Related Manuals for Toro 303447
Summary of Contents for Toro 303447
- Page 1 ommer rcial Eq quipm ment Se ervice T Trainin n g mall En ngine T Troubl leshoot ting (Rev v. 6-12)
- Page 2 Make the most productive use of your time in this program. The clearer the understanding you have of the information provided the more effective you become to your employer. The Toro Company © 2012 The Toro Company 8111 Lyndale Ave South All Rights Reserved Bloomington, MN 55068 U.S.A.
- Page 3 Good afternoon and on behalf of the Toro Company, thanks for attending this informational session on Small Engine Troubleshooting. If through the course of this presentation, you have any questions please feel free to ask. This session is for you and no one should leave without getting their questions asked. Small engines are an important component of many of the machines that are needed to maintain turf areas and perform other maintenance jobs. Small engines are very reliable and with proper care and maintenance will last a long time However, while they are dependable components, when they do not perform as needed, they can be one of the most frustrating devices in our selection of tools and machines. ...
- Page 4 The most common complaint about small engines is that they “WONT START” The second most common complaint is that it runs, but runs poorly. In this program we will discuss what is needed for these engines to start, what is needed from them to run properly and what tests and troubleshooting steps can be used when either of these two situations are encountered. Let's examine how to identify the problem you may face with a small engine. If you have a no‐start issue or a poor performance issue, there are some Facts that we need to understand when troubleshooting these engines. We will look at the FACTS F—Fuel A – Air C – Compression T – Timing S – Spark For the engine to run properly we need to have, Fuel, Air, Compression, Timing & Spark. These will be discussed in more depth later in this program. ...
- Page 5 To begin, we need to identify the engine to get the correct engine specs, testing specs and adjustment information. The engine will normally have an “Engine Identification” number on the engine. It may be on the engine housing, on the valve cover or on an engine side plate. These numbers may include a model, type, and code Briggs and Stratton for example, provide the following information through their numbering system. Model provides engine configuration information. Type list specific parts, paint color, OEM information. Code provides specific manufacturing date and plant information.
- Page 6 This is an example of a basic Briggs & Stratton engine number. Model 303447 Type 1234‐01 Code 01061201 Cubic Inch Basic Design Crankshaft, Carburetor, PTO Bearing, Reduction Gear, Displacement Series Governor Auxiliary Drive, Lubrication 0 - Horizontal Shaft, Diaphragm 0 - Plain Bearing / DU, Non- Carburetor, Pneumatic Governor Flange Mount 1 - Horizontal Shaft, Vacu-Jet...
- Page 7 Using the previous chart, we can see that the 303447 refer to the following engine spec. 30 Cubic Inch, design series 3, horizontal crankshaft, ball bearing, pressure lubricated engine with an electric started and gear drive alternator. The type number list specification normally related to the OEM options and requirement. This included the engine paint color, governed speed and OEM information. The code tells us that this engine was built, June 12, 2001 on line 1, plant 1. All of this information is needed to properly test, adjust and repair the engine.
- Page 8 For the engine to run there are Eight (8) events are required for a 2 or 4 cycle engine to operate. First, Air is drawn into the cylinder The correct amount of fuel is metered into the air The air and fuel are mixed The air fuel mixture is compressed The spark plug fires starting combustion Combustion causes a rapid rise in temperature. The increased temperature causes pressure to increase which produces a force on the piston. The connecting rod and crankshaft converts the linear motion to rotary motion. The burnt gases are expelled from the engine. Do not confuse these events with the four strokes (events) of a four cycle engine.
- Page 9 Everyone has heard of the four stroke or four cycle engine. A four‐stroke engine, also known as four‐cycle, is an internal combustion engine in which the piston completes four separate strokes—intake, compression, power, and exhaust—during two separate revolutions of the engine's crankshaft, and one single combustion cycle.
- Page 10 INTAKE stroke: on the intake or induction stroke of the piston, the piston descends from the top of the cylinder to the bottom of the cylinder, reducing the pressure inside the cylinder. A mixture of fuel and air, is forced by atmospheric pressure into the cylinder through the intake port. The intake valve(s) then close. The volume of air/fuel mixture that is drawn into the cylinder, relative to the volume of the cylinder is called, the volumetric efficiency of the engine. Detail Piston moves from TDC to BDC Intake valve open Exhaust valve closed Piston movement causes an area of low pressure to develop in the combustion chamber. Higher ambient atmospheric pressure forces air through the intake system. In gas carbureted engine the air picks up the fuel as it passes through the carburetor. In gas fuel injected engines the gas is added to the air through an injector. In Diesel engines the fuel is injected into the cylinder at the end of the compression stroke. 180 degrees of rotation Anything that restricts the flow of air will reduce engine performance.
- Page 11 COMPRESSION stroke: with both intake and exhaust valves closed, the piston returns to the top of the cylinder compressing the air, or fuel‐air mixture into the combustion chamber of the cylinder head. Detail Piston moves from BDC to TDC Intake valve closed Exhaust valve closed Piston movement reduces the volume of the combustion chamber‐‐increases pressure. Pressure of compression = 60 to 80 psi. Any pressure that escapes reduces the performance of the engine. 360 degrees of rotation...
- Page 12 In order for the engine to run, the air and fuel mixture is compressed in the cylinder. This increases the density of the fuel air mixture and allows for a more efficient combustion process, and higher power output. Compression ratio is a comparison between the volume of the cylinder at BDC to the volume of the cylinder at TDC. Ratios of 6 to 8:1 are common for gasoline engines and 18 to 20:1 for Diesel engines.
- Page 13 POWER stroke: this is the start of the second revolution of the engine. While the piston is close to Top Dead Center, the compressed air–fuel mixture in a gasoline engine is ignited, usually by a spark plug, or fuel is injected into the diesel engine, which ignites due to the heat generated in the air during the compression stroke. The resulting massive pressure from the combustion of the compressed fuel‐air mixture forces the piston back down toward bottom dead center. Detail Piston moves from TDC to BDC Intake valve closed Exhaust valve closed Rapid burning causes rapid rise in temperature. Rapid rise in temperature causes increased pressure. Pressure induces a force on the piston. Force on piston produces torque on crankshaft. 540 degrees rotation EXHAUST stroke: during the exhaust stroke, the piston once again returns to top dead center while the exhaust valve is open. This action evacuates the burnt products of combustion from the cylinder by expelling the spent fuel‐ air mixture out through the exhaust valve(s). Detail Piston moving from BDC to TDC. Intake valve closed Exhaust valve open Waste gasses are expelled from the cylinder. 720 degrees of rotation...
- Page 14 There are some specific characteristics related to a four cycle engine Two complete revolutions of the crankshaft per cycle results in a power impulse every other revolution. These engines are more popular than 2 cycle They do require more parts that 2 cycle. Less exhaust emissions than 2 cycle. Typical lubrication system restricts angle of operation due to either splash lube from the sump, or pressure lubricated, pulling oil from the sump. They are also normally more durable than 2 cycle.
- Page 15 In the 2 stroke cycle all eight events occur in two strokes, one revolution of the crankshaft. The spark plug fires and the piston moves away from the cylinder head. Simultaneously the air‐fuel‐oil in the crankcase is compressed. As the piston reaches the bottom of the stroke the exhaust port is exposed. Cylinder pressure causes gasses to flow out the port. Further movement of the piston and the intake port is exposed Crankcase pressure causes air‐fuel‐oil to flow into the combustion chamber. As the piston moves towards the cylinder head the intake and exhaust ports are covered and the air‐fuel‐ oil charge is compressed. As soon as the intake port is covered, further piston movement causes low pressure in the crankcase and a new charge fills the crankcase.
- Page 16 There are some specific characteristics related to a two cycle engine One revolution per cycle means a power impulse every revolution. Fewer parts = less weight Uses scavenging to expel exhaust gases. Higher fuel consumption More noise Higher operating speed Higher operating temperature Greater exhaust emissions Small size and weight for equal horsepower. Operate in multi‐positions Shorter expected life Earlier we mentions the “FACTS” required for engine operation. Let's examine how to identify the problem you may face with a small engine This will require a look at the Facts that are needed to make the engine run, and run properly. Let's begin with Fuel. When looking at FUEL there are a few questions to ask… Does it have any fuel? Is the shut off valve closed? Is the fuel diluted with water? Alcohol content of Fuel? Is the fuel line blocked? Is the fuel tank cap clogged or unvented? Is fuel in the carburetor?
- Page 17 In recent years, small engines have run into issues due to federally mandated changes in fuel requirements. This deals with the “Oxygenated” fuel that are becoming more common in the country. This started back in 1990 with the clean air act. Clean Air Act 1990 requires gasoline to be modified with oxygen additives in nonattainment zones.
- Page 18 Alcohol content can play a major role in performance issues related to small engines. The blending of alcohol with gasoline can in some areas be inconsistent with alcohol content sometimes being higher than the desired 10% To check the alcohol contest of fuel, there are a variety of test devices to assist with this. This kit, available from Kohler allows the user to quickly and effectively test fuel for alcohol content. To check alcohol content, add water to the tester, up to the water line. Then add gasoline up to the neck of the tester. Put on the cap and shake. The water will mix with the alcohol while the gas and the water will remain separated. Set aside for a couple minutes and then note where the water/fuel separation line is. Compare that separation line to the line on the tester. This will indicate the percentage of alcohol in the fuel. Ideally this should be 10%.
- Page 19 Next, let's look at AIR Air is required to provide the oxygen needed for combustion, and the engine also needs a sufficient amount of air, for compression to be adequate. In small engines there are only two area that can restrict the flow of air into the engine. First is the throttle plate in the carburetor or intake manifold in fuel injected engines. The other location is the air filter. This can be an air restriction point if not properly maintained. The primary function of an air filter is to deliver both high airflow and dirt protection. Both air flow and dirt protection are critical to engine performance. The basic types of air filters are. Oiled‐foam, this is a foam type material which is oiled to capture dirt particles and keeps them from entering the engine. These types of filters are normally cleaned and re‐oiled as a maintenance procedure Paper type filters used a pleated paper element with holes of a specific size designed to capture dirt particles also of a specific size. These can also be cleaned as a maintenance procedure. Dual‐element filters are a combination of both types. They consist of a paper element covered by an oiled‐foam element.
- Page 20 Air Cleaner Service – Air filters should be cleaned per manufactures recommendations Oiled‐Foam type elements can be cleaned using soap and water. Add a small amount of oil and squeeze to saturate the element. Paper type elements can be cleaned by tapping gently on a flat surface or by using compressed air. Some engine manufactures may not recommend using compressed air when cleaning filters. If you choose to you compressed air to clean a paper element filter, it is recommended that the filter be cleaned with low pressure air. This reduces the likelihood that the paper element is damaged during the cleaning process. A recommendation is to attach an air pressure regulator to the hose that is used for filter cleaning. Setting the regulator for 10‐20 PSI will normally do a sufficient job of cleaning without risking damage to the element. The next item to look at is Compression.
- Page 21 COMPRESSION ‐‐ This is necessary for the engine to reach its maximum efficiency. Loss can be due to a leak occurring from the valves, rings or cylinder head. This can be checked by spinning the flywheel counter‐ clockwise. If the compression is adequate the flywheel should rebound sharply. Or perform a compression test A compression test checks the air pressure built up in the cylinder as the piston comes up, and the air is compressed. This test will gauge the condition of the intake and exhaust valves, piston rings and cylinder walls, and head gaskets or other sealing components, Preparing the unit for the test Remove all the Sparkplug(s). Connect Battery Charger if equipped with electric start) On single cylinder engine, with compression release, engine may need to be rotated backwards. Refer to the engine manufactures documentations. Crank engine a consistent number of compression strokes. Note the compression pressure. On multiple cylinder engines, the actual compression reading is not as important at the relationship between all cylinders. NOTE: There are too many factors that can result in all cylinders reading low. ...
- Page 22 Compression release systems are used to decrease effort required to start engine. Holds the exhaust or intake valve slightly open during starting, and then allows it to fully close once engine starts. May be designed into camshaft and hold the valve open for a short period of time on every compression stoke. May be mechanical. Engages during starting and disengages after the engine reaches operating speed. Compression release will affect the results from a compression test There are some problems related to compression in gas engines. Two possible problems: Inadequate compression Excessive compression Inadequate compression Commonly caused by leaks Excessive compression Carbon Buildup Harder starting (Slower crank speed or hard rope pull) Engine performance problems Detonation...
- Page 23 Detonation An undesirable engine condition in which pockets of fuel start to burn at about the same time as the spark plug fires. Multiple pressure fronts collide Sometimes called knocking, spark knock or pinging. Causes large pressure differentials in the combustion chamber. Can cause engine damage.
- Page 24 Pre-ignition Fuel starts to burn before the spark plug fires. Decreases engine performance and produces and audible pinging or knocking sound in the engine. Increases the peak combustion pressure in the cylinder. Increases internal temperature. Will cause engine parts like pistons, connecting rods and crankshafts to fail.
- Page 25 Another test to perform is a Cylinder leakage test. When performing a cylinder leakage test, a defined amount of air is pumped into the cylinder. My measuring how much pressure can be created in the cylinder, the amount of leakage can also be determined. Think of this as Air in vs. Air out indicates leakage in the cylinder. Identifies cylinder which has the problem. Also will provide information on where the problem is. Air leaking out of the exhaust indicates a leaking exhaust valve. Air leaking from the air filter indicates a leaking intake valve. Air leaking from the crankcase indicates leaking compression rings or head gasket. NOTE: There will always be air leaking for the crankcase. If this is the gauge shows excessive leakage and the only place you hear air escaping is from the crankcase, then the excessive leakage is past the rings. When an engine displays compression reading that are not within the normal specs, there are several areas to inspect.
- Page 26 The first area is the intake and exhaust valves. Types One piece A one piece valve is forged from on single type of material. Two piece A two piece valve is manufactured from two different materials. The valve face material may have better heat ratings, while the valve stem material would have better wear characteristics.
- Page 27 Valve Guid Controls th he position of the valve Subject to fluctuations s in temper rature, chem mical corrosion, ingestion o of foreign m material and for the exhaust va alve, high te emperature Must provid de a predic ctable and c consistent c clearance between its...
- Page 28 Pistons - c cont. Piston Pins Some pisto on pins are offset Piston mus st be orient tated correc ctly in bore. Windows a are used in oil ring gro oove to allow w excess oil to return n to crankca ase.
- Page 29 Piston Rings The job of the rings is to fill the space between the piston and the cylinder walls. The combustion chamber is sealed by a thin film of oil between the rings and the piston and between the rings and the cylinder wall. Usually constructed of cast iron.
- Page 30 After Fuel, Air and Compression, the next item to look at is Timing and the Spartk. TIMING – The spark must occur at the correct point in the engine cycle for the engine to operate properly. Most often this is affected by a bad flywheel key. Spark ‐‐ Most often affected by a bad spark plug. Remove the spark plug and check for deposits. These can be cleaned with a wire brush. The gap of the spark plug can also be a factor. The gap should be set as recommended by the manufacture”. If the gap is correct, then check the spark output.
- Page 31 Spark (Cont.) The spark can be checked using a spark tester. Simply connect the spark plug lead to the tester and ground the clamp to the engine. Pull the rewind starter or engage the starter and check for spark output in the window. Ignition System The ignition system provides a high voltage spark in the combustion chamber at the proper time. Two types of ignition systems Battery Magneto Battery Battery systems transforms the battery voltage and fires the spark plug at the correct time. Magneto Magneto systems must produce the current, transform the voltage and time the spark plug.
- Page 32 Ignition System--Magneto Ignition Magnets Points (Breaker point only) Trigger coil Conductors Spark plug Condenser (Breaker point only) Lamination stack Primary winding Secondary winding Magneto Ignition System As magnets in flywheel rotate past the magneto, the points close. The magnetic flux of the magnets in the flywheel induces a current in the primary coil. With current flowing in the primary circuit, a magnetic field develops around the primary coil.
- Page 33 Magneto Ignition System-Firing Spark Plug When the breaker points open the magnetic field produced by the current in the primary winding collapses. The collapsing magnetic field flows across the secondary coil which induces a current in the secondary coil. Because there is a 60:1 ratio of windings in the two coils, the voltage is transformed to the 10,000 and 15,000 volts needed to fire the spark plug.
- Page 34 Differences Between Breaker Point and Solid State Ignition System The solid state (electronic) ignition system replaces the mechanical points (switch) with an electronic switch. A trigger coil senses the presence of the magnets and opens the primary circuit.
- Page 35 Checking Engine RPM Another overlooked test is to check engine RPM. Setting high and low idle by ear is not an accurate way to do it. One method is to use a Vibra‐Tach. Another is to use a Photo Tach. The key is that RPM, both Low and High is properly set. When working with multiple cylinder engines, sometime the performance problem may be related to only one cylinder. To determine which cylinder is at fault, perform a Cylinder Cancel Test...
- Page 36 Cylinder Cancel Test Used to determine which cylinder has a problem. The cylinder that does not affect the speed or sound of the engine is probably not doing its share of the work. If the engine has a knock and the knock goes away, that is the cylinder causing the knock. If the knock doesn’t go away then it could be a mechanical problem. (ie. Piston hitting the head). Crankcase Breather Another component to look at is the Crankcase Breather Maintains pressure in the crankcase at less than ambient pressure to assist in the control of oil consumption. Excessive engine blowby renders the breather useless.
- Page 37 End‐of‐season Maintenance 1. Drain the gasoline, or add a fuel stabilizer. 1. This is especially important on engines running oxygenated fuels. 2. Change the engine oil. 3. Seal the fuel cap.– cover with aluminum foil and seal with rubber band. 4. Fog the engine. 5. Clean and re‐gap the spark plug. End‐of‐season Maintenance (Cont) 6. Service the air cleaner. 7. Seal the combustion chamber. Pull rewind rope until the piston reaches top of the cylinder on the compression stroke. (you can tell by the increased tension on the rope) 8. Remove dirt and debris and cover the engine.