. 24). Measure the A.C. voltage at the yellow wire terminal. With the engine running, the minimum values should be: 3 Amp D.C. 2500 R.P.M. - 8.0 Volts D.C. 3000 R.P.M. - 11.0 Volts D.C. 3600 R.P.M. - 13.0 Volts D.C. RED 5 Amp A.C. 2500 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 11.0 Volts A.C. 3600 R.P.M. - 13.0 Volts A.C. YELLOW A.C.
7 Amp Alternator System RegulatorRectifier Under Engine Block Housing Models: H50-60, HH50-60, HM70-80-100, HHM80, TVM125-140-170-195-220 In this system, the regulator and rectifier are combined in one solid state unit mounted under the blower housing of the engine. MAGNETO GROUND - GREEN Various types of regulator-rectifiers have been used on different applications. Test procedures for all types are the same. However, regulator styles are not interchangeable (diag. 28).
With the engine running, minimum values should read: 2500 R.P.M. - 16.0 Volts A.C. 3000 R.P.M. - 19.0 Volts A.C. 3600 R.P.M. - 24.0 Volts A.C. A.C. OUTPUT YELLOW A.C. If the minimum readings are noted, the alternator is okay; the regulator-rectifier is defective. If less than above readings, the alternator is defective. See Chapter 9 for "Disassembly Procedure".
SERVICE This section covers the service procedures for the 12 and 120 volt electric starters. For diagnosis of the starting circuit see “Electrical Starter Troubleshooting” in this chapter. Illustrations may not be identical in configuration to the starter being serviced, but procedures and tests apply unless otherwise stated. 12 VOLT OR 120 VOLT ELECTRIC STARTERS WITH EXPOSED SHAFT 1. Remove the plastic dust cover on the armature end (diag. 34). 2.
INSPECTION AND REPAIR 1. The pinion gear parts should be checked for damage or wear. If the gear does not engage or slips, it should be washed in solvent ( rubber parts cleaned in soap and water) to remove dirt and grease, and dried before reassembly. Also check the armature and drive nut splines for wear or damage. Replace parts as necessary. 2. The brushes and brush card holder should be checked for wear.
CHAPTER 7 FLYWHEEL BRAKE SYSTEMS GENERAL INFORMATION Tecumseh’s brake systems provide two methods of meeting compliance standards which has become a federal law as of June 30, 1982. There are two additional methods used by equipment manufacturers that also meet compliance standards and they are as follows: 1. Use of the blade brake clutch in conjunction with either a top or side mounted recoil starter or 12 volt electric starter.
OPERATION (CONTINUED) INSIDE EDGE SYSTEM In the stop position the brake pad is applied to the inside edge of the flywheel, at the same time the ignition system is grounded (diag. 3). In order to restart the engine, the brake control must be applied. This action pulls the brake pad away from the inside edge of the flywheel and opens the ignition kill switch. On electric start systems the starter is energized by an ignition switch or a two motion control.
SERVICE If the brake system fails to kill the ignition and stop the blade within 3 seconds the following service procedures should be followed. FLYWHEEL REMOVAL NOTE: BEFORE THE FLYWHEEL IS REMOVED OR REPLACED, THE BRAKE PRESSURE ON THE FLYWHEEL MUST BE RELIEVED AS OUTLINED BELOW UNDER "BRAKE LEVER AND PAD". Remove the flywheel as outlined in Chapter 9 under "Disassembly".
STARTER INTERLOCK SWITCH The engine / blade control must close the interlock switch before the starter can be engaged. To check the interlock switch, use an ohmmeter or continuity light to perform a continuity check. Continuity should exist between the two terminals when the interlock switch button is completely depressed. No continuity should exist when the button is released. If the switch fails replace the switch (diag. 10).
CHAPTER 8 IGNITION GENERAL INFORMATION The ignition systems used on Tecumseh engines are either solid state capacitor discharge modules or magneto ignition systems. The basic functional difference is that the solid state modules are triggered by an electronic switch (SCR). Magneto ignition systems rely on the mechanical action of opening and closing a set of moveable contact points to trigger when the spark will occur.
IDENTIFICATION OF TECUMSEH IGNITION SYSTEMS INTERNAL IGNITION EXTERNAL IGNITION 4 5 SOLID STATE IGNITION (CDI) 6 COMPONENTS OF A TECUMSEH MAGNETO IGNITION SYSTEM (DIAG. 7) A. Flywheel with magnets C. CONDENSER A. FLYWHEEL WITH MAGNETS B. Coil B. COIL C. Condenser G. STATOR PLATE D. Spark plug E. Contact points F. E. CONTACT POINTS D. SPARK PLUG H. FLYWHEEL KEY F. IGNITION CAM 7 Ignition cam G. Stator plate (dust cover, cam wiper, and laminations.) H.
The condenser acts as an electrical shock absorber to prevent arcing between the contact points as they open. Arcing will lower the voltage at the spark plug, as well as burn and pit the contact points. The condenser is a replaceable item (diag. 10). 10 The spark plug is made up of two electrodes. The outside electrode is grounded and secured to the threaded sleeve. The center electrode is insulated with porcelain. The two are separated by an air gap which creates a resistance.
IGNITION TROUBLESHOOTING Engine runs erratically or shuts off, restarts Engine Will Not Start Check for spark Spark No Spark Replace spark plug Check flywheel for damaged or sheared key Isolate engine and repeat test Set proper air gap on external coil Set proper point gap, check condensor and timing Test coil for intermittent or weak spark Check electric starter and battery if applicable Spark No Spark Equipment problem, check switches, wiring and equipment controls Engine problem, check for sho
TESTING PROCEDURE 1. Check for spark using a commercially available spark tester and following the tester's recommended procedure. 2. Check for the correct spark plug and for cracks in the porcelain, pitted or burned electrodes, excessive carbon buildup, and proper air gap setting. Replace if questionable. 3. Remove the blower housing, disconnect the ignition ground lead at the ignition coil (solid state only). Reinstall the blower housing and crank the engine over.
SERVICE To remove ignition components from the engine, see Chapter 9 under "Disassembly". SPARK PLUG SERVICE Spark plugs should be removed, cleaned, and adjusted periodically. Check the air gap with a spark plug gap gauge and adjust accordingly. Set the spark plug gap at .030" (.762 mm) (diag. 19). 19 Replace the plug if the center and ground electrodes are pitted or burned, or if the porcelain is cracked or discolored. When reinstalling the plug make sure it is clean of all foreign material.
Begin the procedure by replacing the points if necessary. To do this remove the nut that secure the movable portion of the breaker points. Remove the screw from the stationary portion of the breaker points and the worn breaker point assembly. Install a new breaker point assembly and adjust the point gap. This is done by rotating the crankshaft until the point arm is resting on the high side of the ignition cam.
Before putting the dust cover back on the points box, clean the points by sliding lint free paper back and forth between the contacts. Manually, open the points when removing the paper to eliminate paper fibers from remaining between the contact points (diag. 27). LINT FREE PAPER Fixed Timed System (External coil) This system has the contact points and condenser mounted under the flywheel with the laminations and coil mounted outside the flywheel.
Other Solid State Systems The following systems are located under the flywheel. All components are encapsulated into one module. No timing is necessary with this type (diag. 31, 32, 33). Check the system by checking for a spark or use a commercially available test equipment. SERVICE TIPS DO NOT: 31 Interchange flywheels, flywheel keys, spark plugs, condensers, or points. (Some systems do not use standard points and condensers.) Use flywheels with cooling fins that are broken off.
CHAPTER 9 INTERNAL ENGINE AND CYLINDER GENERAL INFORMATION This chapter covers the cylinder block, piston and rod assemblies, cylinder head, crankshaft, camshaft, valve train, breather, cylinder cover, flywheel, counterbalance systems, and lubrication systems. The governors and the governor systems are covered in Chapter 4. All Tecumseh engines covered in this manual are four cycle engines with the valves in the engine block.
LUBRICATION SYSTEMS The lubrication system used with all Tecumseh horizontal crankshaft engines covered in this manual utilize a splash type system. An oil dipper on the connecting rod splashes oil in the crankcase to lubricate all internal moving parts. Some engines have the dipper as an integral part of the connecting rod assembly, while others have a dipper that is bolted on with one of the rod bolts (diag. 5).
COMPONENTS The cylinder block houses the piston, valves and along with the cylinder cover all the internal components. The block is a one piece diecast aluminum alloy or cast iron cylinder casting (diag. 10). The piston transmits the force of the burning and expanding gases through the connecting rod to the crankshaft. The piston rings provide the seal between the cylinder wall and the piston.
ENGINE OPERATION PROBLEMS ENGINE KNOCKS OVERHEATS Associated equipment loose or improperly adjusted Excessive engine loading Check for excessive carbon in combustion chamber Low oil level or wrong viscosity oil Dirty carburetor or air filter Loose flywheel, examine key, keyway, and proper flywheel nut torque Cooling air flow, obstructed or clogged cooling fins Carburetor improperly adjusted Carburetor improperly adjusted or improper RPM setting Governor sticking, binding or improper RPM setting
ENGINE OPERATION PROBLEMS ENGINE MISFIRES ENGINE VIBRATES EXCESSIVELY BREATHER PASSING OIL Wrong or fouled spark plug Bent crankshaft Oil level too high Carburetor improperly adjusted Attached equipment out of balance Excessive RPM or improper governor setting Valves sticking or not seating properly Loose mounting bolts Damaged gaskets, seals or "O" rings Incorrect spark plug or Ignition timing If applicable counter balance not properly aligned Breather damaged, dirty or improperly installed
TESTING ENGINE KNOCKS 1. Check the blade hub, blade adapter, or crankshaft coupler for loose fit, loose bolts, or crankshaft key damage. Remove, inspect, replace if necessary. Reinstall and re-torque the bolts to the proper torque. 2. Check the flywheel key and the flywheel and crankshaft keyway for wear or partial shearing. Replace if any damage is evident. Tighten the flywheel nut to the proper torque. 3. Check for the correct ignition module air gap or the correct timing (point ignition).
ENGINE VIBRATES EXCESSIVELY 1. Check the engine crankshaft on the PTO end for bends using a straight edge, square or a dial indicator. Blades or adapters must be removed. Any deflection will cause a vibration problem. 2. Check the engine mounting bolts, make sure they are tight. 3. Remove and check the attached equipment for an out of balance condition. 4. If the engine is equipped with a counterbalance shaft, check the gear timing to determine if the counterbalance is out of time. BREATHER PASSING OIL 1.
5. Check the engine valve lash. Reset the valves at the proper lash. 6. Check the valves for proper seating and valve guide lash. Recondition the valves and seats. Replace the valves if necessary. 7. Check the ignition timing. Check the flywheel key for partial shearing. SERVICE PRESS IN AND LIFT HERE TO RELEASE COVER COVER BEZEL DISASSEMBLY PROCEDURE The following procedures apply to most engine models. Actual procedure may vary. 1. Disconnect the high tension lead from the spark plug.
13. Remove the cylinder cover or mounting flange using a seal protector positioned in the seal to prevent seal damage. The crankshaft must be free of rust or scale to slide the cover off the crankshaft. H30-HS50 horizontal crankshaft engines with ball bearings on the crankshaft require the oil seal and the snap ring to be removed prior to the cylinder cover removal.
CYLINDERS Visually check the cylinder for broken or cracked fins or a scored cylinder bore. Check the main bearings for wear or scoring. If the main bearings are worn or scored they can be replaced on some models. See "Crankshaft Bearing Service" in this chapter. Use a dial bore gauge or telescoping gauge with a micrometer to accurately measure the cylinder bore. Measure in the piston travel area approximately 1/2 to 3/4 of an inch (12.7 to 19.05 mm) from the top and the bottom .
CYLINDER HEADS 8 Check the cylinder head for warpage by placing the head on a precision flat surface. If warped in excess of .005" (.13 mm) replace the head. Slight warpage can be corrected by placing a sheet of #400 wet /dry sandpaper on a precision flat surface and rubbing the head gasket surface in a circular pattern until the entire gasket surface shows evidence of sanding. A small amount of honing oil on the sandpaper will make it easier to slide the head.
Use a ring expander to remove and replace the rings. Do not spread the rings too wide or breakage will result. CHAMFER 1ST COMPRESSION RING If the top compression ring has an inside chamfer, this chamfer must face UP. The second compression ring will have either an inside chamfer or an outside notch. The rule to follow is an inside chamfer always faces up. An outside notch (diag. 31) will face down or towards the skirt of the piston.
CRANKSHAFTS AND CAMSHAFTS BEVEL CHAMFER TOOTH Inspect the crankshaft visually and with a micrometer for wear, scratching, scoring, or out of round condition. Check for bends on the P.T.O. end using a straight edge, square or a dial indicator. CAUTION: NEVER TRY TO STRAIGHTEN A BENT CRANKSHAFT. CRANKSHAFT GEAR PUNCH MARK CAMSHAFT GEAR TIMING MARK SMALL HOBBING HOLE The timing marks on the camshaft and the crankshaft gears must be aligned for proper valve timing. (diag. 36 & 37).
VALVES FACE The valves should be checked for proper clearance, sealing, and wear. Valve condition is critical for proper engine performance. Valve clearance should be checked before removal from the engine block if a valve problem is suspected or when the valves or seats are recut. Valve clearance (between the valve stem and valve lifter) should be set or checked when the engine is cold. The piston should be at T.D.C. on the compression stroke (both valves closed).
Valve Seats Valve seats are not replaceable. If they are burned, pitted, or distorted they can be reground using a grinding stone or a valve seat cutting tool. Valve seats are ground to an angle of 46 degrees. Check the specifications section for proper width. The recommended procedure to properly cut a valve seat is to use the Neway Valve Cutting System, which consists of three different cutters.
Late production top mounted breathers use the rubber boot and breather tube as a push in design. Mark or note the location of the breather tube. Use a large flat blade screwdriver to pry the boot up and lift the breather assembly out. Be careful not to drop the breather body out of the rubber boot when removing (diag. 47). A new breather tube boot is recommended for replacement to assure proper crankcase seal.
Oil Seal Service NOTE: BEFORE REMOVING THE OIL SEAL, CHECK TO SEE IF THE SEAL IS RAISED OR RECESSED. WHEN INSTALLING A NEW OIL SEAL, TAP IT INTO POSITION GENTLY UNTIL IT IS SEATED INTO ITS BOSS. SOME SEALS ARE NOT POSITIONED FLUSH TO THE CYLINDER COVER. ATTEMPTING TO INSTALL THE SEAL TOO FAR IN CAN CAUSE DAMAGE TO THE OIL SEAL AND ENGINE.
COUNTERBALANCE SERVICE To correctly align the Ultra-Balance® system, rotate the piston to top dead center (TDC) and insert the counterbalance shaft into its boss in the cylinder block with the arrow on the gear pointing toward the crankshaft. DRIVE GEAR GOVERNOR Slide the drive gear on the crankshaft, making sure the drive gear is located on the crankshaft key and that the arrow on the drive gear is aligned with the arrow on the gear on the counterbalance shaft (diag. 56 & 57).
CHAPTER 10 ENGINE SPECIFICATIONS The engine specifications listed on the following pages include tolerances that are considered acceptable to achieve normal engine operation. Observed values inside the listed tolerance range are satisfactory and require no adjustments.
FOUR CYCLE 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. A LL TNT A LL EC V A LL LAV H, V, HH, VH 30-40 i n. lbs. ft. lbs.
FOUR CYCLE TORQUE SPECIFICATIONS - CONTINUED 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. H, V, HH, VH 30-40 in. lbs. ft. lbs.
ENGINE SPECIFICATIONS STANDARD POINT IGNITION All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS LAV25, LAV30, TVS75 Prior to 8/1987, H25, H30-1982 & Prior U.S. Metric mm Displacement (in³) (cc) 7.75 Stroke H 30 (1983 Serial no.) U.S. Metric mm 127.02 9.06 1.844 46.838 Bore 2.3125 2.3135 Timing Dim. B.T.D.C. LAV35, H35 (1982 & prior) U.S. Metric mm 148.50 9.06 1.844 46.838 58.
ENGINE SPECIFICATIONS STANDARD POINT IGNITION (CONT.) All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS T N T 100 V40-V40B, VH40, H 40, H H 40 LAV40, TVS105, H S 40, T V X L 105 U.S. Metric mm U.S. Metric mm U.S. Metric mm Displacement (in³) (cc) 9.98 163.57 11.04 180.95 10.49 Stroke 1.844 46.838 2.250 57.15 Bore 2.6250 2.6260 66.675 66.700 2.5000 2.5010 Timing Dim. B.T.D.C. 0.
ENGINE SPECIFICATIONS STANDARD POINT IGNITION All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS LAV50, TVS120, H S 50 T N T 120 E C V 120 V 50, V H 50, TVM125, H50, HH50 V 60, V H 60, TVM140, H60, HH60 V 70, V H 70, VM70, H 70, H H 70 U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm Displacement (in³) (cc) 12.04 197.34 12.04 197.34 12.18 199.63 13.
ENGINE SPECIFICATIONS STANDARD POINT IGNITION (Cont.) All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS TVM170, HM70 V80, VM80*, H70, HM80* VM80*, TVM195, HM80*, HHM80 VM100, HM100* Metric mm U.S. Metric mm U.S. Metric mm TVM220, HM100* U.S. Metric mm U.S. Metric mm 17.17 281.42 18.65 305.67 19.43 note A 318.46 20.2 333.08 21.82 357.63 2.532 64.31 2.532 64.31 2.
SOLID STATE AND EXTERNAL IGNITION All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS T V S 75 Prior to 8/87 T V S 90 V 40, T V S 105, H S 40 H 35 T V S 100, E C V 100, T N T 100 U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm Displacement (in³) (cc) 7.75 127.02 9.06 148.50 9.52 156.03 10.49 171.93 9.98 163.57 Stroke 1.844 46.
SOLID STATE AND EXTERNAL IGNITION All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS TVS/ TVXL115 57000 Series ONLY T V S 105 56000 Series TVS/TVXL 115, 57000 A & later T V S 120 J & later HS50 H & later HSSK N & later LAV50, TVS120, HS50 G & earlier VH50, TVM125, H50, HSSK50 M & earlier H H 50 U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S.
SOLID STATE AND EXTERNAL IGNITION All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS L E V 80 L E V 100 U.S. Metric mm Displacement (in³) (cc) 7.75 Stroke LEV115 U.S. Metric mm 127.02 9.98 1.844 46.838 2.313 Valve Clearance L E V 120 U.S. Metric mm U.S. Metric mm 163.57 11.32 185.53 11.90 195.04 1.844 46.838 1.844 46.838 1.938 49.23 58.750 2.625 2.
SOLID STATE AND EXTERNAL IGNITION All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS H S K 60 VH60, TVM140, H60, H H 60 V70, VH70,H70, HSK70, HH70, TVM170 (E) MODEL HM70 (Models ending in C) HM70 (Models ending in D) TVM170 Models F & UP ), HM70 Models (E & up) U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm Displacement (in³) (cc) 13.53 221.
SOLID STATE AND EXTERNAL IGNITION (Cont.) All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 460. All dimensions are in inches. SPECIFICATIONS HMSK80 VM80*, TVM195 (A-K), HM80** HM80**, HM90, HMSK90, TVM195 (L & up), TVXL195 TVM220 (A-F), HM100** HMSK100, HMSK110 TVM220 (G & up), TVXL220, HM100** U.S. Metric mm U.S. Metric mm U.S. Metric mm U.S. Metric mm Displacement (in³) (cc) 19.43 318.46 19.43 318.46 21.82 357.
CHAPTER 11 EDUCATIONAL MATERIALS AND TOOLS AVAILABLE TECHNICIAN'S HANDBOOKS 692508 Covers the diagnosis and repair of Tecumseh 2-cycle engines. Except the TC Engine and TVS840. 692509 Covers the diagnosis and repair of the Tecumseh 4-cycle light/medium frame engines. 691462A Covers the diagnosis and repair of Tecumseh 4-cycle large frame engines. 691218 Covers the diagnosis and repair of Peerless® power train components. 694782 Contains technical information for the repair of the TC series, 2-cycle engines.
OIL SEAL DRIVER FLYWHEEL KNOCK-OFF TOOL No. 670272 - Oil Seal Driver. Used with all oil seal protector-drivers to drive the seal into position. OIL SEAL PROTECTOR / INSTALLER Consult the specification chart or measure the shaft diameter to determine the correct tool. 670260 - Seal Protector PTO & Magneto w/dia. of 1.187”-1.875” HH80-120, VH80-120, OH120-180, VM70-100, HM70100 670261 - Seal Protector PTO & Magneto w/dia. of .811”-.
VALVE LAPPING TOOL 1/32" (.794 mm) OVERSIZE VALVE GUIDE REAMER No. 670154 Valve lapping tool. REBUSHING DRIVERS No. 670283. Used on small frame 4 cycle engines on Intake and Exhaust valve guides. Oversize diameter .2807 .2817 Tool Number A. 670158 B. 670159 A. 670162 B. 670163 A. NONE B. 670311 670317 No. 670284. Used on medium and large frame 4 cycle engines on Intake and Exhaust. Oversize diameter .3432 .3442 Description Use with: Bearing Driver 7/8'’ (22.
DECIMAL/FRACTION CONVERSIONS .016 .031 .047 .063 .078 .094 .109 .125 .141 .156 .172 .188 .203 .219 .234 .25 .266 .281 .297 .312 .328 .344 .359 .375 .391 .406 .422 .438 .453 .469 .484 .50 = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = 1/64 1/32 3/64 1/16 5/64 3/32 7/64 1/8 9/64 5/32 11/64 3/16 13/64 7/32 15/64 1/4 17/64 9/32 19/64 5/16 21/64 11/32 23/64 3/8 25/64 13/32 27/64 7/16 29/64 15/32 31/64 1/2 .516 .531 .547 .563 .578 .594 .609 .625 .641 .656 .672 .688 .703 .719 .734 .75 .766 .
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.201032 LAV30-30462H 143.214322 ECV100-145023A 143.224362 ECV100-145033A 143.233012 LAV30-30502K 143.201042 LAV30-30467H 143.214332 LAV35-40644J 143.224372 LAV35-40689K 143.233032 LAV30-30504K 143.203012 LAV30-30460H 143.214352 ECV100-145026A 143.224382 LAV35-40063K 143.233042 LAV30-30510K 143.204022 ECV100-145008A 143.216012 V70-125141 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.243022 LAV30-30524K 143.245182 LAV50-62024 143.254082 LAV35-40812K 143.255102 LAV50-62029A 143.243042 LAV30-30527K 143.245192 ECV120-152022 143.254092 LAV35-40813K 143.255112 LAV50-62039A 143.243052 LAV30-30282K 143.246012 V60-70268H 143.254102 LAV35-40814K 143.256012 VM80-150076A 143.243062 LAV30-30533K 143.246022 VM80-150052A 143.254112 LAV35-40815K 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.264432 ECV100-145099A 143.266182 VM80-150062C 143.274202 ECV100-145117A 143.274762 ECV100-145139B 143.264452 ECV100-145101A 143.266202 VM80-150058C 143.274212 ECV100-145117B 143.274772 LAV35-40924L 143.264462 ECV100-145102A 143.266212 VM80-150064C 143.274222 ECV100-145118A 143.274782 ECV100-145107B 143.264472 LAV35-40922K 143.266222 VM80-150016C 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.276402 VM100-157014A 143.284492 ECV100-145126C 143.286162 VM80-150116E 143.294282 TVS90-43040A 143.276412 V60-70351J 143.284502 ECV100-145146D 143.286172 VM80-150016E 143.294292 TVS90-43041A 143.276422 V70-125240C 143.284512 LAV35-40997M 143.286182 VM80-150121E 143.294292 TVS90-43041A 143.276432 VM80-150062D 143.284522 LAV35-40998M 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.296012 VM80-150080F 143.304322 ECV100-145182D 143.314402 TVS90-43068B 143.316042 VM70-127008B 143.296022 VM100-157028B 143.304332 ECV100-145183D 143.314412 TVS90-43108B 143.316052 VM80-150116G 143.296032 VM80-150126F 143.304342 TVS90-43121A 143.314422 ECV100-145172E 143.316062 VM80-150134G 143.296042 VM100-157034B 143.304352 ECV100-145137D 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.326062 TVM195-150017H 143.334272 TVS90-43140D 143.344332 ECV100-145238F 143.354152 ECV100-145255F 143.326072 TVM195-150065H 143.334282 TVS90-43141D 143.344342 ECV100-145239F 143.354162 TVS90-43289D 143.326082 TVM195-150071H 143.334292 TVS90-43142D 143.344352 ECV100-145240F 143.354172 TVS90-43288D 143.326092 TVM195-150039H 143.334302 TVS90-43143D 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.356202 TVM220-157089F 143.366102 TVM195-150152L 143.376042 TVM195-150164M 143.384562 ECV100-145320G 143.356212 TVM220-157090F 143.366112 TVM220-157083G 143.376052 TVM220-157115H 143.384572 TVS90-43415F 143.356222 TVM220-157091F 143.366122 TVM220-157084G 143.376062 TVM195-150151M 143.385012 ECV120-152041D 143.356232 TVM220-157093F 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.394432 ECV100-145343G 143.404452 TVS105-53151G 143.414402 TVS105-53902H 143.424232 TVS90-43375H 143.394442 ECV100-145344G 143.404462 TVS105-53152G 143.414412 TVS105-53168H 143.424242 TVS90-43553H 143.394452 ECV100-145345G 143.404472 TVS120-63120F 143.414422 TVS120-63115G 143.424252 TVS90-43528H 143.394462 ECV100-145346G 143.404482 TVS120-63903F 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.434132 TVS115-61901 143.598012 HH80-110092C 143.612022 HH120-120087C 143.622082 HH120-120087D 143.434142 TVS90-43497J 143.601022 H30-35223H 143.614042 H35-45326J 143.622092 HH120-120055D 143.434152 TVS115-56906A 143.601032 H30-35224H 143.614062 H35-45314H 143.622102 HH120-120167D 143.434162 TVS115-56001A 143.601062 H30-35248G 143.614072 H35-45125H 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.628012 HH80-110056E 143.644072 H35-45418J 143.654062 H35-45441H 143.656252 H60-75426J 143.628022 HH80-110075E 143.644082 H35-45420G 143.654072 H35-45448K 143.656262 H70-130203C 143.629012 HH100-115176D 143.645012 HS50-67037A 143.654082 H35-45428K 143.656272 H70-130205C 143.629022 HH100-115164D 143.645022 HS50-67062A 143.654092 H35-45441J 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.665042 HS50-67037C 143.672042 HH120-120078F 143.686052 HM80-155146E 143.706042 HM80-155189E 143.665052 HS50-67128C 143.672052 HH120-120181F 143.686062 H70-130206D 143.706052 HM80-155189E 143.665062 HS50-67132B 143.672062 HH120-120095F 143.686072 H50-65413K 143.706062 H60-75469K 143.665072 HS50-67135C 143.672072 HH120-120208F 143.686082 HM80-155164E 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.716052 HM70-132007B 143.724032 H35-45571N 143.741062 H30-35351P 143.756102 HM80-155146G 143.716062 HM70-132008B 143.724042 H35-45474N 143.741072 H30-35354P 143.756112 HM100-159014D 143.716072 HM80-155189F 143.724052 HS40-55526H 143.741082 H30-35362P 143.756122 HM80-155256G 143.716082 HM80-155190F 143.725012 HS50-67210E 143.741092 H30-35363P 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.784092 H30-35362S 143.796152 HM80-155346L 143.826032 HM80-155433M 143.943528 TVS90-43299K 143.784102 H30-35374S 143.796162 HM100-159169H 143.826042 HM80-155454M 143.943530 TVS90-43514K 143.784102 H30-35374S 143.796172 HM100-159135H 143.826052 HM100-159135K 143.943532 TVS90-43700K 143.784112 H35-45592S 143.796182 H70-130006H 143.826062 H60-75537S 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.945300 TVS120-63918K 143.953810 TVS100-44046G 143.963500 TVS90-43515M 143.965018 LEV115-350006A 143.945300 TVS120-63918K 143.953812 TVS100-44038G 143.963501 H35-45657W 143.965020 TVS115-61027C 143.945302 TVS120-63919K 143.953814 TVS90-46035B 143.963502 TVS90-43215M 143.965022 TVS115-61056C 143.945502 TVS120-63921K 143.953818 TVS100-44030G 143.
SEARS CRAFTSMAN CROSS REFERENCE CHARTS Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh Craftsman Tecumseh 143.974014 TVS115-56094E 143.978005 HM80-155587R 143.985007 HSSK50-67374S 143.994502 LEV100-345012C 143.974016 TVS115-56095E 143.978007 HM80-155424R 143.985008 LEV115-350072C 143.994506 TVS115-57064G 143.974018 TVS115-56073E 143.978501 HMSK85-155901A 143.985010 TVS115-61085E 143.995000 LEV115-350114D 143.974020 LEV115-350044B 143.979001 HMSK90-156518C 143.
