Continental L Head Overhaul Manual

LLC2020 Fletcher Creek Drive Memphis Tennessee 38133 G0 UpgVO Copyright 1995 International Typeface Corporation Data Copyright 1995 Microsoft Corportation All rights reservedEras Demi ITCRegularITC Eras DemiEras Demi ITCVersion Eras is a registered trademark of International Typeface Copyright 1995 International Typeface Corporation Data Copyright 1995 Microsoft Corportation All rights reservedEras Demi ITCRegularITC Eras DemiEras Demi ITCVersion Eras is a registered trademark of International Typeface 9A A 00 60GA U3AdobeUCS EF HHEFa aHHEF a FHHEFa a aHHEFa fHHEFa aaHH E D ZQX DY QX MDY QX DY EhD EEadPQXEDYCcbB ECDCCe ia D QXDzzYYFFaHKS XYXY EDEDEeE j Bhja RyE TXYaDRy E I c a a CC5vAp AE PXaYddbQXdd EDYKTX FH FHYYCXddadQX FH LLCOperation and Maintenance operation and a planned maintenance program as outlined in this manual are of vital importance in obtaining maximum engine performance and long engine life The instructions on the following pages have been written with this in mind to give the operator a better understanding of the various problems which may arise and the manner in which these problems can best be solved or in the Preventive Maintenance Section must be set up and followed by the owner and operator to obtain dependable service and long life from the engine Owners and operators are expected to perform these maintenance procedures as outlined under the daily schedule as well as 50hr 250hr and 5OOhr periods WHILE IN THE WARRANTY PERIOD AS WELL AS DURING THE LIFE OF THE ENGINEWarranty service does not include tuneup of the engine such as replacing spark plugs distributor points tappet settings ignition timing ignition wiring The operator is cautioned against the use of any parts other than Genuine Wisconsin Motors LLC Continental Parts for replacement or repair These parts have been engineered and tested for their particular job and the use of any other parts may result in unsatisfactory performance and short engine life Likewise Wisconsin Motors LLC Continental distributors and dealers because AND PARTSAvailable from your Fletcher Creek Drive Memphis Tennessee 38133Phone 901Toll Free Proposition 65The engine exhaust from this product contains chemicals known to the State of California to cause cancer birth defects or LLClocamaxpD nameN POWER coOperation and Maintenance ENGINESFOUR CYLINDERN56 F135 F140 F162 F163SIX CYLINDERF186 F209 F226 F227 F244 F245M271 M290 M330 M363B371 POWERcoQUICK REFERENCE page of eachgroup has black tab insQme position as belowSECTION IGeneral Information Page 8SECTION II Lubrication Page 11SECTION IIIOperation Page 17SECTION IVPreventive Maintenance Page 23SECTION VCooling System Page 28SECTION VIFuel System Page 35SECTION VIIIgnition Page 43SECTION VIIIEngine Repair Overhaul Page 52SECTION IXTrouble Shooting Page 73SECTION XTorque Specifications Page 76SECTION XILimits Clearance Data Page 77See following pages for details of each LHEAD ENGINE I E GENERAL Cylinder LHead Engine Specifications 5Six Cylinder LHead Engine Specifications 6How to Order Parts 7Continental LHead Engine Features 8SECTION II Lubricating System 11Oil Pump 12Air Cleaner 13Lubrication 14Transmission and Converter Lubrication 16SECTION III of New Engine for Operation 17Starting the Engine 18Stopping the Engine 2010 Operating Precautions 21Cold Weather Operation 21Seasonal Storage of Engine 22SECTION IV E PREVENTIVE Preventive Maintenance Schedule 2350Hour Preventive Maintenance Schedule 25250Hour Preventive Maintenance Schedule 26500Hour Preventive Maintenance Schedule 27SECTION V m COOLING LHead Cooling System 28Effect of Altitude on Cooling 29AntiFreezes 29Cleaning Cooling System 30Testing Thermostat 31Radiator Pressure Cap 32Fan Belt Tension 33Water Pump 33SECTION VIE FUEL SYSTEMGravity Fuel System 35Mechanical Fuel Pump 35Electrical Fuel Pump 36Zenith Carburetor Carburetor 37Carburetor Chokes 37Governors 39Pierce Governor 41Cam Gear Governor 42TailShaft Governors 42CONTINENTAL LHEAD ENGINE VII Ignition System 43Ignition Coil Distributor Condenser 44Distributor Maintenance 45Spark Plugs Timing with Timing Light 47Igition Timing without Timing Light 48Magneto Ignition 49Magneto Impulse Coupling 50Timing Magneto to Engine 51Charging Circuit 51ASECTION VIIIENGINE REPAIR AND tIead 52Cylinder Block 53Valve Seat Inserts 54VaIves 55Valtve Springs 56Preparing Cylinder Bores 57Pistons 58Connecting Rods 59Piston Rings 60Bearings 61Crankshaft 63Camshaft 64Valve Tappets 64Timing Gears 65Crankshaft End Play 66Rear Oil Seals 67Oil Pumps 69Flywheels and Housings 71Reassembling Engine 72SECTION IX Motor Will Not Crank Engine 73Engine Will Not Start 73Engine Runs Unevenly 74Poor Compression 74High Oil Pressure 75Engine Knocks 75Engine Vibration 75SECTION X TORQUE SPECIFICATIONS 76SECTION XILIMITS CLEARANCE DATA 77CONTINENTAL LHEAD ENGINE MANUALPage 1FORWARDGood operation and a planned maintenance program as outlinedin tiffs manual are of vital importance in obtaining maximum and long engine life The instructions on the followingpages have been written with this in mind to give the operator a of the various problems which may arise and the mannerin which these problems can best be solved or in the Preventive Maintenance Section must be set upamfollowed by the owner atwI operator to obtain dependable serviceanti long life from the engine Owners and operators are expected toperform these maintenance procedures as outlined under the dailyschedule as well as 50hr 250hr and 5OOhr periods WHILE IN THEWARRANTY PERIOD AS WELL AS DURING THE LIFE OF service does not incl tuneup of the engine such asreplacing spark plugs distributor points tappet settings ignitiontiming inition wiring air cleaner service and lubrication and operator is cautioned against the use of any parts other thanGenuine WisCon Continental Parts for replacement or repair Theseparts have been engineered and tested for their particular job and theuse of any other parts may result in unsatisfactory performance andshot engine life Likewise WisCon Total Power Continental distributors and dealers because of their close facotry relations can render thebest and most efficient serviceTHE LIFE OF YOUR ENGINE DEPENDSON THE CARE IT RECEIVESPage 2CONTINENTAL LHEAD ENGINE MANUALY112 EngineF400 LHEAD ENGINE MANUALPage 3F600 SeriesF600 SeriesClosed Power UnitPage 4CONTINENTAL LHEAD ENGINE MANUALFigure 7 u F600 Power Unit left sideFigure 8 F600 Power Unit right sideFOUR CYLINDER INDUSTRIAL LHEAD ENGINESMODELNo of cylindersBore and CuCompression RatioMax Oil PressureMin Oil Pressure IdlingFiring OrderMain Brg FrtMain Brg CenterMain Brg RearConn Rod BrgDia and LengthN5642 x x x 3666304071342 I x 1eY9142 x I020Water and RadiatorWeight Bare 1 quart for quarts add211 I210 jY112F1243 x X x I2 x1014016 and data shown are for Standard Industrial EnginesNote Other all pressures are available based on customer pressure with oil pressure relief valve spring number 10EL00230 on engines built after December 1971Previousto that all pressure relief valve spring F400LO0223 was used with 2030 pressure StaHc or cold setting 017F13S43 x x 122 xlF14043 x x 514415014016 oF16343 x xl2 x2 CYLINDER LHEAD ENGINESM 0 D E of CylindersBorn Cu InCompression RatioMax 0il PressureMin 0H PrnssurnFiring 0rdnrMain RrgFrontMain grg IntMain BrgCenterMain Br9 RearConn Rod RrgOia Length0il x 1122 x x x x x xl22 xl62 xl2 in quarts add approximately qt for xle2x1536242 x1442 xl22 x1536242 x1242 x162 x22 xlt2 x1536242 x1442 xl2 x22 x1536242 xl42 xle2 and data shown are for StanCard Industrial EnginesNote Other all pressures are available based on customer pressure with all pressur relief valve sping number TOELCon engfnes buft after December 1971 Previouto that oil pressure relief valve spring F4OOLO0223 was used with 2030 pressure64 x42 2 x62 x 1212 LHEAD ENGINE MANUALPage 7INFORMATION FOR ORDERING PARTSWhen ordering parts refer to the engine name plate attached to side of the cylinder block which liststhe model and serial number In most cases a specification number is listed This data is of vital importance in obtaining the correct parts always include this information on your parts orderFigure 9 w NameplatePage 8CONTINENTAL LHEAD ENGINE MANUALSECTION 1GENERAL engines have inherent design advantages which result in a more simple engine of lowerheight weight and cost All valves cams valvelifters and all other moving parts are a part of thecylinder block assemblyThe crosssection of an LHead engine resembles the letter L written upside down and engines with this type of combustion chamber arealso called sidevalve enginesIntake and exhaust valves are located in the sidepocket and both are directly operated through tappets from a single camshaft This provides a sireple and heavy duty valve gear since there is 10 Lhead LHEAD has eight basic fourcylinder andten sixcylinder LHead type engines ranging insize from 56 to 427 cubic inch combustion chamber design has been tailored for the required turbulence charge flow andburning to provide dependable andeconomical heavy duty serviceSome of the principal design features are1 Individual Porting of the intake each cylinder is fed with the fuelairmixture individually and not influenced by othercylinders of the engineThis is accomplished by casting the cylinderblock with individual intake valve passages foreach cylinder and connecting these passages to anintake manifold which also has individualized passages for each cylinderThis equal distribution results in maximumpower smooth operation easy starting and longerengine lifeFigure 1 1 Individual LHEAD ENGINE MANUALPage 92 Directional Cooling is accomplished by regulating the course of the cool water from the waterpump so it first comes in contact with exhaust valveseats and then to other points as indicated by theirrelative feature promotes unifm cooling throughout the system prevents hotspots and prolongsvalve lifeThis coupled with the bypass and in tle engine assembly insures rapidwarmup and even temperature distribution3 Full Length Water Jackets completely surround all cylinder bores the full length of the insures uniform cooling with minimum boredistortion which results in lower oil consumption less blowby and minimum tendency to sludgeFigure 12 Directional Cooling in Block4 Removable Tappets The large barrel shapedpressure lubricated tappets are so designed that byremoving the adjusting screwthe main bodycan be lifted out and replaced from above throughthe valve chamber This eliminates the costly service operation of dropping the oil pan and pullingthe camshaft Locking of the adjustment is bothsimple and Full Length Water Jackets5 Choice of Fuels Gasoline LPG Natural Gas Fuel Oil Continental LHead engines have beentailored for heavyduty operation using gasoline LPG natural gas fuel oil fuelsFigure14 Removable TappetsPage 10CONTINENTAL LHEAD ENGINE MANUALMore than conventional number o studs toprevent gasket failures distortion olbores and valve seatsCylinder headChrIull length waterPiston Heavily ribbed alloy cast ironFull pressure lubrication to all main connectng rod and cam bearings as weJl as tappetsand timing gearsSpurt hole or Ibrication of walls piston pins and coolingol piston headDrop forged counterweghted steel heat treated connecting rodand main beating bolts and Screenpiston Roto exhaust without and connecting rod gear bpe oil pumpdriven off camshaftFigure 15 Cross Section of aTypical Continental L Head LHEAD ENGINE MANUALPage 11SECTION LUBRICATION LHead engines have full to all main connecting rod and camshaft bearings as well as tappets and timing gearsTo insure piston pin lubrication and prevent piston scuffing during the warmup period in coldweatherthe large end of the connecting rodshave drilled spurt holes pointing toward the thrustside of the pistons These line up with the oil holein the crank pin so that once each revolution oil issprayed on the cylinder wall for 16 Oiling DiagramNOTE On some recent models the connecting rod spurt holes have been plugged or eliminatedThis does not in any way effect the lubrication of the enginePage 12CONTINENTAL LHEAD ENGINE MANUALFigure 17Connecting Rod Spurt Holesee note on page 11OIL PUMPOn all engines except the Nseries a large capacity submerged gear type oil pump is drivenoff the camshaft and protected by a large screeninlet on the Nseries the oil pump is mounted onthe rear end plateAn adjustable bypass valve maintains suitableoil pressure from idle to maximum speed to pages 5 and 6 for complete oil bypass type oil filter is normally provided toremove dirt and foreign elements from the oil apercentage of whichis passed through the filterdming the operating period The removal of gritsludge and foreign particles causes filter elementsto clog and become ineffective unless they arenormally replaced every 150 hoursOIL CHANGE oil does not wear out However thelubricating oil in engines becomes contaminated from the byproducts of combustion dirt water unburned fuel entering thecrankcase and the detergents holding the in suspension in the If the oil pressure is erratic orfalls below these limits stop the engine IMMEDIATELY d find the cause of the troubleRefer to trouble shooting section for this 19 Oil FilterThe schedule for changing oil is directly dependent upon the operational environment anextremely clean operation could go 150 hours whilea dirty operation foundry or cement factorycould be 50 hours or lessRUNNINGIN NEW ENGINESNo pecial oil is required use the oil recommended for the ambient temperature See charton page 14Figure 180il PumpOther pressures are available based on LHEAD ENGINE MANUALPage 13DO NOT FLUSH CRANKCASE WITH KEROSENESome operalors unvisely put kerosene in thecrankcase after draining the engine oil then turnthe engine over with the starterin the beliefthey are doing a better job of crankcase cleaningIn doing this kerosene is circulated through theoil pump the main oil header and the into the engine bearings thereby washing away the protective oil film In addition someof the kerosene will be trapped and remain to thinout the new oil reducing its lubricating qualitiesDo not put kerosene into the crankcase The bestmethod is to drain the oil when the engine is thoroughly heated which will carry off most of thesedimentAIR CLEANERAll engines when operating consume cubic feet of air per hour Since dustyair is full of abrasive matter the engine will soonwear excessively if the air cleaner does not removethe dust before entering the cylindersTwo basic types of air cleaners are normallyused the oil bath type and the dry 20Sectional View of Oil Bath Air CleanerOeraing condRions determine the air cleanerserwce periods n etreme dusty operationsthis may be once or twice daily In dust protectedareas the air cleaner should be serviced whenchanging oilAs the dirt is strained from the air flowingthrough the cleaner it thickens the oil in the cupand raises the level If the level is too high agitation of the oil on the screen is affected and grittyoil is carried over into the air stream through thecarburetor and into the engine cylinders Thiswould actually introduce a grinding compound withresulting very rapid wearFigure 21 Dry Replaceable Element TypeAir CleanerBy actu measurement the amount of dustshown below when admitted in the volume shownevery hour will completely ruin an engine in aneight hour dayFigure 22Proper servicing means Cleaning Thoroughlyand Refilling with New Engine Oil and Maintaining AirTight Connections between the air cleanerand intake manifold so that All Air Entering TheEngine Is FilteredPage 14CONTINENTAL LHEAD ENGINE oils used for perform many useful functions heat sealing piston rings contact wear and reducing power lossthrough frictionThe lubricating oil recommendation is based uponengine design type of service and the prevailing High quality oils are required to assure maximum performance long enginelife and minimum cost of operationLHead gasoline engines operate in a wide rangeof service conditions and seasonal temperatures soour are given for various types Ofservice and ambient API SERVICE has adopted a new Engine Oil Performanceand Engine Service Classification System We recommend using the two oils described below for allLHead engine applications Gasoline LPG NaturalGasThe new API designations are explained as followsSD SERVICE CLASS DService typical of industrial gasoline under engine manufacturers warrantiesOils designed for this service provide more protection from high and low temperature enginedeposits wear rust and corrosion in than oils which are satisfactory for APIService Classification SC is recommendedSE SERVICE CLASS EService typical of industrial gasoline under engine manufacturers warrantiesOils designed for this service provide more protection against oil oxidation high deposits rust and corrosion in than oils which are satisfactory for APIEngine Service SD or SC and maybe used when either of these is NewMS SDOil TypeHigh Detergent Exceedsengine requirementsMS SEHigh Detergent Exceedsengine OIL BODY GRADESThe oil body grades available from the lightestSAE 5Wto the heaviest SAE 4030 I 40MultiGrade Oils such as SAE 5W20 and SAE 10W30 have the starting grade of thelighter oil and after it warms up it has the of the heavier gradeThe following SAE grades are general for Continental LHead engines during atmospheric OFNSAE 5W20YSAE 5W20FSAE 5W20M sAE 5W20BSAE 75OFSAE 20WSAE 20WSAE 20WSAE 30SAE 30SUMMERABOVE 75F iSAE 30SAE 30SAE 3OSAE 40SAE 40The MultiGrade oil used should cover the singlegrade recommendation for the atmospheric temperature involved eg SAE 10W30 covers SAE10WSAE20W SAE 20 and SAE 30Generators Starters 35 dropsof engine oil to the generator and starter oil cupsevery 50 hours and to the distributor every 250 hoursAIR COMPRESSORS ENGINE engine lubricated However if lubricated separately from the engine use the same type and gradeas used in the engine SC mild detergent oil formerly MMCONTINENTAL LHEAD ENGINE MANUALPage 15Clutches Use a high temperature bearinggrease Do not Transmissions For the over the life of the transmission use ahigh quality straight mineral oil The oil shouldbe changed seasonallyUse the following proper grades 90SAE 90SAE 40SAE 90Torque Converters and Hydraulic or units employ a fluid medium to transmit power which must be very stableto resist formation of harmful deposits or changein body in use The correct fluid must be selectedto obtain maximum efficiency of the fluids should be changed seasonallyType A Automatic Transmission fluid is mostwidely used There are many widely of this typeFor some models of Twin Disc Clutch Companystorque converters a Special Fluid having a viscosity of 35 Saybolt seconds 100 F is required other models use SAE 10W engine oil The Speciallow viscosity fluid may be obtained from Twin DiscClutch Company Dealers To satisfy the SAE 10Wrequirement we recommend the use of MS Division torque converters and Torqmatic transmissions require a type C fluidFigure 22AF600 Engine with a Hydraulic CouplingPage 16CONTINENTAL LHEAD ENGINE AND CONVERTER LUBRICATION following grades are generally recommended for hydraulic torque converters and Summer and Winter Motors CorpCoMatic DriveFluid Coupling HC15Clark Equipment CoTorcon converter onlyTorcon Converter and Mfg CoTorque Beck Long Mfg CoAll converters and DivisionTorque Converters andTorqmatic AType ASAE 10WType ASAE 10WType AWINTERType AType AFluid speed converter transmission TDRRFTITType AType AReverse RRCRRICRRSAE 40SAE 20NOTE For all Grease applications on the above units a good high temperature grease should be usedType CType CTwin Disc Clutch CoHydraulic Reverse GearsCoupling or Power TakeoffSAE 10WSAE 10WHydraulic Converter shaft impeller bearings C FCSame as EngineSpecial TwinDisc FluidType AType A below FType A below 10 FType ACONTINENTAL LHEAD ENGINE MANUALPage 17SECTION IIIOPERATING person operating the engine naturally assumes responsibility for its care while it is beingoperated This is a very important the care and attention given the engine goesa long way in determining how long a period it willoperate satisfactorily before having to be shutdown for repairsThe operating and preventive maintenance instructions for the LHead type engines are simpleand should be followed without deviationThe entire aim in setting forth these instructions is to give you the benefit of the knowledgeand experience gained over a long period of collaboration between Engineering Research andField OF NEW ENGINEFOR placin a new engine in operation it mustbe thoroughly inspected for external damage andparticular attention paid to the following items1 Inspect Engine Hold Down Bolts To makecertain that they are firmly set2 Manifold Heat Valve Setting The Fseries of industrial engines have an on the exhaust manifold which can provide added hex on the intake manifold for with excessive idling POSITIONNormal Operation12 011 POSITIONLow Speed Light Load 23 Heat Valve SettingNORMAL OPERATIONSet the sector on OFF position for warmweather operation as there is enough heat onthe intake manifold to properly vaporize the more heat willreduce the powerLOW SPEED LIGHT LOAD OPERATIONSS6t the sector at 1 to 12 ON position orminimum position for good idlingThis setting provides added heat from theexhaust manifold to circulate around a sectionof the intake manifold and assist setting results in some power loss butwill provide good idling and low speed operationwith normal fuel air ratioCOLD WEATHER OPERATIONSet the sector to FULL ON sector nut in correct positionso it will not loosen in operation3 Open Fuel Tank Shut Off ValveBy turning handle us far as it will goFigure 24 Fuel Shutoff Valve4 Close water drain cock in lower also on the side of the block In somecases this may be a pipe plugFigure 25 Water Drain CockPage 18CONTINENTAL LHEAD ENGINE MANUAL5 Fill Crankcase with oil shown in chart onpage 148 Engine Accessories see that all points requiring lubrication are Drolerly suppliedFigure 276 Fill Radiator with Clean Water duringfreezing weather use a sufficient amount of antifreeze to protect the system for the lowest anticipated temperature refer to Section VFigure 287 FILL GASOLINE TANK FULL m All newengines are shipped with a treated tank whichshould be completely diluted with a full tank ofgasoline to eliminate any tendency to dogBe sure that the container used for filling isclean and free from dirt Replace cap securelyFigure 309 Electrical Connections check storage battery terminals and all electrical connections Checkeach spark plug wire for 3110 RADIATOR COOLANT CAPSULE Theradiator coolant capsule which comes with theengine is a water conditioner and anti rust inhibitor to protect the cooling system Remove cellophane wrapper before usingSTARTING THE ENGINENormally check daily preventive before starting See Section IV1 Safety Control Switch If suppliedTurn Manual control knob with arrow pointingtoward on position When oil pressure builds upto normal control knob will automatically releaseand arrow will point to run positionFigure 29Figure 32 m Safety LHEAD ENGINE MANUALPage 192 Disengage Power TakeOff if engine under load throws overload onstarter and batteryFigure 33 Power Takeoff3 Open throttle Control about 13 open4 Turn on Ignition Switch5 Pull Out Choke if manually operatedBut avoid flooding the engine Operate the enginewithout choking as soon after starting as possible6 Push Starter Button InKeep on until engine starts but not longer than 15seconds at a time8 Check Oil PRESSUREN SeriesF Serieswith F400L00223 oilpressure relief springF Serieswith 10EL00230 oilpressure relief springYM SeriesB to pages 5 6 for additional oil 35 Oil Pressure ChartOther pressures available for special Applications9 Check Water 36 w Water Temperature Gauge10 Check ignition starting new engine run it at izllefor 5 minutes then stop engine and recheckoil level in crankcase then bring oil levelto high mark on dipstickFigure 34Instrument Panel7 Warmup Before Applying LoadIdle the engine about 700 RPM for a few minutesto circulate and warm oil then increase the speedto approximately half throttle until the enginewater reaches 10 F This procedure will prolongthe engine in a new or rebuilt engineforpeak performance and economical operationne otowmg adjustments should be made atend of first 50 hrs down cylinder head studs valve tappets to idle mixture and idle speedto 400600 RPMPage 20CONTINENTAL LHEAD ENGINE MANUALSPEED CONTROLThe throttle control is used to close the carburetor butterfly valve to limit engine speed belowgoverned speedEngines are provided with a mechanical orvelocity governor set to maintain the load andspeed specified when the engine is ordered If individual requirements necessitate a change ofgoverned speed reset governor as outlined underGovernor adjustment but do not exceed manufacturers recommended maximum speed since thishas been worked out with the end product requirements in mindWhen extended periods occur between the applications of load it is recommended that the engine be throttled down to minimum idling speed orif the intervals are unusually long that it be shutdownFigure 37 Throttle LeverThis may vary with the Disengage Power TakeOff2 Reduce engine Speed to Idle If hot runengine at idle 400600for several minutes to coolTHE ENGINE3 Turn Off Ignition Switch if engine continues to run due to high combustion either continue idling to furthercool or shut off fuel PULL OUT CHOKE WHEN STOPPING ENGINE BECAUSE RAW GASOLINE WILL WASH LUBRICANT FROMCYLINDER WALLSFigure 37A Hand Throttle LHEAD ENGINE MANUALPage 2110 OPERATING1 Oil Pressure should be up to recommended pressure at operating speed and over7 pounds at idle 400600 RPM2 Ammeter should register Chargingat all times engine is running A voltage regulator if used may limit it to a very lowreading3 Water temperature Normal operation178 to 205 F A pressure cap temperatures Overheating is detected by loss of coolant Frequent Readings ofGauge should become a Habit4 Muffler Restriction should not exceed20 water or 12 Mercury Inspect for restrictions to prevent burnedvalves5 Clean and Service Air Cleaner as recommended to maintain its efficiency Therapidity that dirt collects in the oil cup indicates how often the air cleaner should beserviced6 When engine is OverHeated do notadd water allow engine to cool so as to prevent cracking the cylinder Engine Load Indication a manifoldvacuum of 6 inches of Mercury indicatesthe recommended maximum continuous fullload operation and a vacuum of 1820 inches ofMercury indicates normal idling vacuum Between full load and idling vacuum gauge readings may be used to approximate the percent Any reading below 6 HG is overloaded for continuous duty8 Avoid ColdSludge Condensation byprotecting unit to maintain crank case temperature over 135 F9 Idling engine slow engine down tolow idle 600 RPMfor about 5 minutes aftereach operating period before stopping Toorapid cooling down may cause distortion Donot run at low idle for prolonged periods10 Follow Preventive Maintenance Schedules Recommended This will avoid troubleswhich might cause expensive breakdowns andmaintain your engine for dependable andeconomical operationCOLD WEATHER OPERATIONThe oil used during cold weather should have acold test below the lowest anticipated will be encountered during its use The newmultigrade lubricating oils 5W20 and 10W30 areideal for cold starting with its reduced initial draguntil warmed up when it assumes the of the heavier oilSludge formaion at low temperatures is a closesecond to dirt in causing engine damage and wearThis is formed by the piston combustion gasesmixing with the fine oil mist in the crankcase andcondensing on a cold surface This both a suiphuric and sulphurous acid whichcombines with the oil to become a highly This dew point is about 135 F whencrankcase temperatures are higher the contaminated gases remain in gaseous form and the engineoperates clean as long as breather system is keptclean howevet temperatures below this will result in injurious sludge formation It is vitally important therefore to maintain oil and above 135 F as shown on the following chart REACTION WITHIN ENGINE CRANKCASE TOTEMPERATURES DURING OPERATIONCLEAN ENGINEOPERAT I O NSLUDG I N GETCHING OF PARTSRI NG AND VALVESTICKING ANDBURNING OF5ATION BEARINGSSLUDGE ANDFREEZING OFOILS NOWSCREENS ANDPUMPS RESULTI NGAN DN BURNED BEARINGS AND STRIPI C EPED PUMP GEARSFigure 38Page 22CONTINENTAL LHEAD ENGINE MANUALWhen sludging conditions prevail the oil shouldbe examined daily and changed as it may freezeor clog the inlet strainer and cause bearing failuresHigh Altitude Operation High Altitude operation reduces the power output approximately 312 for every 1000 feet of altitude above sea levelHigh Temperature Operation for every 10 above60 F carburetor air temperature a power lossof 1 OF ENGINE FORSEASONAL starting the processing engine must be cooled down to the surrounding temperature since oil will adhere much better to cold metal surfaces1 Drain Oil from Oil Panand replacedrain plug2 Refill Oil Pan with high gradeSAE 30 or 40 engine oil to 12 its Start up Engineand run at above600 RPM for 2 minutes to complete on all surfaces Do Not RunLonger Than 2 Minutes4 Stop EngineRembve all Spark Plugs5 Pour 3 Ounces of SAE 30 or 40 Engine Oil into each Spark Plug Hole6 With Ignition Cut Off Crank enginewith Starter for at least a dozen revolutions to distribute this oil over the cylinderwalls and valve mechanism7 Drain Oil from Pan and Drain Cooling System and Close DrainCocks9 Drain All Gasolinefrom tank linesand carburetor bowl10 Replace All Spark Plugs11 Seal Air Cleaner Inlet m exhaust outlet Crankcase Breather Tube withweather proof masking tape12 Check Oil Filler CapGas Tank Capand Radiator Cap to make certain they aresecurely in placeNote If MilL21260 No 30 oil is available substitute in Steps 2 and 5 aboveSHORT below should be adhered toevery 90 days on outside storage and every6 months on inside storageIf the shut down period is to be over 30 daysduration the following instructions should beadhered to 1 Stop engine remove spark pIugs2 Pour 3 ounces clean engine oil in eachspark plug hole3 With ignition cut off crank engine withstarter at least a dozen revolutions to this oil over the cylinder walls andvalve mechanism4 Replace all spark plugs5 Remove drain plug from carburetor bowland drain gasoline6 Replace drain plugsCAUTION Gasoline evaporates if left incarburetor for long periods This evaporationof gasoline will leave a gum and varnish coating over jets and moving parts when engineis started up again you may have floodingor poor operation from LHEAD ENGINE MANUALPage 23SECTION IVPREVENTIVE MAINTENANCEIn order to obtain maximum efficiency from yourgasoline engine a definite maintenance programshould be setup and followed Haphazard maintenance will only lead to faulty engine performanceand shorten engine lifeAll moving parts in the engine are subject towear however wear can be retarded by and a planned maintenance programIn general gasoline engine operation demandscareful attention to the cleanliness of air fuel andoil and maintaining operating temperatures of180200 FThe following pages covering DAILY 50250and 500 hour maintenance have been worked outwith our field service division as Minimum Requirements to keep your engine in MAINTENANCE VISUAL INSPECTION OF ENGINELook for evidence of fluid leaks on floor cylinder head and block indicating loose fuel oil orwater connections tighten if foundFigure 39Check for Possible Leakage2CHECK OIL LEVEL OF ENGINEThe dipstick indicates the high and low oil levelin the crankcasemake allowance for back into oil pan if engine has not beenstopped 15 minutes The most efficient oil level isbetween the two dipstick levelsFigure 40 Check Oil Level of EngineDo not add oil until oil level approaches thelow mark then add only enough to bringit to high level NEVER aboveDo not operate the engine with oil below lowlevel markPge 24CONTINENTAL LHEAD ENGINE MANUAL3CHECK RADIATORFill radiator with clean water or antifreeze tonormal level maintained due to expansion whenheated Visually inspect fan and belt for conditionand 414FILL FUEL TANKShould be done at end of days operation toprevent condensation forming in tank Clean fillercap and area around spout before filling to of dust into fuel systemFigure 425CHECK AIR CLEANER011 Bath Air CleanerInspect daily or more often in extremely Change oil and clean cup when oil becomes thick or 1 inch of dirt collects in bottom ofcup Always refill cuto exact oil level as indicatedon the cup Use SAE 20 oil in summer and SAE 10oil or lighter in winter Inspect all hoses clampsand connections between air cleaner and engineTighten loose clamps and replace damaged Type Air CleanerUnder normal conditions drytype filters shouldbe serviced every 50 hours of operation ExtremeFigure 43Oil BathFigure 43A u DryTypeAir CleanerAir will require daily cleaning Cartridgecan be cleaned best by blowing compressed air frominside out Do not apply air closer than 2 inchesand dont use more than 50 pounds pressure Donot damage gasket surface or bend outer screenCleaning can only be done a few times as the element will finally clog and restrict air fow Thecartridge must then be repltced6CHECK OIL PRESSURENote oil pressure gauge which should indicatethe following pressure range at full throttle and aminimum of 7 pounds pressure at idling speed400600 RPMMODELOIL PRESSUREN SeriesF Serieswith F400L00223 oilpressure relief springF Serieswih 10EL00230 oilpressure relief springYM SeriesB to pages 5 6 for additional oil 44Operating Oil Engines on some special this may LHEAD ENGINE MANUALPage 257NOTE ANY UNUSUAL NOISEOperators familiar with daily engine operationsoon become alert to any noise not normally present This is very valuable in correcting defects inthe early stages and preventing expensive repairsor delaysIREPEAT DALLY OPERATIONS OUTLINEDFollow previous CRANKCASE OILEngine life is dependent upon clean oil to all moving parts therefore the frequency of oil changes and oil filter replacement isvery important and should be made at periodsThe scheduie for changing oil is directly dependent upon the operational environment an extremely clean operation could go 150 hours whilea dirty operxion foundry or cement factorycould be 50 hours or lessReplace the oil filter element every 150 hoursunless extremely unfavorable operating that filter replacements should be madeat every oil change clean the filter cover and before replacing new element and gasketCHECK FAN BELT TENSIONInspect wear condition of fan beltnote alignment andcheck belt tensionwhich should allownot over deflection on long span onnarrow belts Onwide belts the deflection should bebetween rl Figure 47Fan Belt Tension5CHECK BATTERYCheck specific gravity of each cell whichshould be at least 1250 Add distilled water if required to raise level 8 above the attention should be given batteryduring cold weather The cranking power of a fullycharged battery 80 F is reduced 60 0 F yet the power required to crank the engine is22 times greater 0 F than 80 F3SERVICE AIR CLEANERIf oilbath air cleaner is used remove bottomhalf of air cleaner clean thoroughly and fill withengine oil to oil level mark on cup avoid overfilling Replace cup and check all connections to manifold Be sure that no unfiltered air can enter theengine intake anifoldIf a dry type air cleaner is used clean elementwith compressed airSee Daily 48 Checking GENERATOR AND STARTERApply 35 drops of engine oil to each cup on thegenerator and if required on the starter Manystarters have sealed bearingsFigure 46 Air CleanerFigure 49 Generator S0 Starter Lubrication PointPage 26CONTINENTAL LHEAD ENGINE POWER TAKE OFFUsing grease gun lubricate the clutch throwout bearing and output shaft bearing with approved ball bearing requiring frequent be lubricated daily4CLEAN SPARK PLUGSClean depressions around plugs before removing them then clean and reset point gap to025 on standard plugs and 035 on resistor plugsInstall spark plugs 18mmand tighten 35 ft Ibs torqueFigure 5TORQUE DOWN CYLINDER HEAD IN MANUALADJUST IDLE MIXTURE AND IDLE SPEED TO400600 R P M REPEAT AGAIN AT THEEND OF 500 DALLY AND SOHOUR previous EXTERIOR OF ENGINEUse steam if available otherwise any goodengine cleaner to wash down theFigure 523CHECK GOVERNOR CONTROLClean and lubricate all governor linkage to insure free operation of governor Freeup any jointsthat may be binding or rods or levers that may betwisted Check for full throttle openingFigure 545CHECK distributor cap inside and outside withsolvent without removing wires and blow off withcompressed air inspect cap and rotor for cracksExamine contact surfaces of points replaceif burned or pitted and adjust to 020 gapLubricate distributor cam sparinglyCheck distributor clamp bolts and if foundloose retiming the engine is 556INSPECT IGNITION WIRES AND ignition wires for breaks in insulation chafing and loose connections Replace 537Figure 56IF DRY REPLACEABLE ELEMENTAIR CLEANER IS USED LHEAD ENGINE MANUALPage 27EVERY 500 HOURSIREPEAT DAILY SYSTEMClean radiator core by blowing out with compressed airInspect radiator water pump and connections for leaksCheck fan and accessory drive belts4 exterior and check mounting to manifoldAdjust carburetor air adjustment for evenrunning and adjust idle speed to 400600 throttle and choke liflkage for 59 m CarburetorFUEL PUMPClean Filter bowl and screenInspect mounting and gasketCheck all connections for leaksFigure 573ADJUST VALVE TAPPET CLEARANCECheck and adjust intake and exhaust valvetappets to following clearances at idling speed andrunning 60reFuel Pump Mounting6 MAGNETO when equippedSpark test with engine operating by checkingfiring with each high tension cable held about116 away from spark plug terminalFigure 58Adjusting Valve Tappet F245012020M330 check your enginerect for the corNOTE Tappet settlng for previous models are listed on pagesFigure 61Remove end cap and examine carbon brushesfor freemovement and inspect breaker points forwear and gap Gap should be 0157SAFETY AND THERMAL CONTROLSInspec control wires and armored capillary tubing on element for visual damage that maycause faulty IOLE MIXTURES AND IDLE SPEEDTO 400600 R P MPage 28CONTINENTAL LHEAD ENGINE MANUALSECTION VCOOLING SYSTEMThe function of the cooling system is to preventthe temperatures in the combustion chamberwhich may reach as high as 4000 F from damaging the engine and at the same time keep the opcrating temperatures within safe the cooling system efficiency is important as engine temperatures must be broughtup to and maintained within satisfactory range forefficient operation however must be kept in order to prevent damage to valvespistons and LHEADCOOLING SYSTEMWith the exception of some N and a few Yengine specifications all Continental LHead engines have the cooling water by awater pump and use a thermostat and bypass system to control the temperature rangeSome of the N and a few of the Y specifications circulate the cooling water using the ThermoSyphon system which requires no water pumpor thermostat but circulates the water from theresulting liquid expansion when heated and contraction during coolingThe coolant from the water pump is first directedin the block against the exhaust valve seats andinto passages connecting the cylinder head Thismethod provides the coldest water reaching theparts subjected to the highest cylinder walls in turn are cooled their fulllength by convection currents only which keePDITOR FILLER 62 ThermostatFlow Closed Water ReCirculating throughEngine ONLYThermostat Open through BOTHEngine and RadiatorFigure 63 Water Pumpthe cylinder barrels at a more uniform temperatureand thereby reduces crankcase oil dilution andsludge formationUpon leaving the cylinder head the water entersthe thermostat housing in which is mounted thebypass type thermostat which controls the opening to the radiator or heat exchanger Upon from the thermostat housing the waterenters the radiator or heat exchanger dependingupon the application where it is cooled before reentry into the LHead gasoline engines operatemost efficiently with water temperatures of 180200 F and a thermostat and bypass system isgenerally used to control these thermostat valve remains closed and onlyallows the water to recirculate within the engineitself until normal operating temperatures arereached This provides for both rapid and increase of all engine parts during thewarmup period When desired temperature isreached the thermostat valve opens and allows thewater to circulate through both the engine thermostats begin to open at 180 F and are fully open at 202F Operation of engines in this temperature range is not harmful However temperature gauges are not always exactly accurate and may sometimes indicate higher than actual temperature This can lead operatorsto believe engines are overheating when they are actually is always accompanied by loss of coolant water In case ofdoubt this should be LHEAD ENGINE MANUALPage 29at higher altitudes and the reduced pressurecauses water and other liquids to boil at a The following chart shows theeffect on boiling point of water and enI0 000Water has always been the most commonly usedcoolant for internal combustion engines becauseit has excellen heat transfer ability and is everywhere Like all liquids it expandswhen heated the rate of expansion being pint0ooper gallon when the emperature is raised from40 to 180 F0220 210 200 190 180170 160 150For example If a 4 gallon cooling system isBOILG POfilled completelF full of water at 40 F 1 pint willFigure 65 Effect of Altitude on Boilingbe lost through the radiator overflow pipe by thePoint of Coolanttime the water temperature reaches 180 FWATER FILTERSIn some areas the chemical content of he wateris such that even the best of rust inhibitors willnot protect the cooling system from the formationof rust and scaleThere are instances where this corrosive element has eaten holes through cast iron parts suchas water pump impellers and bodies This condition is caused by electrolysis taking place in theparts involvedWhere these c onditions exist water filters suchas those made by the Perry Co and the Fram Corpshould be incorporated in the assembly to removethese troublesome elements and offset the electrolyric freezes at 32 F forms solid ice and expands about 9 in volume which causes tremendous pressure and serious damage when allowed to freeze inside the cooling systemWhen operating temperatures are below 32 Fan antifreeze liquid must be added which willlower the freezing point a safe margin below theanticipated temperature of outside airEFFECT OF ALTITUDE ON COOLINGWater boils at 212 F under atmospheric pressre at sea level This pressure becomes lessPage 30CONTINENTAL LHEAD ENGINE TEMPERATURE RANGETYPES OF ALCOHOL evaporates dailyMETHYL ALCOHOL COMPOUNDS ETHYLENE type When there are no leaks addwater only to make up for evaporation 32 to 10F 10to10FNot Recommended w180Not Recommended w1801 to42to510 to30 While the above list includes threetypes of generally used AntiFreeze the Ethylene Glycol or Permanent Type will be foundto be the most desirable and likewise themost economical because of the to maintain for efficient operationthat of the fan circulated air will serve to keepthe cooling surfaces of the core free of dirt andother particlesEvery 500 hours of operation the radiator andcooling system should be well cleaned and flushedwith clean water See Radiator DrainCORROSION forms rust due to its natural tendencyto combine chemically with iron and air in thesystem Rust inhibitors for water are inexpensive simple to use and make cleaning and flushing necessary only after long periods of operationThe most commonly used is either a 3 addition of soluble oil or commercial corrosion inhibitor that is readily available at low cost The addition of corrosion inhibitor is not necessary if anantifreeze containing a rust inhibitor is radiator or heat exchanger consists of aseries of copper tubes through which the coolingwater is circulated In standard radiator designfins are connected to the copper tubes to give anextended surface through which heat can be dissipated It is important that these tubes be keptclean on the inside and the fins free of dirt on theoutside so that maximum heat transfer can takeplace in the out between the fins of the radiatorusing compressed air in a direction opposite toFigure 66 Radiator DrainWherever possible only soft clean water shouldbe used in the cooling system Hard water willcause scale to form in the radiator and the enginewater jackets and cause poor heat transfer Wherethe use of hard water cannot be avoided an approved water softener can be usedCLEANING COOLING SYSTEMDeposits of sludge scale and rust on the prevent normal heat transfer from themetal surfaces to the water and in time render theCONTINENTAL LHEAD ENGINE MANUALPage 31cooling system ineffective to properly maintainnormal operating temperatures The appearanceof rust in the radiator or coolant is a warning thatthe corrosion inhibitor has lost its should be cleaned before adding fresh cleaning compounds should be usedFollow the procedure recommended by the supplier This is of prime importance because different cleaners vary in concentration and After cleaning and flushing thesystem should be filled with an approved antifreeze compound containing a rust and or water with a corrosion FLOW a cooling system is badly rustcloggedas indicated by overflow loss or abnormally highoperating temperatures corrective cleaning by reverse flow flushing will most effectively removethe heavy deposits of sludge rust and scale Thereverse flow flushing should be performed immediately after draining the cleaning solution and itis advisable to flush the radiator first allowing theengine to cool as much as flush the radiator as follows1 Disconnect the hoses at the engine2 Put radiator cap on tight3 Clamp the flushing gun in the lower hosewith a hose 67Reverse Flushing Radiator4 Turn on the water and let it fill the radiator5 Apply air pressure gradually to avoid radiator damage6 Shut off the air again fill the radiator withwater and apply air pressurerepeat until theflushing stream runs out clear7 Clean and inspect radiator capTo Reverse flush the engine water Jacket1Remove the the flushing gun in the upper hose3 Partly close the water pump opening to fillthe engine jacket with water before applyingthe air4 Follow the same procedure outlined abovefor the radiator by alternately filling the waterjacket with water and blowing it out with air80 pressureuntil the flushing stream is clearWATER FLUSHING GUNFigure 68 Reverse Flushing EngineTESTING Water Pump Header as shown in illustration Before testing clean and examine the bellows for rupture or distortion If the valve canbe pulled or pushed off its seat with only a slighteffort when cold or it does not seat properly theunit is defective and should be replacedThe thermostatic operation can be checked inthe following method 1 Hang thermostat by its frame in a containerof water so that it does not touch the bottom2 Heat the water and check temperature witha 32CONTINENTAL LHEAD ENGINE MANUAL3 If the valve does not start to open at temperatures of 180200 F or if it opens well beforethe 180 point is reached the thermostat shouldbe 69Checking 70 m Replacing PRESSURE CAPMany operations use a pressure cap on the radiator to prevent overflow loss of water duringnormal operation This spring loaded valve in thecap closes the outlet to the overflow pipe of theradiator and thus seals the system so that pressure developing within the system raises the boiling point of the coolant and allows higher temperatures without overflow loss from boiling Mostpressure valves open at 412 or 7 pounds allowingsteam and water to pass out the overflow pipehowever the boiling point of the coolant at thispressure is 224F or 230F at sea level When apressure cap is used an air tight cooling system isnecessary with particular attention to tight connections and a radiator designed to witlstand theextra pressureWhen replacing the thermostat in the wateroutlet elbow be sure seal is in place and seal seatas well as the counterbore is cleanAssemble new gasket to pump body or flange must seat in counterbore withgasket sealing contact between it and the CAP SEAL SEATFigure 71 CONTINENTAL LHEAD ENGINE MANUALPage 33Figure 72 m Fan Belt Adjusting FlangeFAN BELT TENSIONWhen tightening fan belts loosen the bolts and pull out on the generator byhand until the belt is just snug Under no circumstances should a pry bar be used on the generatorto obtain fan belt tension or damage to the bearings will result Some engines have an adjustablefan pulley flarlge for belt adjustmentWhen adjusted correctly the fan belt shouldhave betweer 4 to 1 deflection on the longside On narrow belts this should not exceedFigure 73Adjusting Fan Belt BLOCK WATER DRAINSWhen the cooling system is to be there are one or two drain plugs on theright hand side of the cylinder block dependingupon engine models which drain all cooling waterwhich might be trapped in the base of the blockFigure 74Water DrainCAUTION OVERHEATED ENGINENever pour cold water or cold antifreezeinto the radiator of an overheated engineAllow the engine to cool and avoid the danger of cracking the cylinder head or blockKeep engine running while adding waterWATER PUMPThe water pump is located in the front of thecylinder block and is driven by the fan belt fromthe crankshaft pulley The inlet of the water pumpis connected to the lower radiator connection andthe outlet flow from the pump is through cast in the blockNo lubrication of the pump is required except onthe M and B series as the bearings are of thepermanently sealed type and are packed with special lubricant for the life of the bearingThe water pump requires no attention otherthan bearing replacement when they show excessive looseness or if a water leak develops whichshows a damaged or badly worn seal that SYSTEM PROTECTOR PELLETAll Continental engines are shipped with a coolingsystem protector pellet in the water outlet headerThe pellet should be allowed to dissolve in the pellet will dissolve in the cooling water withproven results as a rust inhibitor and water conditioner It can be used with all types of HOUSE operating inside buildings must be adequarely ventilated to supply sufficient air to cool theengine provide air to mix with the fuel and inaddition to carry the heated air from the buildingPage 34CONTINENTAL LHEAD ENGINE MANUALDRIVE SHA FTOUT IN WATER PUMPThe water pump assembly can be removed fromthe engine as a unit for service or repair in thefollowing manner1 Remove fan by taking out four cap screws2 Loosen generator so that fan belt can beslacked off enough to slide over pulley3 Remove nuts and lockwashers holding thepump body to the front of the block and removethe pump assemblyFigure 75Removing Wafer OF WATER PUMPWhen replacement of any internal parts disassembly must be in the in order to prevent damage to the pump1 Before removing pump use puller to removefan hub 17from shaft2 Remove cap screws attaching pump to engine 2021Figure 76fssembling Water Pump3 Remove countersunk screws 1holdingcover 2removing cover and gasket4 Use puller to remove impeller 4taking precautions to prevent damage to the casting5 Remove seal 5and water shedder 66 Remove lock ring 13holding bearing andshaft assembly in body after which shaft 8canbe forced out through the front with an arborpress or lead hammer DO NOT ATTEMPT TODRIVE WATER PUMP SHAFT 8OUTTHROUGH REAR OF HOUSING To do so willdamage the housing beyond AND INSTALLATION1 Reassemble pump replacing worn or failedparts and reverse above contact surface must be smooth and flatThe bushing should be replaced if scored or utbut may be refaced and polished for further useif not excessively worn or groovedA light film of lubricant applied to the face ofthe seal will facilitate seating and sealing2 Use thick soapsuds on both the seal and shaftwhen assembling in order to prevent damage tothe seal3 Mount pump assembly on block using a newhousing gasket4 Install fan belt and adjust bet tension tohave to 1 deflection on long side On narrowbelts this should not exceed Pull out thegenerator or alternator by hand as bearing damage will result with a pry bar in some cases thismay be adjusted by the adjustable fan LHEAD ENGINE MANUALPage 35SECTION VIFUEL SYSTEMThe basic purpose of the fuel system is to storeconvey mix fuel with air then vaporize and introduce the mixture into the engineFuel is stored in the gasoline tank it is filteredand flows through the fuel supply line to the carburetor either by gravity or under pressure of afuel phmp The carburetor mixes the fuel withproper proportions of air and at the same timebreaks it into very fine spray particles This atomized spray changes to vapor by absorbing heat asit travels through the intake manifold to the combustion chamber Fuel must be vaporized since itwill not burn well as a liquidGRAVITY FUEL SYSTEMThis is the most simple fuel system and is generally used on power units as it eliminates the needof a fuel pumpit only requires the fuel tanklocated higher than the carburetorI METAL EDGETYPE FILTERFigure 77Edge Type FilterAll power units with fuel tank have a combination shutoff valve and an efficient metal edge typefilter This filter prevents all foreign particles andwater from entering the carburetorWith reasonable care in filling the tank withclean fuel this filter will require only of both the filter and tankCAUTIONIT IS RECOMMENDED THAT THIS VALVEBE KEPT IN THE CLOSED POSITION EXCEPT WHEN UNIT IS IN FUEL PUMPThe Mechanic al Fuel Pump is generally usedwhen the fuel supply is below the level of the carburetor They are of several models dependentupon the diaphragm diameter and assembly arrangement with fuel strainer bowl air dome andmanual primerFigure 78 Fuel PumpThis mechanical fuel pump mounts on the cylinder block pad and is driven by an eccentric on theengine camshaft contacting the fuel pump fuel pressure is maintained by an airdome and a pulsating diaphragm operated and controlled by linkage which adjusts itself to Pump Tests The fuel pressure may bemeasured by installing the pressure gauge betweenthe fuel pump and carburetorThe AC fuel pump size and static pressures 1800 RPM for the LHead engines 223 4V2MAXLIFTWhen pressures are below the range pumpshould be disassembled and reconditioned with thespecial overhaul kits Fuel pump trouble is of only twokinds either the pump is supplying too little gasor in rare cases too muchIf the pump is supplying too little gas the engineeither will not run or it will cough and falter Iftoo much gas it will not idle smoothly or youwill see gasoline dripping from the carburetorIf the engine is getting too little gas the trouble may be in the pump fuel line or the gas tankFirst be sure there is gas in the tank then disconnect the pump to carburetor line at the pump orcarburetor and turn the engine over a few timeswith the ignition off If gas spurts from the pumpor open end of the linethe pump gasoline andtank are OKPage 36CONTINENTAL LHEAD ENGINE MANUALFigure 79 Checking Fel PressureIf there is little or no Flowcheck the following1 Look for leaky bowl gasket or line connections tighten them2 Remove and clean with solvent the gasstrainer or screen inside the pump bowl3 Look for clogged fuel lineBlow out withcompressed air4 Make sure that all pump cover screws andexternal plugs are tight5 Inspect flexible fuel line for chafing kinks or cracks If none of theseitems restore proper flowremove the pumpfor replacement or overhaulIf getting too much gas an oversupply of gasoline is generally caused by trouble other than thefuel pump so first check the following 1 Defective Automatic Choke2 Excessive use of hand choke3 Loosely connected fuel line or loose carburetor assembly screws4 Punctured carburetor float5 Defective carburetor needle valve6 Improper carburetor adjustmentIf none of these items corrects flooding removethe fuel pump for replacement or FUEL PUMPMany LHead engines use electric fuel pumpsoperated from the storage battery supply Thepump should be mounted close to the fuel tankso as to provide fuel pressure at all points alongthe fuel line and so eliminate vapor lockThe electric fuel pump is energized in the ignition circuitwhich assures quick filling of thecarburetor and fuel lines to effect easy startingWhen fuel pump trouble is suspected disconnectthe fuel line at the carbmetor and turn on theignition switch Pump fuel into a small containerthen place your finger on the outlet side of the fuelline If th pump stops or ticks very pump and fuel line connections are your finger from the outlet side of the fuelline and if ample fuel flowsthe pump is satisfactoryIf fuel does not flow and all connections are tightthe pump should be replaced or repaired Alwaysbe sme of a good ground and check for faulty flexible fuel lines and poor electrical LHead gasoline engines normallyuse various models of Zenith and of both the updraft and carburetor mixes fuel with air and metersthe mixture into the engine as the power is demanded Most carburetors incorporate the following systems to provide the flexibility and of varying loads and conditions1 Float System Controls the level and supply of fuel2 Idle or Low Speed Furnishes the propermixture for the engine idle light load and slowspeeds until the main metering Main Metering System Controls the fuelmixture from part throttle operation to wideopen throttle4 Power or Economizer System Provides aricher mixture for maximum power and highspeed operation This system ceases to functionwhen the manifold vacuum is above 6 SystemProvides a mixture which decreases in richness as the air Choke System Delivers additional fuel tothe manifold for cold engine startingZENITH CARBURETORThe Zenith 62 Series carburetor shown belowhas the following three adjustments1 Main Adjustment theamount of fuel which may be obtained for highspeed 80 Zenith 62 Series LHEAD ENGINE MANUALPage 37To set this adjustment open the throttle toabout 1 open Turn the adjustment off the fuel until the engine speed decreases or begins to miss due to lean mixtureNow open the adjustment until the enginereaches its maximum speed and runs missing2 Idle Mixture Adjustment amount of air admitted to the idling systemwhich functions only at low speedsTurning the screw clockwise cuts off the airmaking the mixture richerwhile unscrewingit admits more air making the mixture leanerThe idling adjustment needle should be set forthe smoothest running of the engine or if avacuum gauge can be attached to the manifoldset the adjstment for highest manifold vacuum3Idle Speed Adjustment Screw controlsthe idling speed which should be 400600RPM for most industrial 81Sectional View of a 1VenturiNo 2Main Jet High SpeedNo 3Secondary VenturiNo 4Main Discharge JetNo 5Well VentNo 6Idling JetNo 7Idle Adjusting NeedleNo 8Main Jet Jet ChannelB Idle TSXThe Model SX carburetor without power adjustment has the following two Adjustments1 Set throttle stop screw A so that throttle disc is open slightly2 Make certain that gasoline supply to carburetor is open3Set throttle control lever to 1 DRAINFigure 82 MarveISchebler TSX Carburetor4 Close choke valve by means of choke control button5 Start engine and partially release choke6 After engine is up to operating temperature throughout see that choke is returned towide open positionLow Speed or Idle Adjustment1 Set throttle or governor control lever inslow idle AIR IS BETTER TO HAVE THIS ADJUSTMENT SLIGHTLY TOO RICHTHAN TOO LEANCARBURETOR CHOKESManually Operated Choke is operated by aflexible cable control from the instrument panel orrear house panel While this is the most simpleshown in figure 83 This JIt is very important not to paint over the powdered bronze overflow drain plug is sealed gas can back uplJhas to remain porous to drain off excess gasoline from over choking If this pluginto the air cleaner hose and create a fire hazardIPage 38CONTINENTAL LHEAD ENGINE MANUALtype it is most important that the operator havethe choke valve in wide open position when temperature is reachedZENITH ELECTRIC CHOKE CONTROLIs made as part of the carburetor assembly Itis directly connected to the choke shaft and automatically controls the opening during the entireengine PISTON CHOKE PLATE I oLVACUUM USEDFigure 84Zenith Electric hokeManifold vacuum is used to open the choke shaftpartially after the initial firing of the engine andheat is used on the thermostat spring to control theamount of opening during the warming up periodThis heat is provided by an electric element in thethermostat chamber Fast idling during the warmup period is also provided by a throttle which is actuated from the choke shaftThe heating element which is energized whenthe ignition is on gradually warms the thermostat decreasing its resistance to the pull of thevacuum piston which gradually causes the choketo open and moves the throttle advance to thewarm idle positionAll units are initially set with the thermostat 15notches rich for 70 F ambient temperature Temperature corrections can be made by allowing onenotch on the cover for each 5 degrees variation making certain that the choke valve is fully openwhen operating temperatures are reached51SSON AUTOMATIC CHOKEUses an electromagnet and a thermostat close the carburetor choke valve forcold starring and regulates its degree of openingas the engine warmsThe unit is mounted on the exhaust manifold anda small rod connects it to the carburetor Chokelever The electromagnet is energized by thestarter circuit which pulls an armature lever downclosing the choke valveAs soon as the engine starts the is broken and Hen the thermostat adjusting of the choke valve during thewarmingup periodThe carburetor choke lever should be adjustedso that when the carburetor choke valve is closedtight there will be 015 to 020 clearance betweenthe automatic choke lever and the field pole thatserves as a stop This measurement is taken at Aand must be made with thermostatic control Bpushed down as far as it will goC B TO STARTER SWITCHFigure 8Sisson Automatic ChokeCAUTION Do not oil the Sisson automaticchoke under any Service In general any change incarburetor action will usually come if the carburetor operated last used it can reasonably be assumed thatsome other part of the engine is at fault whichshould be corrected before disturbing is the main enemy of good carburetion asit fills up the minute air and gasoline passages andaccelerates the wear of delicate partsNever use a wire to clean out restrictions in jetsas this will destroy the accurate calibrations ofthese parts always use compressed air The jetsare made of brass to prevent rust and corrosionand a wire would cut or ream the hole in the jet andruin itMaintaining correct fuel level in the carburetorbowl is importantas the fuel flow through thejets is naturally affected by the amount of fuel inthe bowlAfter a carburetor has been in service for sometime the holes in the jets and the float valve andseat become worn from the constant flow of fuelthrough them and should be overhauled by a competent carburetor service stationDo not experiment with other size jets or anysocalled fuelsaving gadgets as your arrangementhas been thoroughly tested on a governor is a device which controls enginespeed either keeping it operating at a constantspeed or preventing it from exceeding a predetermined speed It promotes engine operation economy and eliminates needless engine LHead engines use many types ofvelocity and centrifugal governors however themajority use centrifugal LHEAD ENGINE MANUALPage 39VELOCITY Governors are generally used to prevent engine speed from exceeding a The governor is mounted between thecarburetor and manifold flanges in its most simpleform it consists of a main body which contains athrottle shaft a throttle valve and a main governorspring The main governor spring is attached bylinkage to the governor shaft and the spring forceholds the throttle valve openWhen the engine is started air flows throughthe carburetor throat and the governor throatThe velocity of the air creates a pressure above thethrottle valve When this pressure exceeds theforce exerted by the spring the throttle will movetoward a closed position The adjusting screwvaries the spring tensionFigure 87 Governor LinkageFigure 86 Hoof Velocity GovernorWhen thi closing action of the valve the spring governing action takes placeand mximum speed is fixed at this pointWhen load is appliedthe engine speed tendsto drop the velocity of the gas through the manifold and the pressure against the governing valveis reduced and the spring opens the valve to feedmore gasoline to the engine to handle the increasedload demand Thus an almost constant speed ismaintained whether the engine is runnig with orwithout loadCHECKING AND LINKAGEThe following is a step by step procedure to follow in checking and adjusting the 1 With the engine stopped and spring tensionabout normal the governor should hold thethrottle in the open position The governorto carburetor control rod should be adjustedin length so the throttle stop lever is 4 to off the stop pin2Make certain that all linkage is free withspring at operating tension disconnect thegoverrtor spring and check movement oflevers and rods3The hinged lever governor eliminates theneed for a spring loaded throttle lever onthe carburetor As the carburetor lever isforced to idle position by the speed controllever this in turn pivots the top half ofthe governor arm forward slowing the engine to idle See Figure 87CONTINENTAL GOVERNORSThe Continental Governor is used on mostindustrial units requiring normal industrial These governors differ from conventional centrifugal governors mainly in that roundsteel balls are used as the motivating force producer instead of masses of weightWhen the governor is driven at increasing speedsby the engine through the governor gear the hardened steel balls move outward forcing the conicalupper race fork base fork and lever assemblytoward a closed throttle positionAn externally mounted spring imposes tensionon the lever assembly toward the open As the engine speed increases the centrifugal force created by the balls will increase untila balanced condition between the governor forceand the spring force exists and the governing leverremains a constant The desired engine speed is obtained by increasing or decreasing the governorspring Fan before making Governor SPEED GOVERNOR1Start the engine While it is warming upback out surge adjusting screw C Figure88so it will have no effect2With engine warmed up adjust idle 150 RPM higher than therequired speed under load by turning screwB in or out thus either increasing or decreasing pull on the springLock screw A should be backed out so asnot to interfere with the adjustment3 Apply the desired load and readjust screwB in order to obtain the required speedunder loadRelease load and note RPM at which engine settles outAgain apply load and observe the drop inRPM before governor opens throttle 40CONTINENTAL LHEAD ENGINE MANUALThe range of a governors action is indicatedby the differential between RPM underload and that under no loadThis can be rallied and the sensitivity ofgovernor changed by changing the lengthof screw nTo broaden the range of the governor andproduce a more stable action lengthenscrew E and compensate for this changeby turningscrew B in to restore screw E changes pull onspring to more nearly the arc of the leveraction thus having the effect of increasinghe spring ID SURGE ADJSCREWCSPEED ADJLOCKING SCREWASPEED ADJ SCREW BFigure 88 Governor6 To narrow the range and increase the sensitivity of the governor reverse in 5 Changing the length of screwE has the same effect as usinga strongeror weaker spring7 With the governor adjusted for desired performance release the load and allow engineto run at governed speed no load If asurge is noted turn surge adjusting screwC in or clockwise until surge is eliminated Do not turn in urther than necessary as it may make it difficult to get a lowenough slow idleAlternate method if a tachometer is usedhave engine running at high idle load Turn surge adjusting screwin until RPM increases 1020 RPM andlock If linkage and carburetor are allproperly adjusted surge will be gone8When governor adjustment is locking screw A which locks thecam in position Then make sure that alllock nuts are tight in order to maintain SPEED GOVERNOR1 Back Out Surge Screw 1 until only 34threads hold then lock with lock nut 22Start Engine and Idle until warmed tooperating Specified High Idle NoLoad Speedby moving throttle to required position andadjusting high speed screw 3VariableSpeed Governor4 Check Regulation by applying and removing engine load1If regulation is too broad increasespring tension with sensitivity screw4 and readjust high speed screw3 throttle stop to obtain high idlespeed2If regulation is too narrow decreasespring tension with sensitivity screw4 and readjust high speed screw3 throttle stop to obtain desiredhigh idle speed3If governor surges under loaddecrease spring tension with 4 and readjust throttle leverposition to desired high idle speed4Repeat above steps as requireduntil desired performance is obtainedWhen adjustment is complete lock alllock nuts to maintain settingsSurge Screw 1is used to removea noload surge onlyIf governor surges at noload turn surgescrew in a turn at a time until the surge isremoved Do not turn in far enough to increase the noload speed more than a fewRPM if at allMaintenance The slotted driver in which theballs move is pinned to the governor shaft thetwo races are free floating on the shaft When theengine is running at a fixed speed all parts goaround with the governor shaft and the thrust istaken on the thrust bearing between conical shapedrace and fork base When a change in speed dueto change in load takes place the relative speedbetween the balls and races is changed Consequently wear is distributed over the entire operating surface of the races and balls Since the surfaces are hardened little or no wear other than apolish should ever take place on these partsThe driver must always be tight to the shaftThe races must be free on the LHEAD ENGINE MANUALPage 41In assembly of the governor a space of 004 to 006 isprovided betweer the driver and he flat race This is toassure freedom for movement of the flat race Whenservicing the governor make sure that both races revolvefreely on the shaftWhen the balls are in that is in the bottom of thedriver slots the space between the top of the conicalshaped race bustring and hairpin clip should be 230240Use 010 spacer washers to obtain required spaceThe governor shaft is pressed into gear and securedwith screw that is partially in the shaft and partially is supplied the governor by splash from thefront end gear train through holes provided in the governor base Like all mechanical governors it must haveample lubrication for its functioning Make sure the governor parts are being well supplied with oilHINGED LEVER GOVERNORThe Continental hinged lever governors are basically thesame as other Continental Governors except the governorarm is in two parts Pivoted on a pivot bolt it is springloaded to hold the arm in a straight position except whenlow idle is desired Figure 88AWhen carburetor lever is forced to 1die position by speedcontrol lever this in turn pivots top half of governor armforwardCOIL SPRING 2Figure 88AOn older models a small coil spring loaded throttlelever and shaf on carburetor was used to get idle positionFigure 88BTHROTTLE SHAFTSPRING ASSEMBIYFigure 88BShould a hinged lever governor be used with a springloaded throttle lever the cotter key Figure 88Cshouldbe removed and cil spring wound up as tight as clockwise by turning serrated nut Figure 88Duntil it lines up with nearest hole in nut and and then reinstall cotter key This governor can besuplliod as constant speed or variable saeedGovernor adjustments are the same as previously explained under Governor KEYFigure 88CSERRATED NUTFigure 880PIERCE Cettrifugal Gvernors are used for many closegenerator applications and also as tailshaft governors ontorque converter for engines driving generators are of theconstant speed type which provide dose regulation ata fixed speed to prevent exeessive frequency variationClose regulation with a single spring and weights is possible only in a short range of engine speeds not exceeding400 RPM The reason for this is that the forces of thegovernor spring and weights do not increase and decreaseat the same rateOperation See Fig 90 Pierce governors operate followsThe governor shaft 10is driven By gears 1shaft is mounted on a heavyduty radial bail bearing 3to minimize friction and wear On the main shaft is aspider 4which supports two governor weights 6weight noses 2rest against a hardened thrust sleeve14with thrust bearing 89Schematic Drawing of a Pierce Centrigugal GovernorIn operation the governor shaft turns with the engineAs the shaft rotates the centrifugal energy developed in214 65 Figure 90Sectional Drawing of a Pierce Centrifugal GovernorPage 49CONTINENTAL LHEAD ENGINE MANUALthe weights 6causes them to swing outward on theirpivots this energy is opposed by the governor spring7The tension of this spring is the means of setting thegovernor to act at a predetermined speedWhen the engine is not running the governor springholds the throttle valve wide openWken the engine is started the weights swing outmoving the thrust sleeve 14along the driveshaft Thismovement is transmitted through the thrust bearing 8to the rocker yoke 9on the throttle lever shaft Thismovement in turn moves the governor control lever 13toward the dosed throttle position The weights continueto move out until the weight force and spring force are inbalance when the throttle will be in position to maintain the governed RPMAdj ustment1 The speed of the Governor is regulated by adjusting screw 152 Snsitivity of the governor can be regulated byauxiliary adjusting screw 12Surging or huntingunder load conditions can usually be eliminated bybroadening the regulation with this adjusting screw3 No Load Surge is eliminated by means of thebumper screw 11at no loadopen throttle positionCAM GEAR GOVERNORSome Lhead engines use the Continental designed builtin cam gear driven governor Sealed dust proof andengine lubricated it is compact and easily adjusted Thecontrol shaft floats on two needle bearings to removefriction for closer more accurate control through thewhole power rangeFigure 91Cam Gear GovernorThis governor is a variahle speed type and has no other than amount of travel the control rodis moved Control rod movement is determined by accelerator pedal or hand control linkages Idle surge adjusting screw should be adjusted in just enough to eliminateany tendency of engine to surgeTAILSHAFT GOVERNORSMany industrial applications with torque converter driveswant to maintain a constant output shaft speed undervarying load conditions This requires the governor to bedriven by the output shaft where it can sense output shaftspeed variations rather than engine speedTaitshaft governors are of the long range type whichprovide regulation over a wide range of speeds and canbe set up to maintain any desired speed in that rangeThe tailshaft governor is mounted on the torque converter and is geardriven This type governor has twooperating leversone of which is the throttle lever toset the desired output shaft speed and the other lever isconnected directly to and operates the carburetor lever by a mechanical linkage This linkage preferably should be a short straight rod with ball joints ateach end or if the linkage is Ioniawalled tubing shouldbe used so that weight and friction of the linkage isreduced to an absolute minimumThe torque converter governor being driven by the output shaft senses only output shaft speed and controls theengine throttle accordingly It is therefore very importantthat the engine be protected with an overspeed devicewhich will sense engine speed and limit that speed to aFigure 92 Tailshaft Governorsafe maximum This protection may be obtained with amechanical electrical or velocity type governor whichevermay be the most siraple include the followingAHigh Idle Speed Limits maximum engine speedfollow manufacturers Idle Speed Limits engine idling speed 400600 Adjustment will eliminate surgingor hunting bv hrondonin 92ATailshaft Governor AdjustmentsThe hookup of governor lever to carburetor levershould be done in the following manner1 Make sure carburetor shaft does not stick nor bind2 With governor lever in its normal position underspring tension xvith engine shut off with in wide open throttle position a rod of exactlength to connect the two levers is inserted3 Make sure lhat there is no bind or sticking in theassembly of rods and levers THIS IS lubricated line must be connected tothe torque converter or supply with an control linkage must be absolutelyfree to obtain correct governor LHEAD ENGINE MANUALPage 43SECTION LHead engines are equipped witheither battery ignition or magneto ignition Bothsystems condst of an induction coil breakerpoints with a condenser connected across thepoints to absorb any arcing and a connects to each spark plug The main difference is tat the system requires a storage battery and the magneto systemuses the engine to supply energy to rotate a permanent magnet armatureThe ignition system has the job of producingand delivering high voltage surges of about 20000volts to the correct spark plug at the correct intervals and with the correct timing to the engine Eachhigh voltage surge produces a spark at the sparkplug gap to which it is delivered so that the mixture of air and fuel in the cylinder is SYSTEMThis circuit consists of the battery ammeter ignitionswitch ignition coil distributor spark plugs and low and high TENSION WIRINGLOW TENSION WIRINGFigere 93Schematic drawing of systemThese parts can be divided into separate of a low tension circuit carrying batteryvoltage and a high tension spark circuit of about20000 voltsThe low tension primary circuit consists of thebattery ammeter ignition switch primary winding of the ignition coil distributor contacts andcondenser and the primary wiringThe secondary high tension circuit includes thecoil secondary winding distributor cap and rotorspark plugs and high tension wiringIGNITION SYSTEM COMPONENTSThe Battery supplies the voltage for producinga current flow through the ignition circuitThe Ammeter indicates the amount and directionof current flowThe Ignition Switch is an Off and On switchand the Breaker Contacts function as an intermittent switch Current flows only when both switchesare closed and returns by the ground through theengine or frame The resistance of the primarywinding of the ignition coil restricts the primarycurrent flowThe Ignition Coil consists of two windings aprimary winding and a secondary winding and isa transformer to increase the voltage high enoughto jump a spark gap at a spark plugThe Condenser momentarily provides a place forthe current to flow until the distributor contactsare safely separated in order to reduce arcingThe Distributor interrupts the primary windingcurrent in the ignition coil and distributes the hightension current to the correct spark plug at thecorrect timeThe Spark Plugs provide a spark gap in the combustion chamber The compressed air and fuelmixture is ignited when the high voltage jumpsacross this gapThe Low Tension Primary Wiring conducts battery current through the ignition coil and contactsThe High Tension Secondary Wiring conductsthe high voltage produced by the ignition coil tothe distributor and from the distributor to thespark plugsOperation A primary current flows from thebattery through the ammeter and ignition switchto the coil primary winding then to ground throughthe distributor contactsWhen the contacts open the current tends tocontinue flowing across the contact gap The condenser which is connected across the absorbs this current and in doing sohastens the collapse of the magnetic field producedby the current in the coil primary windingPage 44CONTINENTAL LHEAD ENGINE MANUALThis collapsing field induces a very high voltagein the secondary winding which is carried by thehigh tension wire to the center terminal of the distributor cap The rotor connects this center terminal to one of the cap terminals which in turn isconnected to the proper spark plugThe spark produced by this high tension currentignites the fuel in that cylinder This process isrepeated for every power stroke of the engine andat high speeds an impulse may be required as oftenas 300 times per secondIgnition Coil The function of the ignition coilis to transform the low voltage supplied by the battery into the high voltage to jump the spark PRIMARY 94Cutaway View of an ignition coilAn ignition coil has two windings wound on asoft iron core the primary winding which consistsof a comparatively few turns of heavy wire andthe secondary winding of many thousand turns ofvery fine wire The primary winding is woundaround the outside of the secondary winding Asoft iron shell encloses the outside of both windingsand serves to complete the magnetic coils do not normally require any serviceexcept keeping all terminals and connections cleanand tight The coil should be kept reasonably clean however it must not be subjected to steam cleaningor similar cleaning methods that may cause moisture to enter the coilIgnition coils can be tested for grounded windings by placing one test point on a clean part of themetal container and touching the other point to theprimary and high voltage terminals If tiny sparksappear at the points of contact the windings aregroundedIf the coil is further suspected of being faultyremove and check its operation on a coil tester andreplace it if inoperative Most coil testers comparethe operation of the coil being tested with oneknown to be in good condition This test should bemade with the coils at room temperature and thenwarming the coils five minutes by connecting theprimary to a battery of the same voltage rating asthe coils Recheck the comparison test to see if theexpansion due to heating has caused some defectto The distributor conducts and interrupts the current through the primary windingof the ignition coil at the correct time and distributes the high tension voltage to the correct sparkplugThere are two separate electrical circuits in adistributor The breaker contacts and condenserare in the primary circuit and carry low voltagecurrent while the cap and rotor are in the secondary circuit and carry the high voltage CONDENSER 95Cutaway View of a distributorThe breaker contacts are mounted on a plate inthe top part of the distributor housing Thegrounded contact is stationary and the is mounted on a breaker arm which is actuated by a cam near the top of the rotor is mounted above the cam and turnswith it to make a connection between the cap centercontact and the various side LHead engines have with a centrifugal governor which variesthe timing by advancing the breaker cam as theengine speed increases This mechanism consists ofweighted levers which revolve with the and act against a set of springs As the speedof rotation increases the weights are moved outand the timing is advanced With this arrangementit is possible to have a retarded spark for idling andobtain a gradual advance in spark timing as theengine speed is LHEAD ENGINE MANUALPage 45The condenser in the distributor prevents excessive arcing at the contacts When the contacts firstopen the current tends to continue flowing acrossthe gap The condensor absorbs tliis current untilit becomes fully charged but by this time the contacts have opened far enough to prevent the current flow If there were no condenser in the circuitthe current wculd continue to flow arid cause an arcthat would soon burn the contacts The capacity ofthe condenser is designed to be large enough to prevent arcing and burning of the contacts and smallenough to reduce the transfer of material from onecontact to the otherThe cam is designed so that the breaker pointsremain closed for a certain number of degrees soas to give the coil a given length of time to buildup or become energized This is called the camangle as shown below CAM Figure 96Diagram illustrating cam angleThe cam is further designed to open the breakerpoints at a giwn speed in relation to cam travel toobtain proper poin and condensor action It istherefore important that the breaker points be adjusted to 020 gap so that proper cam angle MAINTENANCE The distribufor operation is vital to the operation of the engineand the following items should be carefully inspected every 250 hours of normal operation however dirt dusL water and high speed operationmay cause more rapid wear and necessitate morefrequent inspections 1Remove Distributor Cap without removing wires Clean cap and examine forcracks carbon runners corroded terminals or ifthe vertical faces of the insexts are burned install a new capIf the horizontal faces of the inserts areburned replace the cap and rotor as this is dueto the rotor being too short2 Check Centrifugal Advance Mechanism for freeness by turning the breaker cam in thedirection of rotation and then releasing it Theadvance springs should return the cam to itsoriginal position3 Inspect Breaker Points and Gap if pointsare pitted burned or worn to an install a new set of points Badly pittedpoints may be caused by a defective or capacityIf the condenser capacity is too high thecrater depressionwill form in the positive contact and i condenser is too low the crater willform in the negative contact as shown on thefollowing sketchCONTACT BRACKETBREAKER ARMOVER BRACKETUNDER 97 Badly pitted breaker points causedby arcing due to incorrect condensor capacityPage 46CONTINENTAL LHEAD ENGINE MANUALIf the points are servicable they should bedressed down with a finecut stone or point fileThe file must be clean and sharp never useemery cloth to clean contact pointsAfter filing check the point gap and reset to020 the breaker arm must be resting on thehigh point of the cam during this operationWhen replacing points make sure they arealigned and that they make full contact Bend thestationary arm to obtain proper alignment donot bend the breaker arm4 Lubrication is required at the shaft advance mechanism breaker cam and pivot Theshaft may be either oil or grease cup lubricatedand should be given attention every oil changeMake sure the breaker arm moves freely on itshinge and apply a drop of light oil A trace ofball bearing lubricant such as Mobilgrease Special with Molyshould be used sparingly on thebreaker cam unless lubricated by a felt wick witha few drops of EXCESSIVE LUBRICATION ASTHE EXCESS MAY GET ON THE CONTACTPOINTS AND CAUSE BURNINGSPARK PLUGS A spark plug consists of twoelectrodes one grounded to the outer shell of theplug and the other well insulated with a core ofporcelain or other heat resistant material Thespace between these two electrodes is called the gapwhich should be set at 025 on standard plugs and035 on resistor type plugs for Continental LHeadEngines Correct and uniformity of the gaps of allspark plugs in the engine is important for INSULATOR 98 Sectional view of spark plugSpark plug gaps are best checked with a wiregauge unless the points are dressed to obtain a correct reading with a flat gauge The always be made on the side electrode andnever on the center electrode which may cause abroken the electrode tip is more easily donewith proper toolsGAPPING THE SPARK PLUG This the use of the gapping tool which bothmeasures and adjusts the electrode gapFigure 9Om Checking spark gapSpark Plugs must operate within a certain temperature range to give good performance not toohot and not too cold The abidty of a spark plugto conduct heat away from the center electrodeand porcelain is controlled by the design of theshell and insulator so varying the length of theinsulator below the gasket shoulder controls AWAYFROM OOREHEAT AWAYFROM 100 Cold Normal Hot Spark Spark of a used spark plug will show if itis in the correct heat range for the operating conditions If the plug runs too hot the insulator willblister or crack and the electrodes burn awayrapidly If the plug remains too cool soot andcarbon will deposit on the insulator causing foulingand LHEAD ENGINE MANUALPage 47Figure 101 Faulty spark plugs Left cold plug usedin an engine that should have a hot plug Right hotplug used in ar engine that should have a cold plugSpark plug electrodes will wear in the course oftime and present day fuels have a tendency to formrustybrown oxide deposits on the insulator tipTherefore it is necessary to periodically clean theplugs with plug cleaner and to reset the gaps plugs must be correctly installed in orderto obtain good performance from them It is asimple but important matter to follow the when installing plugs1 Clean the spark plug seat in the cylinder head2 Use new seat gasket and screw plug in byhand3 Tighten all 18mm plugs to 35 torque withsocket wrench of correct Timing LightCRANK SHAFT klE THODBLUE IREDFigure 102 Schematic diagram shovingtiming light hookupNormally Continental LHead engines with are timed to have the start to open when 1 cylinder is on compression stroke and the flywheel mark DC up with the pointer in the are two methods of checking ignition timing with or without a timing lightThe preferred method is to use a timing light infollowing sequencePaint a line on the flywheel or in some caseson the front pulleyso the timing mark will bemore legible under the timing light1 Clip blue secondary lead of light to thespark plug leave spark plug wire on plug2 Connect primary positive lead redto positive terminal of battery3 Connect primary negative lead blacknegative battery terminalPage 48CONTINENTAL LHEAD ENGINE MANUALFigure 103 reChecking flywheel timing withtiming light4 Start engine and run at idle speed 400 RPMor lower so the automatic advance of the distributor is completely retarded THIS IS VERY IMPORTANT TO OBTAIN CORRECT TIMING5 Direct timing light on the crankshaft pulleyor on the flywheel through opening in bell housingand note timing marks as light flashes6 Timing is normally at DC unless on your engine specification sheet7 To advance timing turn distributor bodyclockwise To retard timing turn distributor bodycou nterclockwise8 When timing is correct tighten screw securely Then recheck timing againwith light9 This operation is best performed in shadedarea so timing light is IGNITION TIMINGWithout Timing LightEmergency MethodAn alternative method without timing light isas follows 1 Remove 1 Spark Plug put your thumbover the spark plug hole and crank engine byhand until air is exhausting2 Set piston on topdeadcenter by slowly cranking until DC mark on flywheel or crankshaft pulleywill line up with the pointer inbell housing or gear coverNote Some special applications may be timedseveral degrees before top dead center BTDCFigure 104 D Checking No I Cylinder onCompression StrokeFigure I04A Flywheel timing marksFigure 104BDCrank pulley timing mark3 Loosen the distributor clamp bolt and rotatethe distributor body until the contact points justStart to OpenThis may be more accurately checked by meansof a test lamp connected between the lead and the negative terminal of the battery when the points are closed the light will beON and as soon as the points break the light willgo OFFCONTINENTAL LHEAD ENGINE MANUALPage 494 Tighten distributor mounting boltsIn high altittdes there is less tendency for sparkping as well as low altitudes with premium gasolines In suclh cases improved performance maybe obtained by sdvancing the spark not to exceed4 degrees ahetd of specified settingCAUTION WHEN ENGINE SPECIFICATIONS HAVE SPECIAL TIMING OTHERTHAN TOPDEAD CENTER THEYMUST BE FOLLOWED IN ORDER TOOBTAIN SATISFACTORY SERVICE INSPECIAL APPLICATIONS OR is furnished on engines on special applications to providea complete ignition system without requiring a battery The smaller engines are easily handcrankedso that the starters and generators are not furnished in many of these magneto comprises all the parts of the system with the exception of thebattery and in addition means for generating current impulses directly in the primary windingwhich is in effect a spark coilThe advantage of the magneto is this selfcontained character All the elements of the ignitionsystem are in one compact unit from which it onlyrequires a lowtension cable to the ignition switchand hightension cables to the spark plugsFigure 104CMagneto are of the rotating magnet type withjumpspark distributor and are flange mounted toan accessory timing gear driveThe rotation of the magnetic rotor sets up analternating magnetic flux which cuts the primarywinding each time it rises and falls This currents alternating in direction to flowin the primary circuit during the intervals thebreaker points are closedThe current in the primary winding of the a magnetic field which interlocks theturns of the coil secondary winding this field reaching its maximum simultaneously with the primarycurrent Breaker point action at the instant ofmaximum primary current and field opens theprimary circuit so the primary current cant flow causing the immediate and complete collapse ofthe magnetic field existing in the coilSchematic drawing of magneto ignitionCOIL Figure 105Page 50CONTINENTAL LHEAD ENGINE MANUALThe ratio of turns in the coil secondary windingto those of the primary is very high so the inducedvoltage in the secondary winding is also very highThe selfinduced voltage occurring in the primary winding as a result of the quick break of theprimary circuit is absorbed by the condenser whichis shunted across the breaker points This actionpromotes a more rapid collapse of the primary fieldand at the same time reduces contact point burning caused by arcingIMPULSE COUPLINGAll magnetos have an impulse coupling whichassists starting by automatically retarding theignition spark during the starting operation andat the same time producing an intense hot spark which would otherwise be impossible at verylow engine speedsThis device prevents the rotor of the magnetofrom turning during the starting operation untilthe engine piston is about at topdeadcenter atwhich instant the rotor is snapped forward at veryhigh speed producing an intense spark which retarded to prevent the point at which the release occurs can becontrolled in the coupling construction it is possible to provide an automatic retard of the ignitionspark during the starting the impulse coupling consists of ashell and a hub connected together by a strongspring One half of the coupling shellis fitted a drive member on the engine drive shaft whilethe other half hubis keyed to the magneto SPEEDSPAWL rOBREAKER ChMLINKAGEPAWL SPRINGONTRCI S SPARKAVANCE RELATIONTO ROTATIV ESPEEDPAWL STOPL I M If SAMCUNT OFSPARKDVANCWH E SPFFOSFigure 106 Operation of Automatic SparkAdvance RotorAUTOMATIC SPARK ADVANCEIn slow speed operation a pawl on the magnetohalf of the coupling engages a stop pin mountedon the magneto frame which prevents of the rotor The engine half of thecoupling continues to rotate and the relative changein position winds up the connecting springWhen the desired point of ignition spark isreached the pawl is released and the drive springsnaps the magneto rotor forward at high speedthrough its firing positionAs the engine speed increases the acting on the pawls withdraws them to aposition not engaging the coupling stop pin theimpulse coupling then acts as a solid drive LHEAD ENGINE MANUALPage 51TIMING MAGNETO TO ENGINE1 Remov rear spark plug 4 on four cylinder and6 on six cylinder engines2 Set piston on topdeadcenter by slowly crankinguntil DC mark on flywheel or crankshaft pulleywill line up with the pointer in the flywheel housingor gear cover3 With magneto removed from the engine put itfirmly in a vise lined with soft cloths and turn drive lugsof impulse coupling until lead to rear plug 4 or 6firesBosch and Wio magneto indicate 1 lead so rear plugis directly opposite F M magnetos are not markedbut rear plug lead is at 5 oclock position when endtl Check front end governor drive and make certainthat punchmarked tooth of timing gear is meshing between the two punchmarked teeth of the governor drivegear5 Turn back magneto drive lugs of impulse about 1 turn so as to mesh with thedriving slots of the engine drive member6 Position magneto on engine and tighten mountingbolts moderately and connect wires to spark plugs7 Start and idle engine 600 RPM and using atiming light connected to rear plug and battery sourcecheck to see if timing is directly at IGNM indicated by pointerIf not rotate magneto assembly until timing is correctthen tighten magneto mounting boltsIMPORTANT Engine specifications require magnetos with the correct amount of Builtin Lag which permits timing the magneto to the engine correctly as outlinedDo not substitute other magnetosPage 51ACHARGING SVvSTART E PSWITCHFigure 108Wiring Diagram 14 WIRE 7MM IS RED AND10WIRE IS BLACK0 0VOLTAGE REGULATOR 14 WIRECOILARTER 109Wiring Diagram DelcoThe charging circuit consists primarily of a generator regulator battery and wiring When analyzing the charging circuit the components shouldbe checked in the following orderI WiringWiring in the charging circuit should be carefully inspected for frayed insulation or otherdamage and replace any wiring that is defective Also inspect all connections to the generator reulator and battery including allground connectionsand clean and tightenas leadacid storage battery used on automotive and industrial applications is an device for converting chemicalenergy into electrical energyIt has three major functions1It provides a source of current for starting tle engine2It acts as a stabilizer to the voltage inthe electrical system3It car for a limited time furnish current when the electrical demands of theunit exceed the output of the generatorThere are wo types of batteries with whichwe are concerned The DRY charged and theWET chargedThe DRY charged is shipped from the factory with charged plates and the electrolyteis added wlhen the battery is ready to be activatedThe WET charged battery is shipped fromthe factory with the electrolyte already addedThis type must be recharged in storage to keep it ready for serviceBattery TestingVisual Test The battery should be ins pected visually checking the level of theelectrolyte and the outside of the battery fordamage and abusePage Light Load TestFirst if the electrolyte level is low adjust it to the proper level by place a load in the battery by holding the starter switch ON for threeseconds or until the engine starts Ifthe engine starts turn off ignition immediately This removes the turn the headlights on lowbeamThe headlights must be turned on forone minute before starting the light loadtest and then left on during the testIf any cell reads 195 volts or more andthe difference between the highest andlowest is less than 05 volt the batteryis goodThe OutofVehicle Light Load TestThis test is conducted in the same way asthe InVehicle testTo check the electrical condition of batterycells Place a 150 ampere load on battery forthree seconds using a high rate loadtester to remove surface chargeThen place a ten ampere load on batteryfor one minute before starting the LightLoad Test The difference in between the individual cells canbe interpreted in the same way as indicared under the InVehicle Light Gravity Cell Comparison TestThis test should be used only on onepiece cell covers Measure thespecific gravity of each cell regardless ofstate of charge and interpret results as follows If the maximum difference between cellreadings is less than 050 50 pointsandthe lowest cell reading is 1200 or abovethe battery is goodPage 51CFull Charge Hydrometer TestThis test is given to fully charged batteriesIf cell readings range between 1230 and 1310specific gravity the battery is ready for ueNOTE Add 4 points 004to the readingfor every 10F electrolyte temperature above80F and subtract four 4points for every10F electrolyte temperature below 80FSelecting A Replacement BatteryWhen selecting a replacement battery itshould be noted that battery power shrinkswhile the need for engine cranking falling temperatures SeeENGINE NEEDED100 80 o100 68 32 o165 BatteriesThe following points are important to properly install a battery1Be sure the battery carrier is clean andthat the new battery rests level the holddown evenly until snugDo not draw down tight enough to distort or crack battery case3Be sure the cables are in good condition and the terminal clamps are cleanGrease battery terminals lightly cable clamps Make sure theground cable is clean and tight at engineblock or frame4Check polarity to be sure battery is notreversed with respect to the grounded terminal of the battery last to avoid short circuits whichwill damage the BatteriesThe following points are important to properly service a batteryoCheck the level of the electrolyte regularly Add water if necessary but do the top of the battery clean Whennecessary wash with baking soda solution and rinse with clear water Do notallow soda solution to enter cellsInspect cables clamps and hold downbracket regularly Replace if necessaryUse the light load test as your regularservice test to check battery conditionCheck the electrical system if the battery becomes discharged or Flames Near a Battery thatis Being Charged May Ignite ExplosiveGases Causing a Dangerous ExplosionIII AlternatorThe alternator differs from the conventional DC shunt generator in that the armature is the stationary member and is calledthe stator while the field is the rotatingmember and is called the rotor is rectified changed to direct currentby means of diode rectifiers rather with brushes coming into contact with the various segments of the on the generator With this construction the higher current values involvedin the armature or stator may be conductedto the external circuit through fixed leadsand connections rather than through the rotating commutator and brushes as in DCgenerator The comparatively small valuesof current supplied to the field may be conducted without difficulty through smallbrushes and rotating slip ringsThe alternator is somewhat lighter andmore cbmpact in design than the conventionalDC generator of comparable electrical sizeand is equally as simple to service and testEach bearing is prelubricated which eliminates the need for periodic TO BE OBSERVED WHENTESTING OR SERVICING THE ALTERNATOR SYSTEMPae 51D1DICONNECT THE BATTERY or disconnecting test instruments except voltmeteror before remoTing or replacing any unit or grounding or shorting at theregalator alternator ammeter or accessories will cause severe damage to theunils andor wiring2TO AVOID DAMAGE TO THE REGULATOR DO NOT AT ANY TIMECONNECT BATTERY TO THE REGULATOR FIELD TERMINAL3THE FIELD CIRCUIT MUST NEVERBE GROUNDED ON THIS SYSTEMBETWEEN THE ALTERNATOR ANDTHE REGULATOR Grounding of thefield terminal either at the alternator orregulator will damage the regulator4IF IT IS NECESSARY TO SOLDERANY LEAD TO A RECTIFIER LEADuse a pair of pliers as a heat dam between the solder joint and the rectifier5THE ALTERNATOR MUST NOT BEOPERATED ON OPEN CIRCUIT WITHTHE ROTOR WINDING ENERGIZED6DO NOT ATTEMPT TO POLARIZETHE ALTERNATOR No polarizationis required Any attempt to do so mayresclt in damage to the alternator reglator or OF THE TERMINAL MAY DAMAGETHE ALTERNATOR ANDOR CIRCUIT AND BATTERY CONNECTIONS MAY DAMAGE THE RECTIFIERS WIRING OR OTHER COMPONENTS OF THE CHARGING SYSTEMBattery polarity should be checked witha voltmeter before connecting the battery9IF A BOOSTER BATTERY OR FASTCHARGER IS USED ITS POLARITYMUST BE CONNECTED CORRECTLYTO PREVENT DAMAGE TO THEELECTRICAL SYSTEM COMPONENTS POSITIVE TO TO NEGATIVEIV RegulatorSome regulators are fully completely sealed These can not be adjusted or repaired and it can be assumedthat this type regulator will outlive the in the charging systemOther regulators are adjusted and repairedin accordance with the manufacturers of Regulator for AlternatorTo insure proper operation and to protectthe alternator and regulator the followingsteps should be observed during sure regulator is of the same voltage and polarity as the alternator battery cable at battery terminalMake sure the mounting area of the alternator and regulator base are cleanand make a good tight alternator in accordance withthe manufacturers not flash field or ground terminalsof the battery cableStart engine and observe ammeter AHigh charge rate is normal for thefirst few minutes but will decrease asthe regulator warms upNOTE When servicing the charging system never remove a unit until tests have shownit to be defective Reference alwaysshould be made to the manuals for a shooting storyPage 52CONTINENTAL LHEAD ENGINE MANUALSECTION VIIIENGINE REPAIR section includes instructions for repairs andoverhaul of the component units of ContinentalRed Seal LHead enginesProvide a clean place to work and clean the engine exterior before you start disassembling dirt causes engine failures Many shop tools havebeen developed to save time and assure good workmanship these should be included in your equipmentUse only genuine Red Seal parts in since years of development and testinghave gone into these specifications to assure maximum life and HEADThe cylinder head is an important part of theengine assembly since it contains the complete combustion chamber and cored passage for water flowRemove the cylinder head in the Drain water from engine and disconnect radiator or heat exchanger outlet hose2 Loosen and remove the nuts holding the cylinder head to the block3 Lift the cylinder head off the engine and carryto a clean bench for further disassembly4 Remove all carbon from combustion areasusing a scraper and wire brush5 Clean the cylinder head thoroughly with asolvent or degreasing solution and blow it offwith air pressure6 Make sure that gasket contact surfaces onthe head and block are clean smooth and flatFigure 11 1 m Checking cylinder head Check outofflatness with straight edge andfeeler gauge maximum permissible is 00075inches per inch of width or length Thus for acylinder head 16 long maximum outofflatness is 012 Outofflatness should vary gradually and uniformly fromend to end and side to side Localized depressions or high spots should not exceed 003Figure 110 Cleaning carbon fromcombustion chamberFigure 112 m Checking cylinder head LHEAD ENGINE MANUALPage 53CYLINDER BLOCKFigure 1 13 Valve Removal1 With a valve spring lifter compress thesprings and remove the locks or pins from the valvestems which are in a closed position Close theother valves by rotating the crankshaft and remove the locks or pinsfrom these valves in thesame manner Remove all valves and place in orderin a rack with holes numbered for both intake andexhaust valve so they will not be mixed 114 N Valves in rackVALVE GUIDES1 Clean the valve stem guides removing lacqueror other deposits by running a valve guide cleaneror wire brush through the guides2 Check guides for wear by using Go and NoGo plug gage or a telescope gage and 1 micrometer Replace all guides that are worn bellmouthedand have increased 0015 in diameter See Limitsand Clearance Section fol maximum diameter permissible to determine actual amount the diameterhas increased Remove all valve gtfides when necessary by using an arbor press and pressing them outfrom the combustion chamber side with a driverslightly smaller than the OD of the valve guideFigure 115 Removing valve guides3 Replace worn guides as required by using asuitable driver and an arbor press from the combustion side to the correct depth below the valve seatas given in the Limits and Clearance ChartPage 54CONTINENTAL LHEAD ENGINE MANUALI INTAKEVALVE SEAT INSERTS1 The exhaust valve seat insert is held in placeby a shrink fitInspect all exhaust valve inserts in the block andreplace any that are loose cracked or Use puller for removing faulty insert asshown in from Block Face toTop of N622222Y69 Y91 Yl127878F4 F6eriesM271 M290M330 M363111916B371 B427178Figure 116 m Diagram and chart showingvalve guide When replacing guides that areferrox coated do not ream since these are allprereamed before being ferrox coated m anyfurther reaming will remove the coatingFigure 117 Removing exhaust valve seat insert2 When required to replace with new insertclean and counterbore for 010 larger insert tool with correct fitting pilotWhen machining the counterbore be sure to godeep enough with the tool to clean up the bottom sothat the insert will have full contact to carry awaythe does not recommend installing newinserts having the same outside diameter as theone removed The following chart shows the dimensions of Standard Inserts and counterbores DIMENSIONS OF STANDARD INSERTSAND DiaInside DiaEngine Modelof Insetof F135F140 F163F244 LHEAD ENGINE MANUALPage 55Figure 117A m Insert and OVERSIZE inserts are used dimensionsof the insert and counterbore increase 010 020 depending on the oversizeNew insert installation should have a press fitChill insert in container with dry ice for 20 minutes before may then be installed in the a piloted driver tapping in place with verylight hammer blows without the possibility ofshearing the side walls This assures it being seatedfirmly on the bottom of the counterbore3 Grind the intake and exhaust valve seats inthe block in accordance with instructions in thelimits and clearance chart and before removing thearbor indicate the seat Total indicator readingof the runout must not be more than 002 Use apilot having a solid stem with a long taper as allvalve seats must be ground concentric and squarewith either new or worn valve stem guide holesFigure 119 Grinding Valve SeatFigure 118 Installing valve seat insertwith an arbor pressFigure 120 Indicating Valve SeatVALVES1 Inspect valves for condition and replace anythat are necked cracked or burned also any onwhich valve stems are bent or worn more than 002over the maximum allowable limits Reface or replace all valvesPage 56CONTINENTAL LHEAD ENGINE AREA UA IS LESS THAN 50 OFORIGINAL DISCARD VALVEFigure 121 Allowable head thickness ofrefaced valves2 All valves having less than 50 margin thickness outer edge of valve headafter refacing hasbeen completed must be replaced To check thisdimension compare the refaced valve with a newvalvethe blue does not show If the contact is over 50wide the seat in the head may be narrowed byusing a 15 stone to reduce the outside diameter orusing a 60 or 75 stone to increase the 124 Valve position in blockNever allow valves to set down inside the seatAfter the narroweddown seat is brought the seat should be retouched lightlywith the original stone to remove burrs or feathered edgeA poor valve grinding job cannot be corrected by valve lappingFigure 122 Checking valve face in V blocks3 Check all refaced or new valves in Vblockswith indicator to determine if the contact face istrue with the stem within 002 If not repeat therefacing operation4 After the valves and seats have been refacedand reground coat the seat lightly with Prussianblue and drop the valve into position oscillating itslightly to transfer the blue pattern to the valveface This should show a contact width of V16 to2 and should fall well within the width of thevalve face leaving at least 14 on either side whereFigure 123Method of narrowing valve seats5 Coat the valve stem with a light film of engine oilVALVE SPRINGS1 Check all valve springs on a sprin tosser tomake sure they meet specifications and length Springs when compressed tothe valve open or valve closed length must fallwithin the specifications shown on the chart whennew and must not show more than 10 loss toreuseFigure 125 Valve spring tester2 Reassemble the valves and springs in theblock with the retainer and retainer LHEAD ENGINE MANUALPage 57CHECKING BORE WEAR1 Clean the ring of carbon from around the topof the cylinder bore formed above the travel ofthe top ring2 Determine the original diameter of the cylinder barrel by checking this unworn area with apair of inside micrometers at intervals of approximately 45PREPARING CYLINDER WALL5 FOR RERINGINGOR REBORING1 Ridge ream the cylinders to remove the unworn area at the top so that the new rings whenassembled will not bump and distort both themselves and the piston landsFigure 127 Ridge reaming top of cylinder boreFigure 126 m Measuring original bore diameterabove ring travel3 Check in same manner the top of the ringtravel area approximately 1 below theshoulder4 The maximum difference in the above the amount of cylinder bore wear Ifless than 008 reringing will be suitable and ifover 008 reboring is good makes of ridge reamers are available which will ream the top of the bore in directrelation to the worn area so that should the wornarea be off center slightly there will be no partialridge remaining2 Drain the crankcase and remove the oil pan3 Remove the cap screws holding the connecting rod caps to the rod Keep the cap and boltsin numerical order so that when the pistons androds are removed from te engine the cap canbe reassembled and kept with its mating part4 Push the pistons and connecting rods upthrough the top of the cylinder carrying withthem all the carbon and metal chips left fromthe cleaning and ridge reaming operation Whendoing this ccrl preccution must bc taken toprcent dacUle o cylinder bores by the starpcorners and ogt dgcx of the connecting rodand bolts5 To get the correct cross hatch pattern witha cylinder hone use a top quality electric drillwith a speed of 500 RPM or lessPage 58CONTINENTAL LHEAD ENGINE MANUALIt is important to remove the glaze on the cylinder bores by using a cylinder hone with an adjustable stone tension see illustrationin orderto assure quick seating of the new piston ringsIf the cylinder glaze is not removed you will haveno assurance as to vchen the rings will begin tofunction properly and control the oil this isespecially true when chrome rings are usedThe following step by step procedure is recommended a Cover the entire crankshaft with a cleanslightly oily cloth to prevent abrasives and dirtfrom getting on the 128mHoning cylindersb Remove the excess carbon deposits fromthe top of the cylinder wall before beginning theglaze breaking operation This is to preventloading the stonesc Insert hone in cylinder and expand to cylinder wall with slight tension Using a cleanbrush wet cylinder wall and stones with kerosene Use a hand drill and surface hone cylinder with a rapid up and down motion to produee a good cross hatch pattern Apply kerosene occasionally as needed and increase tensionon hone adjustment until a good pattern andfinish is obtained A smooth finish of 10 to 15micro inches is desiredd Clean the loose abrasives from the stonesby using kerosene and a wire must be used wet Keep applying kerosene during honing to prevent stones fromdrying out and causing an incorrect honingpatterne The most desirable cylinder finish is 1015micro inches with this finish the depressionsin the surface tend to keep the supply of lubrication between the mating parts This finishcan be obtained by using 280 grit stones on thehonef Clean all bores thoroughly with a clean oiledrag to pick up all the small particles of dust thatmay be embedded in the walls Follow this witha clean cloth to make certain the walls the pistons for excessive ring groovewear and replace any that exceed the in our limits and clearance dataThe cylinder walls and pistons must be perfectlyclean and dry when fitting pistons in the cylinderbores Pistons should be fitted with the block andpiston at room temperature 68 70 FPISTON FIT ON STANDARD PISTONSwith 5 to 10 PullNY Series002F4 F6 Series005This fit may vary on some special the piston fit in the bore using a halfinchwide strip of feeler stock of the thickness specifiedin the Limits and Clearance Chart the feeler beingattached to a small scale of approximately 15 129 Desirable cross hatch with a cylinder hone Figure 130 Checking Piston fit in LHEAD ENGINE MANUALPage 59When the correct fit is obtained you must be ableto withdraw the feeler with a pull of 510 poundson the scale with the feeler inserted between thepiston and the cylinder midway between the pistonpin bosses where the diameter of the piston is thegreatest Check the fit of the piston when it is approximately 2 down in the cylinder bore in an inverted positionPISTON PINSnecting rod for wear If worn and you are using theoriginal pistons witl a service set of rings an oversize piston pin may be obtained in 003 or 005oversizeThe piston pin hole in the piston and the bushingin the connecting rod may be honed to increasePISTON AND CONNECTINGROD ASSEMBLY1 Assemble the pistons on the connecting rodby first heating them in some form of oven or inhot water to a minimum temperature of 160FWhen heated the piston pin will enter the pistonvery easily and can be tapped through the connecting rod and into place without distorting the pistonThe snap rings must be assembled in the groovesmaking sure they are fully seated in place2 The piston pin hole in the connecting rod mustbe parallel to and in plane with the large bore inthe bearing end of the connecting rodFigure 131 Pressing in Piston Pin Bushingtheir diameter to obtain the desired fit as shown inour Limits and Clearance ChartNote that while the chart specifies alight push fit of the pin in the piston thereis a definite clearance of the piston pin in theconnecting rodCONNECTING RODReplace the bushing in the connecting rod if newpistons and sleeves are used Using an arbor presspress out the old bushing and press in the new one after which the bushing must be honed to obtainthe correct fit of the pin in the bushing as shownon Limits and Clearance ChartIf there is an excess of stock in the piston pinbushing it may be reamed first then honed In anyevent the final operation should be done with ahone to obtain the desired fit with better than 75bearing area on the pinFigure 132 m Checking connecting rodfor twist and alignmentThis may be checked on a fixture with the pistonpin assembled in the rod before assembling the piston but regardless of this preliminary check thecompleted pistoh and rod assembly must be rechecked and there must not be more than 002twist or out of squareness checked over a spreadof approximately 4 inches The connecting rod canbe bent or twisted to meet this 60CONTINENTAL LHEAD ENGINE MANUALPistons are cam and taper ground and this mustbe taken into consideration when checking alignment of the assembly since the diameter in linewith the piston pin would be less at the top of theskirt than at the bottomPISTON RINGSCheck the piston rings in the cylinders for gapTo do this insert a piston in the cylinder borein an inverted position and then insert each ringone at a time about 2 down in the bore and bringthe bottom edge of the piston up against the ringto square it up in the cylinder boreCheck the gap between the ends of the ring witha feeler gauge in accordance with specificatie nsshown in the Limits and Clearance METHOD OF RINGS1 Grip the connecting rod in a vise with leadlined jaws to hold the piston firmly and roll eachof the straight side rings in its groove to be surethere are no burrs or other interference with thefree action of the ring in the grooveFigure 134Checking connecting rod assemblyfor 135 Installing rings withring expander toolSEGMENTaa Place stainless steel expanderspacer in groove with ends buttedb Install steel segment on topside of expander spacer with gap ofsegment approximately 90 beyondgap of stainless steel expander spacer making certain that the expanderspacer is still in a butted positionc Install second segment on botlom side of the expander spacer withsegment gap approximately 90from the expander gap in from which the top segmenthas been installedd Recheck assembly ringsshould be free to move in thegroove however a slight drag willbe evident because of the side scaling action of the ring assembly BESURE EXPANDER SPACER REMAINSFigure 136Three piece oil ring IN BUTTED POSITIONe When pistons are ready in the cylinders compress rings carefully using a goodring compressor and a light tap on the head of the piston will allowthe assembly to go into the cylinder very easily If any difficultyin tapping piston and ring assembly into the cylinder is encounteredthe compressor should be removed and rings checked for in the groovePIN MILLED gap of expander spacer 90 from pin with hump of expanderover pin and ends butted Install top segment then bottom segmentwith gaps of segments over pinCONTINENTAL LHEAD ENGINE MANUALPage 612 The 3 piece oil ring should be installed firston the piston from the top side so skirt will notbe 37Install Tapered Rings with TopSide Up3 TO install the balance of the rings use a ringtool with recess side up and place the ring inwith the bottom side up Start with the lowestring firstSome piston rings are taper faced These areclearly marked TOP on the side to be up whenassembled on piiston4 Position ring in the tool so the will fully engage both ends5 Apply pressure on handles so ring is completely expanded Pass the expanded ring and toolrecessed side down over the piston to the piston is equipped with a steel groove insert this must beinstalled on top of the number one ring The steel grooveinsert is not part of the rering kit this can be reused whenreplacing rings6 Check the ring side clearance at various positions with a feeler in accordance with the tolerances shown on the Limits and Clearance ChartFigure 138Checking Ring Clearance in AND MAINBEARINGS1 Using a puller remove pulley from crankshaft2 Take out screws and remove gear cover3 Drop the oil pump by removing nut or capscrews holding pump to center main bearing capGEAR PULLERCRANK GEARFigure 138A m Removing Crank Gear4 Remove each main bearing cap one at a timeand inspect the bearing and crankshaft journalsIf there is any indication of flaking out scoringor actual wear they must be models use trimetal bearings which whennew are smooth and highly polished However avery few hours of operation will change their appearance completely The bearing surface becomesa leaden gray in color and develops minute cratersalmost cellular in appearance as indicated in thephotograph which follow the pattern of the matrixThis appearance is a natural characteristic of thistype bearing and in no way indicates failureFigure 139 Appearance of a Good BearingPage 62CONTINENTAL LHEAD ENGINE MANUALFigure 140 m Bearing Damage Due to 141 Scored Bearing Due to Dirt orLack of Oil5 If the visual inspection appears should be removed and checked for thicknessusing a ball 142 Removing Main BearingTo remove the upper half of the bearing shelluse a special tool obtainable at most parts houseswhich is a pin with an angular head It may be inserted in the oil hole of the crankshaft and as thecrankshaft is turned in a clockwise direction thehead of this pin picks up the bearing shell andforces it out of the bore in the blockFigure 143 Measuring Bearing ThicknessThe thickness of the bearing shells is given inthe Limits and Clearance Chart and if this thickness has been reduced more than 0005 beyond themaximum allowable tolerance the bearing shellmust be replaced6 If visual inspection of the crankshaft showsno indication of excessive wear or scoring theclearance of the feeler should be checkedFigure 144 Checking Bearing Clearance Check each bearing one at a time by usinga piece of Plastigage of a diameter specified tocheck certain clearancesBy placing this Plastigage in the bearing andtightening it in place the width of the crushing determines the bearing clearance asshown using this method DO NOT TURNthe crankshaft as that would destroy LHEAD ENGINE MANUALPage 63AVOIDtSE SHARP ERSB E L 145 Checking Bearing Clearance withFeeler StockAn alternative method is to use a piece offeeler stock the thickness of which should beequivalent to he maximum clearance permissiblein the in the bearing shell ona film of oil Assemble the bearing cap and tightenthe screws torquing them to the specifications then try to turn the crankshaft by hand to determine whetller or not you can feel a dragIf a definite drag is felt and the piece of feelerstock is equivalent to but no more in thicknessthan the maximum clearance specified you may besure that neither the crankshaft nor bearing areworn excessively as far as clearance is concernedWhen using new bearings and the crankshaft isnot worn checking with a piece of feeler stock asoutlined above should lock up the crankshaft making it possible to turn only by use of a bar orwrenchIf crankshaft is scored or worn enough so thatnew bearings will not fit with the required clearance it should be removed and crankshafts may be reground to decrease the diameter a maximum of 040Before shaft is reground it must be checked and straightened if necessary to bewithin 002 indicator reading When reground thefillet radii must be within dimensional limits andmust be perfectly blended into thrust and Connecting rod bearings and crank pins maybe checked in the same manner with one exception instead of trying to turn the crankshaft when theconnecting rod bearing is tightened on it with apiece of feeler gauge assembled try to move theconnecting rod from side to sideFigure 146 Crankshaft Fillet RadiiN R on all crankpins and mains R on all crankpins and front centerY mains2 R on rear main 4 R on all crankpins and mainsFMexcept rearVs 4 R on rear main a R on all crankpins and mains32 64Figure 147Replacing BearingFigure 148 Checking Rod Bearing with Feeler StockWith new bearing shells and feeer stock equivalet to the specified clearance in thickness if thecrank pin is not worn you will quite probably haveto use a hammer tap to move he rod from side toside indicating that the clearance is well withinthe specification rangePage 64CONTINENTAL LHEAD ENGINE Using a puller remove the cam and 149 m Removing Cam Gear with Puller2 Remove the screws holding the camshaftthrust plate to the front of the cylinder blockwhich makes it possible to pull the camshaft forward out of the bearings3 Unless engine is lying on its side tappetsmust be removed or lifted before camshaft can bepulled4 Remove tappet chamber covers5 Tappets can then be lifted out and lined upin sequence for installation in the same locationunless inspection shows that they require replacement6 Before pulling the camshaft completely checkthe clearance of the bearing journals in the bushing or block in some modelsTo do this use stripsof feeler stock 1 wide with edges dressed witha stone to eliminate any burrs or feathered edges7 If clearance is equal to or greater than theamount indicated under wear limits check thediameter of the camshaft journals to determine thenext step Excess wear at these positions of the shaftIf wear is found to be in the bushings insteadthese must be replaced using precision available for that purpose which requireno reaming only care in assembly to line up oilholes and not to damage the bushings as they arebeing pressed 150 m Valve Tappet Wear Comparison1 Inspect each tappet carefully Two o1 moresmall pits on the contact face is acceptable morethan that calls for replacement of the tappet onthe N Y F4 F6 SeriesOversize tappets are available as required2 Check the outside diameter with micrometers to determine if replacement is necessary because of wear3 On the M and B series tappet guides orguide bushings may be checked for wear with aplug gauge or preferably with a telescopic gaugeand micrometerIf guide bushings are used they may be replaced and std tappets used If bushings are notused the tappet bore may be reamed oversize andoversize tappets INENGINEMAX sleevesand the N Y F4 F6 engines the tappetsride in a tappet bore in the block On theM and B guide bushings are used thedimension shown is the ID after bushingis installed in blockCAUTION WHEN INSTALLING CAMSHAFT USE SPECIAL CARE TO PREVENT CAMSHAFT BUMPING ANDLOOSENING EXPANSION PLUG TOCA USE AN OIL LHEAD ENGINE MANUALPage 65TIMING GEARSi Timing gears and timing gear fits must bechecked carefully while the engine is being overhauled To check the fit use a screw driver to forcethe mating teeth as far apart as possible and checkthis clearance with a feeler gauge If this clearanceis 002 or greater or if the gear teeth are badlyscuffed and worm the gear must be replaced Timing gears must be replaced in pairsFigure 152 Checking Timing Gear BacklashGears marked same as the original as far assizes are concerned should be used as replacements2 Examine the camshaft thrust plate carefullyfor scoring and wear and if any indication of eithershows a new thrust plate should be questionFigure 153 Camshaft Thrust Plate3 Assemble the cam gear to the camshaft bydriving or press ing it on at the same time holdingthe camshaft forward with a suitable bar throughthe fuel pump opening in the block so there is nopossibility of the camshaft bumping the expansionplug at the rear end and forcing it out of positionthus causing an oil leakCheck camshaft end play as shown in illustration Refer to limits and clearance section for thecorrect NEVER USE THE CAMSHAFTNUT TO PULL THE GEAR ONTO THECAMSHAFT This will break the threaded endoff cast iron camshafts and damage threadson steel 154 Checking Camshaft End Play4 Inspect crankshaft thrust washers for wearand scoring Replace if necessary before reassembling gear5 Drive the crank gear on the shaft makingsre that the marked teeth on the cam gear straddle the marked tooth on the crank gear which assures you of the crankshaft and camshaft beingin timeFigure 155 Timing Gears Assembled Accordingto Timing Marks6 Check for clearance with the above gears assembled in place since it may be possible that it isnot within specifications Repeat the outlined Using a screwdriver pry theteeth as far apart as possible and check the clearance with a feeler gauge If a 0015 feeler will notenter the gap the clearance is not excessivePage 66CONTINENTAL LHEAD ENGINE MANUALFigure 156 Checking Gear FitTo be certain that there is enough clearance holdyour finger at the junction of the two gears andwith a light hammer tap the rim of the cam gearand note if there is vibration felt at this pointIf there is vibration and a 0015 feeler gaugewill not enter the gap between the two gear teeththe gear fit is within Crankshaft gears and camshaft gears are furnished in standard and under and over sizes Gearsmarked S are standard if they are marked withfigures 1 or 2 in a letter U this signifies undersize If they are marked with figures in theletter 0 this signifies oversizeFigure 57 Torquing Cam Gear NutCRANKSHAFT END PLAY1 Check the crankshaft end play before replacing the gear cover A shim pack containing shimsof 002 and 008 thickness is incorporated in theassembly between the front end of the main bearing journal and the crank gear and by removing oradding shims this end play can be corrected to fallwithin the 159Thrust Washers and Shims End PlayAt all times when checking end play the crankgear must be tightened firmly against the shimpack which can be done by using a sleeve or theregular pulley slipping it over the crankshaft andusing the standard assembly parts to tighten thepulley and gear in placeOn F135 F163 thrust is controlled by flangedcenter bearings which require no shims On theF227 and F245 models thrust is controlled byflanged brgs located at the rear main If end playexceeds 006 using a feeler gaugereplace theflanged bearings End play should be between the002 and 006 limitsFigure 159A Flanged Bearing Controls CrankshaftEnd LHEAD ENGINE MANUALPage 67ASSEMBLING OIL SEALS IN FILLERBLOCK AND OIL Lhead engines have 3 types ofcrankshaft and oil pan sealsThe first type is jute packing which is used insealing the filler block and oil guard in block second type is a neoprene seal which is usedin sealing the oil pan to the filler blockThe third type is a neoprene circular spring typewhich is currently used on the Nseries enginesJUTE TYPE OIL SEALSFirst remove the filler block and oil guardthe latter being the semicircular die casting whichfits in the cylinder block just to the rear of the rearbearing bore Clean out the grooves thoroughlyand clean the oater surface of this oil guard so asto remove all dried cement and greaseJute packing for crankshaft seal as it is receivedis approximately onethird larger in diameter thanthe width of the groove To fit the grooves in thefiller block this must be crushed in a vise or flattened with a hammer on a flat surface so the jutepacking is narrow enough to fit into the groovesTRIM 065070 ABOVETRIM 065070 ABOVEREAR FILLER BLOCKFigure 61 m Lower Half of Rear SealIn its present condition the packing will protrude fromthe grooves at either end in varying amounts With asharp knife or razor blade cut this off to project065070 above making the cut parallel to thesurface of the casting Then slip it into place eitheraround the crankshaft if the engine is still assembledor directly into the groove if the crankshaft is outNEOPRENE OIL SEALJUTEFigure 160 Top Half of Rear SealNext press it into the grooves of both the fillerblock and the oil guard Then using a piston pina smooth hammer handle or some other instrumentwith a rounded surface iron this packing into thegroove so that it is seated firmly and expanded sothat it seizes the sidesFigure 162 Installing Neoprene Seal in RearFiller Block1 To replace neoprene seal thoroughly clean allcement dirt and oil from the contacting surfaceof the filler block To hold seal in place for assembly use only a small spot of nonhardening cementin the center of the contacting surface before inserting seal in groove No other cement is outside of neoprene seals before installing pan to prevent possible distortion of sealsPage 68CONTINENTAL LHEAD ENGINE MANUALFRONT FILLER BLOCKFigure 163 Installing Neoprene Seal in FrontFiller Block2 Neoprene seal on front filler block is installedin the same mannerWhen replacing gear cover cement gasket togear cover with a quick drying gasket cement andreassemble to engine blockFigure 164 Neoprene Seals in PlaceIn order to prevent possible oil leaks it is imperative to use only genuine Continental and sealssince these have been engineered and designed to do a superlative jobNEOPRENE CIRCULAR SPRING TYPE SEALThe N series of engines uses a circular springtype seal which is replaced as follows1 Remove flywheel cap screws from oil seal retainer retainer from 2 dowel pins and slideoff seal surface of oil seal from retainer with a driverslightly smaller than seal diameter back of cylinder block and retainer in asolvent5On an arbor press press in new seal with driverwhich fits oil seal to prevent damage to sealIf a driver of the correct diameter is not availOIL 165 N Series Circular Spring Type Sealable use a piece of 1 sheet steel 8 x 8 orlarger and press seal into retainer on an arborpress Be sure the seal wiping edge and springface is toward engine6Examine crank flange seal surface carefullyAny roughness or scratches should be polishedoff otherwise they will damage new seal7Apply coat of fibre lubricant to seal as well asseal surface of crankshaft A good wheel bearing type of lubricant should be used8Install a new gasket between retainer and cylinder slide seal assembly over crankshaftseal surface using a piece of shim stock to guideit in place Align dowel holes of retainer witldowel pins in block and tap retainer gently retainer cap screws and torque evenlyto 1520 ft pounds so as not to distort flywheelOIL SEAL 166 m Exploded View of Oil SealRetainer and LHEAD ENGINE MANUALPage 69OIL PUMPSThe oil pump is assembled to the center mainbearing held in position vertically against a machined pad by studs except the N series engines which have the oil pump on the rear endplate and driven off end of camshaftFigure 168 Checking Oil Pump Gear Clearancein BodyEngine oil pressure must be maintained for satisfactory engine lifeFigure 167 Oil Pump RemovalThe extended portion of the body acts as a pilotfitting closely ir a reamed hole in the main bearingweb maintainirg definite lelationship between thecamshaft and the oil pump drive shaftA gear assembled to the upper end of this shaftis driven by a mating gear cut on the camshaft anddrives the oil pump gear which is assembled to thelower end of the pump shaftThe pump shaft is carried in two bronze bushings assembled in the cast iron housing which isalso a part of the oil distributing system transmitting oil to the drilled passagesThe gear type pump has a capacity well in excess of that reqfired by the engineWhen the pump is removed examine the drivegear carefully for wear inspecting the gear on thecamshaft at the same time If scored or worn badlyboth the camsttaft and the gear on the pumpmust be the pickup screen which may beeither the Floato type or the stationary screentypefor clogging or damageRemove 4he over being careful not to damagethe lead gasket which acts as a spacer as well asa gasket to seal the jointExamine the gears and pump body for any signof wear indicating lack of clearance The gearsshould have from 001 to 003 clearance in thechamber and should make no contact with the cover and face of the gears for excessive wear or scoring With the gasket assembledto the body there should be 0015006 the gears and the covetWorn or scorad gears can be replaced as can aworn cover If he body shows wear in the chamber it can be replaced but in a case like this a newpump would be the most 169 Checking Oil Pump End relief is located externally on the righthand side near the oil pan flange at the centeron the N series it is located in the rear end lPressure is controlled by a plunger and springthe latter specifically for a certain range The onlyadjustment variation is either to change springsor assemble or remove washers from behind thepresent spring Up to four washers are 170Oil Pressure Relief ValvePage 70CONTINENTAL LHEAD ENGINE 171Typical Oil idlerSnap shaft20 Body assembly21 Bushing22 Pin23 Gear24 several models of our LHead engines ala flat spacer washer is used between the oilpump mounting lug and the center main bearing cap When reassembling be SURE thatthis washer is placed on the oil pump mounting stud before the oil pump is installed inplace Failure to do this will cause interference between oil pump and camshaft and willnot allow the distributor drive to mesh replacing oil pump drive gear Item23 Fig 171it is necessary to line up thehole in the gear with the hole in shaft anddrill through the other half of the gear before pinning in placeFigure 172 N Series Oil Gasket9 Screen10 Tube assembly11 Shaft12 Gear13 Bushing14 LHEAD ENGINE MANUALPage 71FLYWHEEL AND FLYWHEEL HOUSINGThe flywheel is machined and balanced so thatthe clutch face and locating counterbore will runtrue with its axisTo be sure that the crankshaft flange has notbeen sprung or otherwise damaged or that thecounterbore in the flywheel which locates it on thecrankshaft is not damaged mount an indicator onthe flywheel housing and check the flywheel forrunout Caution When checking runout removespark plugs to allow engine to be turned over runout of the flywheel in either position is probably caused by dirt in or damage tocounterbore locating the flywheel on the crankshaft flangeRelocate the indicator to check the inside diameter of the counterbore In both cases the maximum indicator reading must not be more than 008When assembled mount the indicator on the flywheel so that it contacts the housing face and turnthe crankshaft at the same time holding againstit to counteract end play The maximum must not exceed 008Figure 173 Checking Flywheel RunOutThe indicator should be set up so that it contactsthe clutch face or the vertical surface of the clutch counterbore then turn the flywheel at least onefull revolution at the same time holding against thecrankshaft to offset the possibility of end playFigure 174 Checking Flywheel 175 m Checking Flywheel Housing FaceRelocage the indicator to contact the housingbore and check this in the same manner The samerunout limits prevailFigure 176 Checking Housing BoreIf more than one engine is being rebuilt at a timethe housing should be identified with its block and should be reassembled to thatblock in the rebuilding processPage 72CONTINENTAL LHEAD ENGINE ENGINEIn the foregoing we have outlined proceduresfor checking repairing or replacing tile manywearing parts in the engineIn most cases the instructions have covered thereassembly of parts or subassemblies made up ofseveral partsWhen reassembling pistons and connecting rodsuse a good ring compressor and oil the bores thoroughly A hammer handle may be used to bumpthe pistons out of the ring compressor into thecylinder boreOnce more we call attention to care demandedto prevent connecting rods damaging the cylinderbore finish and at the same time as they are assembled over the crank pin locate them carefully inorder to protect the bearing surfacesAlways lubicate the bearings with clean engineoil when assembling and tighten them to thetorque specified Uselockwires cotter pins or lockwashers as required to prevent nuts and screwsfrom looseningClean cylinder bead and block surfaces thoroughly before installing gasket Tighten all cylinder heads or cap screws evenly and torque in following sequence to the recommended torqueBefore assembling the oil pan with new gasketsmake certain that gasket surfaces are flat andclean Tighten screws in accordance with in torque chart to avoid looseness Specifications for Cylinder HeadTightening Sequence in Foot PoundsSize Diameter ICylinder Heads3540 179Wben engine is completely assembled and filledwith proper oil See Lubrication Secset to the following chartMODELYl12 F135 F163F227 F245M330 M363B427Please check your enginerect for the corNOTE Tappet settings for previous models are listed on pages 5 6Figure 177 Cylinder Head Tightening SequenceFour CylinderFigure 178Cylinder Head Tightening SequenceSix CylinderFigure 180 Setting LHEAD ENGINE MANUALPage 73SECTION IXTROUBLE SHOOTINGA preventive maintenance system including inspection lubrication and adjustment as recommended in our Maintenance Section will preventthe greater portion of gasoline engine of a gasoline engine to start is mainlydue to two things ignition trouble or failure in thefuel handling the same engine every daysoon develop a sense of impending trouble whenabnormal operation occurs Immediate attentionto these danger signals can prevent major failuresinsure dependable operation and increase the lifeof the should depend on their of feeling hearing seeing and smelling andreplace their sense of taste in this type of work with a generous amount of CommonSenseA good rule o follow in locating trouble is tonever make more than one adjustment at a time then locate the trouble by a process of the cause is usually mysterious and are listed some of the normal complaints encountered in routine operation of all gasoline engines and the probable MOTORWILL NOT CRANKENGINE1 Weak or dead battery2 Poor ground connection3 Faulty starting switch or relay4 Defective starting motor5 Internal engine seizure turn engine manually to determine causeB ENGINE CRANKS BUT DOES NOT one spark plug wire turn ignition onwith starter cranking engine and free end of wire1l from cylinder head note spark1 NO SPARKA If Ammeter Shows No Discharge indicates an open primary circuit due to 1 Points not closing2 Open primary wires3 Defective ignition switch4 Faulty coilB Normal Ammeter Reading 25 Amps this indicates that primary circuit is OK trouble may be in secondary circuit due to 1 Broken or grounded high tension wirefrom coil to distributor2 Wet high tension wires3 Faulty distributor cap or rotor4 Broken secondary winding of coilCExcessive Ammeter Reading over Ampsindicates a short in the primarywinding which may be due to 1 Shorted or grounded primary winding2 Distributor or magneto points notopening3 Grounded breaker point arm4 Defective condenser2 WEAK SPARK may be caused byALoose ignition wiring or pitted distributor pointsCWet spark plug distributor capFWeak ignition coil3 GOOD SPARK AT EACH PLUG indicatesthat ignition system is OK and trouble is in fuelsystem which may be due to ANo Gas in may due to 1 No gas in tank2 Clogged filter or lines3 Faulty fuel pump4 Leaky fuel line from tank5 Plugged vent in fuel tank capBGas in may flooded due to1 Too much choking plugs are wet2 Wrong float level3 Choke not operating correctly4 Water in GasPage 74CONTINENTAL LHEAD ENGINE MANUALcENGINE RUNS WITH CONTINUOUS MISFIRING Due to1 Uneven compression2 Wet or deteriorated high tension vires3 Cracked distributor cap4 Faulty spark plugsif spark plug porcelain is white when removed use Colderplug if light brown OK if Black or oilyuse Hotter plugD ENGINE RUNS UNEVENLY1 At Idling Speedwhich may be due to AToo wide spark plug gapsBPoor Carburetor idle float or intake manifold airleaksELeaky cylinder head gasket2 At High Speed which may be due to AWide breaker pointsBWeak distributor breaker arm springCWeak valve springsDSpark plug of wrong type or incorrect gapE m ENGINE RUNS IMPROPERLY1 BackFiring into Manifold indicatesToo Rich a fuel mixture into carburetor indicates Too Lean a mixturemay be due to ALate Ignition TimingBClogged Air CleanerCFuel line carburetor jetsESticking ValvesFWeak or broken valve springs2 Excessive Ping damaged pistons and bearings and iscaused by preignition or using inferiorgrade of gas3 Engine Idles Too Fast indicates improper throttle adjustment or weak throttlereturn springs4 Engine Dies When Idling which indicates incorrect speed or mixture adjustment clogged idling circuit in carburetoror wrolg choke adjustment or air leaks inintake manifold5 Engine Stumbles on Acceleration mwhich may be due to defective or air in fuel lines6 Defective Spark PlugsLACK OF POWER which may be due to 1 Poor Compression2 Wrong Timing3 Throttle control not opening fully4 Air leak in fuel in air vacuum less than 10 water6 Exhaust line obstructed should haveback pressure of not more than 20 water7 Poor fuel8 Piston rings sticking or worn POOR with compression gauge if irregular seal the piston witha teaspoonful of engine oil poured through thespark plug hole and take a second reading ifpressure does not increase this will indicatethat poor seating of valves are at faultPoor compression may be due to1 Valves holding open no Leaky cylinder head gasket3 Broken or weak valve springs4 Burned or sticking valves5 Badly worn broken or stuck pistonrings6 Wrong valve timing OVERHEATING1 Lack of water in radiator2 Fan belts slipping3 Thermostat sticking or inoperative4 Radiator clogged or leaky5 Late ignition timing6 Back pressure in exhaust line7 Defective water pump8 Overloading of engineLOW OIL PRESSURE1 Low Oil pressure gauge or line faultyOil too light dilutedSuction screen pluggedDirt in relief valve or broken springWorn bearingsWorn or damaged oil pump gearsWorn Cam LHEAD ENGINE MANUALPage 75J m HIGH OIL PRESSUREshould not exceed recommended pressures except when engine isstarting up cold Abnormally high oil pressureis not desirable because it increases oil consumption possible causes of high oil pressures are 1 Engine oil too heavy2 Stuck relief valve3 Obstruction in distributing line4 Faulty oil pressure gaugeK HIGH OIL CONSUMPTION1 Oil leaks2 Too high oil level3 Incorrect grade of oil used4 Cloged crankcase breather5Oil pressure too high stuck rings not runin due to toosmooth cylinder bore finish or glazed condition7 Worn broken or stuck piston rings andclogged oil control rings8 Worn pistons and sleeves9 Worn bearings10 Worn valve guidesManifold may be removed for visual inspectionL m ENGINE KNOCKS AND OTHER NOISES1 Operating Knocks which may be common causeis due to wrong type plugs which are toohotBCarbon noticeable when engine accelerated while hotclean head timing causes knockssimilar to carbon but may tend to kickback when knock caused poor gasEOverloads particularly at loweroperating speeds2 Mechanical Knocksresult from wearabuse or improper adjustments whichmay be due to ACrankshaft and Main Bearings1Worn or burnedout Main BearingsA heavy dull knock when accelerating urtder load Locate by shorting outplugs on both sides of the bad EndPlay is indicated by an which will come and go when theload is released and Rod Bearings1Worn or Burnedout Bearings The worst condition a light pound ormetallic knock is noted at idling and toabout 2 maximum speed Bad bearings can be determined by shorting and Wrist Pinsnoise doubleswhen the correct plug is shorted out most noticeable at idling speed2Piston Loose in is noted by metallic knockingat low speed under load but disappearsat high speed also most noticeablewhen starting coldtest by shortingout plugsDBroken Piston Ring or Pinsharp clicking noise that wont short Valves and Seats enginemisses especially at low speeds or acceleration under load2Weak or Broken Valve Springs missing at low or high speeds when under load3Sticking Valves loss of powerand popping sound when bad4Tappet noise excesgive clearances cause noise when cold at normal operating Noise due to loose bearings or end play usually occurs at halfengine speedGTiming Gear Noise Loose or worngears rattle or knock tight gears hum3 Vibration Originating at Engine Themost common sources of vibration originating in or on the engine as causes created outside the engine areas follows of engineCBent or offcenter loose on bed and type mountingsEOut of balance condition of flywheeland clutch assemblyPage 76CONTINENTAL LHEAD ENGINE MANUALSECTION XTORQUE LtIead engines have many studsbolts and cap screws of special material and sizesand it is very important that special care be exercised to replace all studs and bolts in their respective locations during assembly of engineThe torque specifications foot pounds listedbelow MUST be followed in order to have tile assemiengine conform to the original specifications IIeads Bearing Covers Water PumlFront and Rear End Pans12161216 Flywheel NutThread SizeI Shaftslrged Steel ShaftsElastic Stop Nut wC1or Forged Steel Shafth111 175180When Cam Gear Governor is used with a steel canhaft torque cam nut to LHEAD ENGINE MANUALPage 77SECTION XlLIMITS AND CLEARANCE DATANOTE DIMENSIONS SHOWN ARE FORSTANDARD ENGINESEngine OiaStem Hale DiaWear LimitsMax DiaDistance Cyl BlockContact Face to INTAKEStem DiaWear Limits Mia OiaSeat AngleStem Clearance LimitsWear LimitsMax CIDesired Stem EXHAUSTStem OioWear LimitsMin DiaSeat AngleStem Limits Max CIDesired Stem CIVALVE SPRINGSOutside DialergthVaNe closedWear LimitsMin WgtlengthValve openLoadValve openWear LimilsMin 323829 475342 I96104 86 42 96104 86 1316137151123 LIMITS AND CLEARANCE DATAEngine Journal Dia I234Wear LimitsMb Dia LimitsEnd UNDER MINIMUM NEW SHAFT Hole IBrg Hole DiaBrg ThicknessWear LirnitsMin ThkDiaCrank PinWear LimitsMin DiaClearance LimitsOesired ClearanceWear LimitsMax CISide PlayDesired Side PlayMAIN of Brg Bore in BlockBrg ThicknessWear LimitsMin ThkDia of Main Brg JrWear LimitsMin DiaClearance LimitsDesired ClearanceCS End PINSee Note 1See Note 2See Note 7See Note 3See Note 4See Note 4See Note 5See Note LimitsMin DiaDesired FitBush Hole DiaFinWear LimitsMax DiaPin CI in BushingDesired Pin Light 1 268NOTE3 F209 PISTON PIN LENGTH 2691 2676NOTE4F244 PISTON PIN LENGTH 2878 2868NOTE SM27t PISTON PIN LENGTH 30653050M330 PISTON PIN LENGTH 34403425M363 PISTON PIN LENGTH 34403425NOTE 6B422 PISTON PIN LENGTH 36303620NOTE 7F135 Piston Pin Length 26912676 F245Rear Flange 0926 09290Wear Limits Min Thickness 0921 F227Camshaft gearing Journal Dia 3 7465 17455Bear Flange 0926 09290Wear LimHs Min Thickness 0921 F13S and F163Center Flange 0926 09290Wear Limits Min Thickness 0921Clearance Limits 0005 LHEAD ENGINE MANUALPage 79LIMITS AND CLEARANCE NOPISTON DiaWear LimitsCyl BorePiston Pin Hole DioRing Groove Width 1 Max Wear Limit WidthRing Groove Width 2Max Wear3Limit Width 23Ring Groove Width 4Max Wear Limit WidthPiston FitFeeler GaugeLbs Pull2252 095098096 o9s098096 126129127 1261290251 81 RINGSRing Width 1Wear LimitsMin WidthRing Width 23Wear LimifsMin Width 23Ring Width 4Wear Limitstin WidthRing Width 5Wear LimitsMin WidthRing Gap Clear 1Ring Gap Clear2 3Ring Gap Clear4Ring Gap Clear 5Ring Side Clear 1Ring Side Clear 23Ring Side 005013 007017 001003 001003 123121124 123121249 008013 0080T7 007None004 077075094 093091188 184182None008 018008 018015 055None002 00400150035000 005124 123121124 123121249 007017 007016 123078 077121075124 2485248 007008 018017 007008 018017 007010 80CONTINENTAL LHEAD ENGINE MANUALLIMITS AND CLEARANCE NOPISTON DiaWear LimitsCyl BorePiston Pin Hole DiaRing Groove Width 1Max Wear Limit WidthRing Groove Width23Max Wear Limit WidthRing Groove Width4Max Wear Limit WidthRing Groove Width5Max Wear LimitPiston FitFeeler GaugeLbs Pull3002 1261290251 1251280251 126512951265 125512851895 188019151895 RINGSRing Width 1Wear LimitsMin WidthRing Width2 8 3Wear LimitsMin WidthRing Width4Wear LimitsMin WidthRing Width 5Wear LimitsMin WidthRing Gap Clearance1Ring Gap Oearance2 3Ring Gap Clearance4Ring Gap Clearance5Ring Side Clearance 1Ring Side Clearance2 3Ring Side Clearance4Ring Side Clearance5124 23121124 123121249 008013 008017 007None004 002004 123121124 123121249 oo7017 007017 010020 010016 244242None008 018O08 018010 030None002 123121124 123121249 007017 007017 007None005 244242None008 018008 018010 030Hone002 123121124 008015 LHEAD ENGINE MANUALPage 81LIMITS AND CLEARANCE DiaWear LimitsCyl BorePiston Pin Hole DiaRing Groove Width1Max Wear LimitsRing Groove Width23Max Wear LimitRing Groove Width4Max Wear LimitRing Groove Width 5Max Wear LimitPiston fitFeeler GaugeLbs 126512951265 126512951265 096509951885 187519151895 126512951265 12551285251 096509950975 09650995251 25025301885 RINGSRing Width 1Wear LimitsMin WidthRing Width 2 3Wear LimitsMin WidthRing Width4Wear LimitsMin WidthRing Width5Wear LimitsMin WidthRing Gap Clearance1Ring Gap Clearance 2Ring Gap Clearance 4Ring Gap Clearance 5Ring Side Clearance 1Ring Side Clearance 2Ring Side Clearance 4Ring Side Clearance 533124 123121124 123121124 011020OLO016 013023 013o23o13023 123121124 123121249 013023 013023 013023 AND PARTSAvailable from your TOTAL POWERService Proposition 65The engine exhaust from this chemicals known to the Stateof California to cause cancer birthdefects or other reproductive POWERco 3409 Democrat RoadPhone Box 181160 Memphis Tennessee 3818lTELEX 4621058 I1TFAX NO Joseph Deflandre 13 B4053 Chaudfontaine 32 41675320 TELEX 42631 TDYTP B FAX NO 3241AUG 1995X27053A