volvo aq205_430-430
DESCRIPTION
Volvo AQ205_430-430TRANSCRIPT
Workshop Manual C
2(0)
AQ205, 430, 431, 432, 434
1
Workshop manual
AQ205, 430, 431, 432, 434
ContentsPage
Safety Precautions ................................................................................................ 2
General information ............................................................................................... 5
Repair instructions ................................................................................................ 6
Presentation .......................................................................................................... 8
Cooling system ..................................................................................................... 9
Lubricating system .............................................................................................. 11
Fault tracing, engine ............................................................................................ 12
Chapter 1 Overhaul data ................................................................................. 13
Chapter 2 Special tools ................................................................................... 19
Chapter 3 Wiring diagrams .............................................................................. 23
Chapter 4 Cylinder head with related parts ..................................................... 27
4A Fault tracing and repair procedures, fuel system ........................... 29
4B Removing the related parts ............................................................. 63
4C Overhauling the cooling system ..................................................... 65
4D Overhauling the valve system ........................................................ 67
4E Assembling the cylinder head ......................................................... 73
4F Installing the related parts ............................................................... 75
Chapter 5 Engine block with related parts ....................................................... 77
5A Removing the related parts ............................................................. 79
5B Overhauling the crankshaft assembly ............................................ 81
5C Overhauling the camshaft ............................................................... 91
5D Overhauling the balance shaft ........................................................ 97
5E Fault-tracing and remedial action, ignition system .......................... 99
5F Installation of related parts ............................................................ 111
2
Safety Precautions
Engine with turbocharger: Never start the enginewithout installing the air cleaner (ACL). The rotatingcompressor in the Turbo can cause serious personalinjury. Foreign objects entering the intake ducts canalso cause mechanical damage.
Never use start spray or similar to start the engine.The starter element may cause an explosion in theinlet manifold. Danger of personal injury.
Avoid opening the filler cap for engine coolant system(freshwater cooled engines) when the engine is stillhot. Steam or hot coolant can spray out. Open thecoolant filler cap carefully and slowly to release pres-sure before removing the cap completely. Take greatcare if a cock, plug or engine coolant line must be re-moved from a hot engine. It is difficult to anticipate inwhich direction steam or hot coolant can spray out.
Hot oil can cause burns. Avoid skin contact with hotoil. Ensure that the lubrication system is not underpressure before commencing work on it. Never startor operate the engine with the oil filler cap removed,otherwise oil could be ejected.
Stop the engine and close the sea cock before carry-ing out operations on the engine cooling system.
Only start the engine in a well-ventilated area. If oper-ating the engine in an enclosed space, ensure thatexhaust gases and crankcase ventilation emissionsare ventilated out of the working area.
IntroductionThis Workshop Manual contains technical data,descriptions and repair instructions for Volvo Pentaproducts or product versions contained in the con-tents list. Ensure that the correct workshop literatureis being used.
Read the safety information and the WorkshopManual “General Information” and “Repair Instruc-tions” carefully before starting work.
ImportantIn this book and on the engine you will find the follow-ing special warning symbols.
WARNING! If these instructions are not fol-lowed there is a danger of personal injury,extensive damage to the product or seriousmechanical malfunction.
IMPORTANT! Used to draw your attention tosomething that can cause damage, productmalfunction or damage to property.
NOTE! Used to draw your attention to important in-formation that will facilitate work or operations.
Below is a summary of the risks and safety precau-tions you should always observe or carry out whenoperating or servicing the engine.
Immobilize the engine by turning off the power supplyto the engine at the main switch (switches) and lock it(them) in the OFF position before starting work. Set upa warning notice at the engine control point or helm.
Generally, all servicing should be carried out with theengine switched off. Some work (carrying out certainadjustments for example) requires the engine to berunning. Approaching a running engine is dangerous.Loose clothing or long hair can fasten in rotating partsand cause serious personal injury.If working in proximity to a running engine, carelessmovements or a dropped tool can result in personalinjury. Avoid burns. Take precautions to avoid hot sur-faces (exhausts, turbochargers, charge air pipes andstarter elements etc.) and liquids in supply lines andhoses when the engine is running or has been turnedoff immediately prior to starting work on it. Reinstall allprotective parts removed during service operationsbefore starting the engine.
Check that the warning or information decals on theproduct are always clearly visible. Replace decalsthat have been damaged or painted over.
3
Always use protective goggles where there is adanger of pieces of metal, sparks from grinding,acid or other chemicals being thrown into youreyes. Your eyes are very sensitive, injury can leadto loss of sight!
Avoid skin contact with oil. Long-term or repeatedcontact with oil can remove the natural oils fromyour skin. The result can be irritation, dry skin, ecze-ma and other skin problems. Used oil is more dan-gerous to health than new oil. Use protective glovesand avoid using oil-soaked clothes and rags. Washregularly, especially before meals. Use the correctbarrier cream to prevent dry skin and to makecleaning your skin easier.
Most chemicals used in products (engine and trans-mission oils, glycol, petrol and diesel oil) and work-shop chemicals (solvents and paints) are hazard-ous to health Read the instructions on the productpackaging carefully! Always follow safety instruc-tions (using breathing apparatus, protective gog-gles and gloves for example). Ensure that other per-sonnel are not unwittingly exposed to hazardoussubstances (by breathing them in for example). En-sure that ventilation is good. Handle used andexcess chemicals according to instructions.
Be extremely careful when tracing leaks in the fuelsystem and testing fuel injection nozzles. Use pro-tective goggles! The jet ejected from a fuel injectionnozzle is under very high pressure, it can penetratebody tissue and cause serious injury There is adanger of blood poisoning.
All fuels and many chemicals are inflammable. En-sure that a naked flame or sparks cannot ignite fuelor chemicals. Combined with air in certain ratios,petrol, some solvents and hydrogen from batteriesare easily inflammable and explosive. Smoking isprohibited! Ensure that ventilation is good and thatthe necessary safety precautions have been takenbefore carrying out welding or grinding work. Al-ways have a fire extinguisher to hand in the work-place.
Store oil and fuel-soaked rags and fuel and oil fil-ters safely. In certain conditions oil-soaked rags canspontaneously ignite. Used fuel and oil filters areenvironmentally dangerous waste and must be de-posited at an approved site for destruction togetherwith used lubricating oil, contaminated fuel, paintremnants, solvent, degreasing agents and wastefrom washing parts.
Never allow a naked flame or electric sparks nearthe batteries. Never smoke in proximity to the batter-ies. The batteries give off hydrogen gas duringcharging which when mixed with air can form an ex-plosive gas – oxyhydrogen. This gas is easily ignit-ed and highly volatile. Incorrect connection of thebattery can cause a spark which is sufficient tocause an explosion with resulting damage. Do notdisturb battery connections when starting the en-gine (spark risk) and do not lean over batteries.
Never mix up the positive and negative battery ter-minals when installing. Incorrect installation can re-sult in serious damage to electrical equipment. Re-fer to wiring diagrams.
Always use protective goggles when charging andhandling batteries. The battery electrolyte containsextremely corrosive sulfuric acid. If this comes intocontact with the skin, wash immediately with soapand plenty of water. If battery acid comes into con-tact with the eyes, immediately flush with copiousamounts of water and obtain medical assistance.
Turn off the engine and turn off power at mainswitch(es) before carrying out work on the electricalsystem.
Clutch adjustments must be carried out with the en-gine turned off.
4
Use the lifting eyes mounted on the engine/reversegear when lifting the drive unit.Always check that lifting equipment is in good con-dition and has sufficient load capacity to lift the en-gine (engine weight including reverse gear and anyextra equipment installed).
To ensure safe handling and to avoid damaging en-gine components on top of the engine, use a liftingbeam to raise the engine. All chains and cablesshould run parallel to each other and as perpendic-ular as possible in relation to the top of the engine.
If extra equipment is installed on the engine alteringits center of gravity, a special lifting device is re-quired to achieve the correct balance for safe han-dling.
Never carry out work on an engine suspended on ahoist.
Never remove heavy components alone, evenwhere secure lifting equipment such as securedblocks are being used. Even where lifting equip-ment is being used it is best to carry out the workwith two people; one to operate the lifting equip-ment and the other to ensure that components arenot trapped and damaged when being lifted.When working on-board ensure that there is suffi-cient space to remove components without dangerof injury or damage.
Components in the electrical system, ignition sys-tem (gasoline engines) and fuel system on VolvoPenta products are designed and constructed tominimize the risk of fire and explosion. The enginemust not be run in areas where there are explosivematerials.
Always use fuels recommended by Volvo Penta.Refer to the Instruction Book. The use of lower qual-ity fuels can damage the engine. On a diesel en-gine poor quality fuel can cause the control rod toseize and the engine to overrev with the resultingrisk of damage to the engine and personal injury.Poor fuel quality can also lead to higher mainte-nance costs.
Observe the following rules when cleaning withhigh-pressure water jets. Never direct the water jetat seals, rubber hoses or electrical components.Never use a high pressure jet when washing theengine.
5
General information
About the workshop manualThis workshop manual contains technical specifica-tion, descriptions and instructions for the standardversions of AQ205A, 430A, 430B, 431A, 431B, 432Aand 434A. The product designation and number shouldbe given in all correspondence about the product.
This Workshop Manual shows the work procedures fora 431A. Please note that the illustrations used do notalways fully correspond with other engines. The repairmethods are identical on other versions unless other-wise stated. Important differences are described sepa-rately.
NOTE! The engine 431A was introducted and for oneyear sold under the designation AQ205 A. As AQ205Aand 431A are identical products, the later designationbeen used in this workshop manual.
This Workshop Manual has been developed primarilyfor Volvo Penta service workshops and qualifiedpersonnel. Persons using this book are assumed tohave a grounding in marine drive systems and beable to carry out related mechanical and electricalwork.
Volvo Penta is continuously developing their prod-ucts. We therefore reserve the right to makechanges. All the information contained in this book isbased on product data available at the time of goingto print. Any essential changes or modificationsintroduced into production or updated or revisedservice methods introduced after the date of publica-tion will be provided in the form of Service Bulletins.
Replacement partsReplacement parts for electrical and fuel systems aresubject to statutory requirements (US Coast GuardSafety Regulations for example). Volvo Penta Genuineparts meet these requirements. Any type of damagewhich results from the use of non-original Volvo Pentareplacement parts for the product will not be coveredunder any warranty provided by Volvo Penta.
6
Repair instructions
The working methods described in the Service Manualapply to work carried out in a workshop. The enginehas been removed from the boat and is installed in anengine fixture. Unless otherwise stated reconditioningwork which can be carried out with the engine in placefollows the same working method.
Warning symbols occurring in the Workshop Manual(for their meaning see Safety information)
WARNING!
IMPORTANT!
NOTE!
are not in any way comprehensive since it is imposs-ible to predict every circumstance under which servicework or repairs may be carried out. For this reason wecan only highlight the risks that can arise when workis carried out incorrectly in a well-equipped workshopusing working methods and tools developed by us.
All procedures for which there are Volvo Penta specialtools in this Workshop Manual are carried out usingthese. Special tools are developed to rationalizeworking methods and make procedures as safe aspossible. It is therefore the responsibility of anyperson using tools or working methods other than theones recommended by us to ensure that there is nodanger of injury, damage or malfunction resulting fromthese.
In some cases there may be special safety precau-tions and instructions for the use of tools and chem-icals contained in this Workshop Manual. Thesespecial instructions should always be followed ifthere are no separate instructions in the WorkshopManual.
Certain elementary precautions and common sensecan prevent most risks arising. A clean workplaceand engine eliminates much of the danger of injuryand malfunction.
It is of the greatest importance that no dirt or foreignparticles get into the fuel system, lubrication sys-tem, intake system, turbocharger, bearings andseals when they are being worked on. The result canbe malfunction or a shorter operational life.
Our joint responsibilityEach engine consists of many connected systems andcomponents. If a component deviates from its technicalspecification the environmental impact of an otherwisegood engine may be increased significantly. It is there-fore vital that wear tolerances are maintained, thatsystems that can be adjusted are adjusted properly andthat Volvo Penta Genuine Parts as used. The engineMaintenance Schedule must be followed.
Some systems, such as the components in the fuelsystem, require special expertise and special testingequipment for service and maintenance. Some com-ponents are sealed at the factory for environmentalreasons. No work should be carried out on sealedcomponents except by authorized personnel.
Bear in mind that most chemicals used on boats areharmful to the environment if used incorrectly. VolvoPenta recommends the use of biodegradabledegreasing agents for cleaning engine components,unless otherwise stated in a workshop manual. Takespecial care when working on-board, that oil andwaste is taken for destruction and is not accidentallypumped into the environment with bilge water.
Tightening torquesTightening torques for vital joints that must be tight-ened with a torque wrench are listed in workshopmanual “Technical Data”: “Tightening Torques” and arecontained in work descriptions in this Manual. Alltorques apply for cleaned threads, screw heads andmating surfaces. Torques apply for lightly oiled or drythreads. If lubricants, locking fluid or sealing com-pound are required for a screwed joint this informationwill be contained in the work description and in “Tight-ening Torques” Where no tightening torque is stated fora joint use the general tightening torques according tothe tables below. The tightening torques stated are aguide and the joint does not have to be tightened usinga torque wrench.
Dimension Tightening TorquesNm lbf.ft
M5 6 4.4M6 10 7.4M8 25 18.4M10 50 36.9M12 80 59.0M14 140 103.3
7
Tightening torques-protractor(angle) tightening
Tightening using both a torque settingand a protractor angle requires thatfirst the recommended torque isapplied using a torque wrench andthen the recommended angle is addedaccording to the protractor scale.Example: a 90° protractor tighteningmeans that the joint is tightened afurther 1/4 turn in one operation afterthe stated tightening torque has beenapplied.
LocknutsDo not re-use lock nuts that have been removedduring dismantling as they have reduced service lifewhen re-used – use new nuts when assembling orreinstalling. For lock nuts with a plastic insert suchas Nylock® the tightening torque stated in the tableis reduced if the Nylock® nut has the same headheight as a standard hexagonal nut without plasticinsert. Reduce the tightening torque by 25% for boltsize 8 mm or larger. Where Nylock® nuts are higher,or of the same height as a standard hexagonal nut,the tightening torques given in the table apply.
Tolerance classesScrews and nuts are divided into different strengthclasses, the class is indicated by the number on thebolt head. A high number indicates stronger material,for example a bolt marked 10-9 indicates a highertolerance than one marked 8-8. It is therefore import-ant that bolts removed during the disassembly of abolted joint must be reinstalled in their originalposition when assembling the joint. If a bolt must bereplaced check in the replacement parts catalogueto make sure the correct bolt is used.
SealantsA number of sealants and locking liquids are used onthe engines. The agents have varying properties andare used for different types of jointing strengths,operating temperature ranges, resistance to oil andother chemicals and for the different materials and gapsizes in the engines.
To ensure service work is correctly carried out it isimportant that the correct sealant and locking fluidtype is used on the joint where the agents are re-quired.
In this Volvo Penta Service Manual the user will findthat each section where these agents are applied inproduction states which type was used on the engine.
During service operations use the same agent or analternative from a different manufacturer.
Make sure that mating surfaces are dry and free fromoil, grease, paint and anti-corrosion agent beforeapplying sealant or locking fluid. Always follow themanufacturer’s instructions for use regarding; tempera-ture range, curing time and any other instructions for theproduct.
Two different basic types of agent are used on theengine and these are:
RTV agent (Room temperature vulcanizing). Use forgaskets, sealing gasket joints or coating gaskets. RTVagent is clearly visible when a component has beendismantled; old RTV must be removed before the jointis resealed.
The following RTV agents are mentioned in the Ser-vice Manual: Loctite® 574, Volvo Penta 840879-1,Permatex® No. 3, Volvo Penta P/N 1161099-5,Permatex® No. 77. Old sealant can be removed usingmethylated spirits in all cases.
Anaerobic agents. These agents cure in an absence ofair. They are used when two solid parts, for examplecast components, are installed face-to-face without agasket. They are also commonly used to secureplugs, threads in stud bolts, cocks, oil pressureswitches and so on. The cured material is glass-likeand it is therefore colored to make it visible. Curedanaerobic agents are extremely resistant to solventsand the old agent cannot be removed. When reinstall-ing the part is carefully degreased and then newsealant is applied.
The following anaerobic agents are mentioned in theService Manual: Loctite® 572 (white), Loctite® 241(blue).
NOTE! Loctite® is the registered trademark of Loctite Corpora-tion, Permatex® is the registered trademark of the PermatexCorporation.
8
Presentation
The serial number plate is located at the rear of the engineblock on the port side (as seen from the rear). Engines manu-factured before March 1988 have the plate located on the star-board side.
The engine is a 6-cylinder, sea water cooled gasoline engine.The thermostatically controlled cooling system is supplied withsea water from a crankshaft drive impeller pump. A separatecirculation pump forces cooling water through the engine blockto maintain an even operating temperature. The cooling wateralso circulates through the exhaust system to keep it cool. The430A, 431 A (late models) and the 430B, 431B, 432A, 434Ahave a modified cooling system with a different cooling waterflow through the thermostat housing and the exhaust risers.
The 430, 431, 432 and 434 have a displacement of 4293 cm3
(262 cu.in.).
The 400-engines use a breakerless electronic ignition system.
9
Engine cooling system
Cooling system up to serial no. 4100130994
Engine cooling system
1. Inlet2. Impeller pump3. Thermostat housing4. Circulation pump5. Outlet
Cooling channels in the thermostat housing, thermostatclosed.
Cooling channels in the thermostat housing,thermostat open.
1. Cooling water from the impeller pump2. “By-pass’’ to the outlet chamber3. Outlet to exhaust manifold4. Cooling water from the engine block5. Outlet to the circulation pump
10
Cooling system, serial numbers from 4100130995 and upwards
Cooling system
1. Inlet2. Impeller pump3. Thermostat housing4. Circulation pump5. Outlet
Cooling water passages in the thermostat housing,thermostat closed.
Cooling water passages in the thermostat housing,thermostat open.
1. Cooling water from the impeller pump2. Outlet to the exhaust risers3. Outlet to the exhaust pipe4. Cooling water from the engine block5. Outlet to the circulation pump
11
Engine lubricating system
Lubricating system, from the strainer to lubrication points
1. Oil strainer2. Oil pump with relief valve3. Oil filter4. Hydraulic valve lifters5. Oil gallery6. Drive for oil pump
12
Enginedoes notstart
Fault tracing procedure, engine
Enginestops
Enginedoes notreach cor-rect operat-ing r/min atfull throttle,or knocks
Engineruns une-venly or vi-brates ab-normally
Engine getsabnormallyhot
Cause
Main switch not switched ON, dischargedbattery, open circuit in electrical cables,main fuse or 8A fuse in instrument panelblown.
Empty fuel tank, closed fuel cock, cloggedfuel filter.
Water or impurities in the fuel
Faulty spark plugs
Moisture in the distributor or on the igni-tion cables
Faulty electronics unit
Idle speed not adjusted correctly
Faulty rev counter
Boat loaded abnormally
Growth on boat hull and on outboard drive
Damaged propeller
Clogged cooling water intake or coolingchannels. Faulty impeller or thermostat.Incorrect ignition setting (too late)
Wrong fuel grade in relation to ignition set-ting.
Wrong propeller diameter or wrong pro-peller pitch
430B, 431B, 432A, 434A.Faulty fuel pump.Alternator belts or other alternator faults.
X
X X
X XX X
XX
X
X
X
X
X
X
X
X
X
X
X
X
X
X
13
Chapter 1 Overhaul data
Technical data*(Measurements are given in mm unless otherwise specified)
GeneralType designation ................................................................................ 430A/431 A, 430B/431 B, 432A/434AMethod of operation ........................................................................... 4-strokeMax. output ......................................................................................... See the sales literatureSpeed range for full load ................................................................... 4 100 – 4 500 r/min (430A/B)
4 400 – 4 800 r/min (431A/B, 432A, 434A)Max. cruising speed ........................................................................... 300 - 500 r/min lower than the max. speed attainedIdling speed ........................................................................................ 750 r/minCompression ratio ............................................................................. 9.3:1Compression pressure at engine starting speed ............................. 10 – 11 kp/cm2
Engine type ........................................................................................ 90° V engineNumber of cylinders ........................................................................... 6Bore .................................................................................................... 101.6 (3.962")Stroke .................................................................................................. 88.4 (3.448")Swept volume ..................................................................................... 4.293 dm3 (261.972 cu.in.)Weight with drive, without oil (DP/SP) ............................................... 355/351 kg (781/772.2 lb)
Cylinder block
Material ............................................................................................... Cast ironBore, standard .................................................................................... 101.58 – 101.66 (3.961 – 3.964")Bore, oversize .................................................................................... 102.4 (3.994")Max. cylinder out-of-roundness ......................................................... 0.05 (0.002")The cylinder barrels should be rebored whenthe wear exceeds ............................................................................... 0.13 mm (0.005")
(if the engine oil consumption is abnormal)Max. cylinder conicity ......................................................................... 0.025 (0.001")
Pistons
Material ............................................................................................... AluminiumPiston clearance ................................................................................ 0.069 (0.003")
Pistons, standard ............................................................................... 101.595 – 101.608 (3.9998 – 4.0003"1)101.608 – 101.620 (4.0003 – 4.0008")
Pistons, oversize ................................................................................ 102.4 (4.03")
Piston rings
Piston ring gap, measured at the opening of the ringcompression ring, upper .................................................................... 0.25 – 0.76 (0.010 – 0.030")compression ring, lower .................................................................... 0.25 – 0.89 (0.010 – 0.035")Piston ring gap, oil ring ...................................................................... 0.38 – 1.65 (0.015 – 0.064")Oversize, piston rings ........................................................................ 0.76 (0.030")
* For AQ205A, see technical data for 431A.
14
430A/431 A, 430B/431 B, 432A/434A
Compression ringsUpper ring, chromium-plated, marking upNumber on each piston ..................................................................... 2Height ................................................................................................. 1.98 (0.077")Piston ring clearance in slot
upper ring ........................................................................................ 0.03 – 0.11 (0.001 – 0.004")lower ring ........................................................................................ 0.03 – 0.11 (0.001 – 0.004")
Oil ringsNumber on each piston ..................................................................... 1Height ................................................................................................. 4.74 (0.185")Piston ring clearance in slot .............................................................. 0.05 – 0.20 (0.002 – 0.008")
Piston pinsForced fitFit in the connecting rod, negative clearance ................................... 0.02 – 0.04 (0.0008 – 0.0016")Diameter, standard ............................................................................. 23.50 – 23.55 (0.917 – 0.918")Max. piston pin clearance in piston ................................................... 0.025 (0.001")
CrankshaftAxial crankshaft clearance ................................................................. 0.05 – 0.15 (0.002 – 0.006")
Main bearingsMain bearing journals, journal no. 1 (from the front) ............ 1 2 and 3 4Diameter, standard .................................................................... 62.179 – 62.212 62.181 – 62.204 62.176 – 62.199
(2.425 – 2.427") (2.425 – 2.426") (2.425 – 2.426")Bearing clearance .................................................................... 0.025 – 0.038 0.025 – 0.064 0.064 – 0.089
(0.0010 – 0.0015") (0.0010 – 0.0024") (0.0024 – 0.0035")
430A/431 A, 430B/431 B, 432A/434A
Out-of-roundness, max. ..................................................................... 0.025 (0.0010")Conicity, max. ..................................................................................... 0.025 (0.0010")
Main bearing shells1st undersize ...................................................................................... 0.254 (0.010")2nd undersize .................................................................................... 0.508 (0.020")
Big end bearingsDiameter, standard ............................................................................. 57.11 – 57.14 (2.227 – 2.228")Big end bearing clearance ................................................................ 0.033 – 0.076 (0.001 – 0.003")Out-of-roundness, max. ..................................................................... 0.025 (0.0010")Conicity, max ...................................................................................... 0.025 (0.0010")
Big end bearing shells1st undersize ...................................................................................... 0.254 (0.010")2nd undersize .................................................................................... 0.508 (0.020")
Connecting rodsAxial clearance at crankshaft ............................................................ 0.15 – 0.36 (0.006 – 0.014")
15
430A/431 A, 430B/431 B, 432A/434A
CamshaftNumber of bearings ........................................................................... 4Bearing journal, diameter .................................................................. 47.45 – 47.48 (1.850 – 1.852")Bearing journal, max. out-of-roundness ............................................ 0.025 (0.0010")Camshaft’s straightness, max. cast .................................................... 0.051 (0.0020")Axial clearance ................................................................................... 0.10 – 0.30 (0.004 – 0.012")Cam liftintake .................................................................................................. 6.83 (0.267")exhaust ............................................................................................... 6.94 (0.271")Lift tolerance ....................................................................................... 0.05 (± 0.002")
ValvesInletDisk diameter ..................................................................................... 49.149 – 49.403 (1.917 – 1.927")Min. disk edge .................................................................................... 0.8 (0.031")Stem diameter .................................................................................... 8.65 – 8.68 (0.337 – 0.339")Oversize, 0.015" ................................................................................. 9.05 – 9.07 (0.353 – 0.354")Oversize, 0.030" ................................................................................. 9.43 – 9.45 (0.368 – 0.369")Valve seat angle ................................................................................. 45°Cylinder head seat angle .................................................................. 46°Width of seat in cylinder head ........................................................... 0.80 – 1.60 (0.031 – 0.062")
ExhaustDisk diameter ..................................................................................... 37.97 – 38.23 (1.481 – 1.491")Min. disk edge .................................................................................... 0.8 (0.031")Stem diameter .................................................................................... 8.63 – 8.68 (0.337 – 0.339")Oversize, 0.015 .................................................................................. 8.75 – 8.76 (0.341 – 0.342")Oversize, 0.030 .................................................................................. 9.05 – 9.07 (0.353 – 0.354")Valve seat angle ................................................................................. 45°Cylinder head seat angle .................................................................. 46°Width of seat in cylinder head ........................................................... 1.60 – 2.40 (0.062 – 0.093")
Valve guidesClearance, valve stem – guide, inlet valve ....................................... 0.025 – 0.094 (0.0010 – 0.0040")Clearance, valve stem – guide, exhaust valve ................................. 0.025 – 0.120 (0.0010 – 0.0047")
Valve springs – inlet, exhaustLength unloaded ................................................................................ 51.6 (2.012")Length at a load of 334 – 370 N (34.0 – 38.0 kp) ............................. 44.0 (1.716")Length at a load of 853 – 905 N (87.0 – 92.5 kp) ............................. 31.7 (1.236")
Lubrication systemOil quality ............................................................................................ Service SGViscosity ............................................................................................. SAE 20W/50 (15W/50)Oil capacity excl. oil filter .................................................................... 3.8 l (1.016 US gall.)Oil capacity incl. oil filter .................................................................... 4.2 l (1.123 US gall.)Oil pressure at idling speed, hot engine ........................................... 0.7 kp/cm2
Oil pressure at full speed, hot engine ............................................... 2.50 – 3.16 kp/cm2
16
430A/431A 430B/431 B 432A/434A
Fuel systemFuel quality, min. ........................................... 91 octane (RON)
Fuel pumpMechanical pump,supply pressure at 1 000 r/min ..................... 0.32 – 0.46 kp/cm2
Electrical pump,supply pressure (min.) at 12 Volts ................ 0.07 kp/cm2 0.07 kp/cm2
Electrical system430A/430B, 431A/431B, 432A/434A
BatteryGround connection ....................................... NegativeVoltage .......................................................... 12 VoltsCapacity ........................................................ 60 Ah (min.)Battery electrolyte specific gravity
fully charged battery .................................. 1.275 – 1.285 g/cm3
battery to be recharged at ......................... 1.230 g/cm3
AlternatorType ............................................................... Alternating currentMax. output .................................................... 700 W (50 A)
Starter motorStarter motor output ...................................... 0.96 kW (1.3 hp)
Ignition system430A/430B 431A/431B 432A/434A
Spark plugs ................................................... Volvo Penta part no. 876046-4AC MR43T or equivalent
Spark plug gap .............................................. 0.9 (0.035")Firing order .................................................... 1-6-5-4-3-2Stroboscope setting
3 300 r/min ................................................. 21° BTDC2 500 r/min ................................................. 16° BTDCbasic setting ............................................... 8° BTDC/1800 r/min 8° BTDC/750 r/min 0° BTDC/750 r/min
Distributor, air gap ......................................... 0.20-0.25 (0.008-0.010") 0.20-0.25 (0.008-0.010")
Cooling system (sea water cooled)430A/430B, 431A/431B, 432A/434A
Thermostatstarts to open at ......................................... 62°C (144°F)fully open at ................................................ 72°C (162°F)
Fresh water cooling system (accessoire)
Thermostatstarts to open at ......................................... 68°C (155°F)fully open at ................................................ 83°C (182°F)
17
Tightening torquesNm kpm lbf. ft. Lubrication
lock fluidCylinder head bolts, 1st tightening ........................... 50 5 36 Permatex2nd tightening ........................................................... 90 9 66Main bearing bolts .................................................... 108 11 80 MolykoteBig-end bearing caps ............................................... 61 6.2 45 oilFlywheel bolts ........................................................... 82 8.2 60 oilFlywheel housing bolts ............................................. 41 4.1 30 oilCenter bolt, crankshaft, front ..................................... 82 8.2 60 oilBolts for camshaft gear ............................................. 24 2.4 17.5 oilIntake manifold bolts ................................................. 41 4.1 30 oilExhaust manifold bolts .............................................. 35 3.5 26 PermatexRiser, bolts ................................................................. 25 2.5 18.5 PermatexSpark plugs ............................................................... 20 2 14.5 DryBolts for oil pump ...................................................... 90 9 66 oilOil pan bolts .............................................................. 11 1.1 8 oilOil pan nuts ............................................................... 22 2.2 16 oilTiming gear casing bolts ........................................... 14 1.4 10.3 oilValve cover bolts ....................................................... 6 .6 4.5 oilOil drain plug ............................................................. 27 2.7 19.8 oilCirculation pump bolts (coolant) .............................. 41 4.1 30 PermatexDistributor bracket bolts (430A/B, 431A/B) .............. 46 4.6 34 oilDistributor bracket bolts (432A/434A) ...................... 27 2.7 20 oilCarburetor bolts ........................................................ 13 1.3 9.5 oilRetainer, push rod guides ........................................ 16 1.6 11.8 oilRocker arm screws (430B, 431B, 432A, 434A) ....... 47 4.7 34.8 oilBalance shaft, drive (432A, 434A) ............................ 20 2.0 14.8 VP 1161053-2 or
Locktite 242Balance shaft, bearing retainer (432A, 434A) ......... 14 1.4 10.4 VP 1161053-2 or
Locktite 242
18
19
Chapter 2 Special tools
884359-1 Drift for fitting seal in flywheel housing
9986052Valve spring compressor
884528-1 Puller for crankshaft gear
884530-7 Drift for fitting crankshaft drive
884529-9 Drift for fitting timing gear casing seal
884944-0Tool for guiding the connecting rod andprotection for connecting rod bolt
884596-8Drift for fitting primary shaft in flywheel housing
884608-1Tool for removing and fitting the front vibrationdamper
884599-2 Drift for fitting sealing ring in flywheel housing
884943-2 Tool for fitting oil strainer
884682-6Fixture and drift for removing and fittingwrist pin
20
884991-1Reamer kit for valve guide, inlet and exhaust
884615-6 Measuring tool for float level
884616-4 T-measure, inch scale
884618-0 Vacuum pump
884617-2 Angle scale for choke valve
884620-6 Support for carburetor
884619-8 Holder for choke lever
884621-4 Adjuster key
884609-9 Locating pin for removing and fitting exhaustmanifold
884613-1 Drift for choke lever
884614-9 Break tool for carburetor linkage
21
885050-5Fixture for support
884628-9Tool for removing and fitting camshaftbearings
884627-1 Puller for rocker arm bolt
884629-7Tool for fitting rocker arm bolt
884630-5 Tool for cleaning valve guide
884632-1 Reamer for rocker arm bolt, 0.013 in oversize
884691-7Tool for venting screw (when setting fuel/airmixture)
884838-4 Drift for fitting sealing ring in flywheel housing
885163-6 Connector for the basic ignition timing432A, 434A
9998113-6 Drift for removing and fitting the bearing hous-ing to the balance shaft
22
23
ColorSB = blackPU = purpurLBN = light brownR = redGR = grey
AWG mm2
16 1.513 2.510 6.08 10.0
LBL = light blueR/Y = red/yellowBN = brownW = white
Chapter 3: Wiring Diagram
Wiring Diagram 430A, 431A
1. Oil pressure gauge2. Temp gauge3. Voltmeter4. Tachometer5. Instrument lights6. Key switch7. Switch, instrument lights8. Fuse 8 Amp
9. Fuse 8 Amp10. Alternator11. Starter motor12. Automatic choke13. Automatic fuse 40 Amp14. Main switch (optional)15. Battery (optional)16. Temp sender
17. Oil pressure sender18. Distributor19. Ignition coil20. Relay21. Resistor22. Fuel gauge (alternative)23. Connector adapter
24
Cable colorsSB = BlackPU = PurpurLBN = Light BrownR = RedGR = GreyLBL = Light BlueR/Y = Red/YellowBN = BrownW = WhiteY = YellowLR = Light Red
Cable areasAWG mm2
16 1.513 2.510 6.08 10.0
Wiring diagram, 430B, 431B
1. Tachometer2. Oil pressure gauge3. Temperature gauge4. Voltmeter5. Switch, instrument illumination6. Instrument illumination7. Key circuit breaker8. 8A fuse, ignition9. 8A fuse, starter
10. Connector, neutral position switch11. Connector, safety contact12. Connector, instrument illumination (optional)13. Connector, outlet, max. 20A14. Connector, outlet, max. 5A in total (main panel +
flybridge panel)15. Connectors, engine/instrumentation*16. Extension cabling17. Alternator18. Starter motor19. Automatic choke20. 40A automatic fuse21. Main power switch (optional)
22. Battery23. Temperature sensor24. Oil pressure sensor25. Distributor26. Ignition coil27. Resistor28. Relay29. Relay30. Fuel pump31. Connector32. Insulator (some engines only)
* NOTE! The terminals in the engine’s round connector and the instrument panel’s rectangular connector are numbered differently. Thenumbers shown in this wiring diagram show the number of pins in the connector, not the electrical connection between the connectors.The connectors are coupled electrically in accordance with the wire colors, i.e. with the pin opposite in the diagram.
25
Cable colorsSB = BlackPU = PurpurLBN = Light BrownR = RedGR = GreyLBL = Light BlueR/Y = Red/YellowBN = BrownW = WhiteY = YellowLR = Light Red
Cable areasAWG mm2
16 1.513 2.510 6.08 10.0
Wiring diagram, 432A, 434A
1. Tachometer2. Oil pressure gauge3. Temperature gauge4. Voltmeter5. Switch, instrument illumination6. Instrument illumination7. Key circuit breaker8. 8A fuse, ignition9. 8A fuse, starter
10. Connector, neutral position switch11. Connector, safety contact12. Connector, instrument illumination (optional)13. Connector, outlet, max. 20A14. Connector, outlet, max. 5A in total
(main panel + flybridge panel)15. Connectors, engine/instrumentation*16. Extension cabling17. Alternator18. Starter motor19. Automatic choke20. 40A automatic fuse21. Main power switch (optional)22. Battery
23. Temperature sensor24. Oil pressure sensor25. Distributor26. Ignition coil27. Resistor28. Relay29. Relay30. Fuel pump31. Connector
* NOTE! The terminals in the engine’s round connector and the instrument panel’s rectangular connector are numbered differently. Thenumbers shown in this wiring diagram show the number of pins in the connector, not the electrical connection between the connectors.The connectors are coupled electrically in accordance with the wire colors, i.e. with the pin opposite in the diagram.
26
27
Chapter 4 Cylinder Head
This chapter covers the cylinder head and related parts as follows:
Procedure Page
4A Fault-tracing and repair, fuel system ............................................................. 29
4B Removing related parts .................................................................................. 63
4C Overhauling the cooling system .................................................................... 65
4D Overhauling the valve system ....................................................................... 67
4E Assembling the cylinder head ........................................................................ 73
4F Installing the related parts .............................................................................. 75
Quick guide:
Replacing the thermostat: Follow points 1-3, page 65.
Overhauling the sea water pump: Follow points 7-8, page 66.
28
29
Chapter 4A Cylinder Head
Empty fuel tank
Closed fuel cock
Clogged fuel filter
Faulty fuel pump
Blocked fuel line
Carburetor flooding
Not enough fuel in the carburetor
Choke not functioning correctly
CAUSE SY
MP
TO
M
Will
not
sta
rt
Sta
rts
but s
tops
aga
in
Diff
icul
t sta
rtin
g
Poo
r idl
ing
(too
fast
or s
low
)
Run
s on
, pos
t ign
ition
Hes
itate
s w
hen
acce
lera
ting
Loss
of p
ower
dur
ing
norm
alac
cele
ratio
nLo
ss o
f pow
er d
urin
g fa
stac
cele
ratio
n or
at h
igh
spee
d
Sud
denl
y st
ops
Poo
r fue
l eco
nom
y
Irre
gual
r run
ning
Fill fuel tank
Open the fuel cock
1)
Replace the pump
Blow clean all fuel lines
2)
3)
4)
5) (Excl. Holley 2010.)
CORRECTIVE ACTION
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Fault-tracing and repair procedures, fuelsystemThe fault-tracing procedure only covers problems in thecarburetor and fuel system.
The symptoms described can also be caused by malfunc-tion of the ignition or electrical system, a dirty hull, dam-aged propeller or drive, incorrect trim angle or a worn en-gine. Check these possible causes of the fault before anywork is started on the carburetor.
IMPORTANT! Remember the danger of fire. Al-ways have a fire extinguisher nearby! Switch offthe ignition when working with the fuel system. Allchecks and repairs must be done with the enginestopped! Run the engine room blower for 2 to 3minutes before starting work.
IMPORTANT! Be aware of the fire hazard. Always havea fire extinguisher near at hand.
Corrective Action1. Replace or clean the fuel filters. The engine has 2
fuel filters: one large main filter fitted at the fuel pumpand a filter fitted in the carburetor at the fuel inlet. Themain filter must be replaced, the carburetor inlet filtereither cleaned or replaced. Note! Certain installationscan have additional filters or water separators, for ex-ample before the fuel cock. Ensure that all filters areclean.
2. Check by removing the flame arrester and lookingdown into the carburetor with the engine stopped. Ifthe engine is flooding, there will be fuel flowing in theventuri. To stop the flooding, check the needle andseat, and the float. Replace the needle and seat ifthere is leakage. Check that the float can move freely.If the carburetor is flooding due to contamination, thenthe complete carburetor must be removed andcleaned.
3. Check the needle and seat function and float level.Adjust the float level as specified under “Overhaulingthe Carburetor”.
4. General: Clean the choke mechanism and check thatlinkage and choke valve is not sticking or seized.When replacing parts or disassembling, adjustment ofthe choke and the vacuum break (excl. Holley 2010)must be completed.
The engine starts but stops again: Check the chokewarm-up function and that the electrical connectionsare undamaged. Correct any sticking, check setting.
Holley 2010, 4160: Check the vacuum piston. Correctany sticking. Check that there is no air leakage at thecork gasket.
The engine is difficult to start: The choke valve isnot closing, check setting.
5. Check operation and make sure it is not sticking. Ad-just as per specification in “Overhauling the Carbure-tor”. (Excl. Holley 2010.)
30
Loose or leaking vacuum hose
Carburetor sucking air, vacuum leak
Accelerator pump faulty/incorrectly adj
Air valve sticking/incorrectly adjusted
Contamination in carburetor
Idling speed incorrectly adjusted
Choke incorrectly adjusted
CAUSE SY
MP
TO
M
Will
not
sta
rt
Sta
rts
but s
tops
aga
in
Diff
icul
t sta
rtin
g
Poo
r idl
ing
(too
fast
or s
low
)
Run
s on
, pos
t ign
ition
Hes
itate
s w
hen
acce
lera
ting
Loss
of p
ower
dur
ing
norm
alac
cele
ratio
nLo
ss o
f pow
er d
urin
g fa
stac
cele
ratio
n or
at h
igh
spee
d
Sud
denl
y st
ops
Poo
r fue
l eco
nom
y
Irre
gual
r run
ning
Repl. the hose. Rochester
6)
7)
8)
Clean the carburetor
9)
Ádjust the choke setting
CORRECTIVE ACTION
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X
X
X
X
X
6. Check the gaskets and the mounting hardware. The car-buretor should be tightened to a torque of 13 Nm (1.3kpm/9 lbf.ft). Do not over tighten.
Holley 4160: Check that the vacuum housing diaphragmor the cork gasket at the sealing face is not leaking. If leak-ing the secondary plates will not open fully.
7. Remove the flame arrestor and the cover. Check the func-tion and setting of the accelerator pump, and the ballvalve.
Check that there is no contamination in the acceleratorpump fuel passages. Clean and blow through with com-pressed air.
8. Check the function and adjust the mechanism as perspecification under “Overhauling the Carburetor”.
9. Adjust the idle to the correct speed as per Technical Data.
Overhauling and Checking theRochester 4ME Carburetor,431A, 431B, VP No. 856138-3Functional DescriptionThe carburetor is a four barrel, two-stage, down-draught car-buretor.
1. Carburetor Construction, Rochester 4ME.
1. Linkage for choke valve2. Screw for the choke valve shaft3. Choke valve lever4. Choke valve shaft5. Choke valve6. Choke valve screw (2)7. Screw for carburetor air horn (short)8. Screw for carburetor air horn (long)
11. Secondary fuel needle hanger13. Screw for carburetor air horn (countersunk 2)14. Control lever for pump15. Shaft for pump lever16. Carburetor air horn, complete
31
17. Fuel needle, secondary18. Pump, complete19. Spring, pump return20. Gasket, carburetor air horn – fuel bowl21. Float, complete22. Float shaft, complete23. Spring, holder for primary fuel needles24. Intermediate piece, fuel bowl29. Protection plate, secondary venturi30. Lever, choke rod (lower part)31. Fuel needle, primary (2)32. Main jet, primary (2)33. Power piston for fuel needles, primary34. Spring35. Holder, ball pump discharge36. Ball, check valve accelerator pump37. Float needle and seat, complete (standard)38. Fuel bowl, complete39. Choke cover with spring43. Arm45. Locking screw46. Locking washer47. Chock housing49. Shaft with lever50. Seal52. Spring, adjuster screw idle53. Screw, idle speed adjustment54. Spring, filter discharge55. Filter, fuel intake56. Gasket, fuel filter57. Filter nut, fuel intake58. Rod for vacuum break59. Vacuum break, complete60. Bracket for vacuum break62. Hose for vacuum break63. Gasket, throttle body – fuel bowl64. Throttle Body, completer65. Fastening screw, throttle lever66. Linkage, secondary valve68. Lever69. Linkage, accelerator pump71. Spring, fuel needle idle mixture72. Fuel needle, idle mixture73. Fastening screw, throttle body to fuel bowl75. Gasket, throttle body – inlet manifold
2. The first stage (primary side) consists of two 1 3/8(35 mm) barrels where the fuel is metered through acombination of fixed main jets and tapered fuel nee-dles (32). The up and down movement of the fuelneedles (31) in the main jets is controlled by a springloaded power piston (33). The power piston is regu-lated by manifold vacuum.
The primary side is also equipped with an acceleratorpump consisting of a spring loaded piston (18) thatmoves in a fuel filled well. Movement of the piston iscontrolled by a lever (14) that is connected by linkage(69) to the throttle mechanism. When the throttle isopened it pushes the piston down into the well forcingfuel through the accelerator pump check valve (36) toa passage and into the primary venturi.
The accelerator pump piston contains a check valveon the piston plunger itself. When the piston movesdownward into the fuel well the valve is closed. Whenthe piston moves upwards, the valve opens allowingthe fuel well to fill and any gas to escape. The accel-erator pump check valve closes when the pump pis-ton moves upward preventing air from being suckedinto the pump well.
3. The second stage (secondary side) consists of two 21/4" (57 mm) venturis controlled by a mechanical setof throttle plates as well as a vacuum operated airvalve. When the primary side throttle is completelyopened, linkage (66) opens the mechanically operat-ed secondary throttle plates located at the bottom ofthe carburetor bore (16). This exposes the vacuumoperated secondary air valve, mounted at the top ofthe carburetor bore (16), to manifold vacuum. As theair valve opens an eccentric cam mounted on the airvalve shaft lifts the hanger (11) and in turn the sec-ondary needles (17). The tapered needles lift out of afixed orifice which meters the fuel proportionate to theair flow through the venturi. The higher the needle islifted the more fuel is delivered to the secondary ven-turi.
4. The fuel bowl is centrally located between the two pri-mary venturis, which makes for a short fuel transferdistances to both the primary and secondary fuel cir-cuits. The float (21) is made of a closed cell plasticmaterial hung on a lever, which pivots on a shaft (22).The other end of the lever operates the float needlewhich works in a brass seat (34).
The incoming fuel must first pass through a springloaded filter (55). Should the filter become blocked sothat fuel cannot flow through, the fuel pump pressurewill overpower the spring pressure (54) and bypassthe clogged filter element.
5. Idle System. The primary side of the carburetor incor-porates an idle system to supply the correct air/fuelmixture during idle and off-idle operation. The idle cir-cuit is necessary since airflow through the venturi atthese slow engine speeds is insufficient to obtain effi-cient metering through the main metering system.Fuel flows from the main jets to the main well. It thenpasses through the idle passage where it is picked upby the idle tube. At the top of the idle tube it mixeswith air from the idle air bleeds and flows down an-other passage, through an idle channel restriction,and exits through the idle discharge hole below theslightly opened throttle plate. The idle discharge holehas an adjustment screw (53) to provide the correctmixture setting. Turning the screw in (clockwise)leans the mixture out and turning it out(counter-clockwise) richens the mixture up.
6. Vacuum break. The secondary air valve is controlledby a vacuum break (59). It consists of a spring loadeddiaphragm which is connected to the air valve by apiece of linkage (58). When manifold vacuum ex-ceeds 127-152 mm Hg (5-6" Hg) the diaphragm fullyretracts by overcoming the spring tension. In this posi-tion the linkage (58) is in the rearmost of the slot ofthe air valve lever and the air valve is consequentlyclosed.
32
During acceleration or when the engine under loadmanifold vacuum drops and the diaphragm springovercomes the effect of the vacuum on the dia-phragm and presses it outward. The linkage (58) ex-tends and moves forward in the lever groove and al-lows the air valve to open.
The vacuum connection to the diaphragm has a re-striction to provide gradual opening of the air valve.This is done so that the heavier fuel gets a chance tostart to flow to the secondary discharge nozzles toprevent a lean mixture.
7. The carburetor has an electric choke . There is a bi-metallic spring which keeps the choke valve in theclosed position when the engine is cold. Upon start-ing the bimetallic spring is electrically heated and thespring begins to unwind. As it unwinds it begins toopen the choke valve by means of the choke arm(43) and linkage (1). When the choke shaft (49) turnsas the choke opens it releases the lock for the sec-ondary air valve and allows the secondaries to oper-ate if required.
As the spring pressure holding the choke closed de-creases the vacuum underneath will gradually takeover so that the valve will continually open until thespring is completely unwound. The electric heating ofthe choke is done in two stages with a built-in thermo-stat monitoring the temperature of the choke housing.If it is sufficiently hot, due to the rising heat from theengine, the spring will be heated rapidly. In this con-dition the bimetallic spring is already partially un-wound due to the engine heat, the choke valve willopen much faster. Therefore little or no choke is usedwhen starting a warm engine.
8. Carburetor Air and Fuel System
1. Carburetor cover2. Primary barrel (first stage)3. Secondary barrel (second stage)4. Fuel bowl5. Accelerator pump (primary barrel)6. Primary venturi with discharge nozzle7. Secondary valve8. Air valve (secondary)9. Fuel channel secondary barrel
10. Channels, idle system11. Fuel channel primary barrel12. Accelerator fuel channel (primary)13. Fuel needle (secondary)14. Fuel pipe (secondary)15. Main jet (secondary)
33
Overhauling and checking
9. Removing the carburetor
Remove the carburetor protective cover, wrench size10 mm. Remove the flame arrestor, wrench size 11mm. Remove the throttle cable from the throttle mech-anism. Remove the fuel line, wrench size 17 mm. Re-move the carburetor, together with the brackets for theprotective cover, wrench size 1/2".NOTE! Do not forget to disconnect the electrical con-nections to the choke.
10. Dismantling the carburetor cover
NOTE! Before opening the carburetor, it must be cleanedif it is dirty externally. Clean carefully using a brush andcarburetor cleaner, thinners or other denatured alcohol.
WARNING! Always work in well ventilated areas.No open flames!
IMPORTANT! Never use more cleaner than abso-lutely necessary and minimize your exposure tothese solvents as they may be harmful. The carbu-retor must never be immersed in cleaning fluid toremove dirt. Rubber or plastic components can bedamaged by certain types of cleaning agents.
Hold the carburetor in the horizontal position with theflame arrestor installed. If compressed air is used for dry-ing and blowing clean, pull a plastic bag over the flamearrestor. Blow from above and downward. Do not directthe air in from underneath the carburetor. Remove theflame arrestor and wipe both the upper edge and under-side clean with a clean lint-free rag.
11. Place the carburetor in the fixture 884620-6. Removethe arm for the choke intermediate linkage at thechoke valve. Remove the small TORX screw for thesecondary hanger (in the middle of the secondary airvalve) and pull out the hanger together with the nee-dles.
12. Push in the pin for the accelerator pump lever, usingdrift 884613-1, only far enough to release the lever.When reassembling, the pin is pressed in with ascrewdriver.
13. Remove the center stud. Remove the two counter-sunk screws in the carburetor bore, remove the twobaffle screws and the three short and two longscrews. All the screw heads are TORX 20. Pry loosethe carburetor cover carefully so that it releases fromthe gasket. Lift the cover and remove the vacuumbreak linkage.NOTE! Be careful not to let the accelerator pump fallfrom the cover.
34
14. Checking and adjusting the float level
Remove the fuel bowl spacer to allow better accessi-bility. Hold the float shaft (1) in position while measur-ing, see diagram. Lightly press the float arm (2)against the float valve. Measure from the upper edgeof the fuel bowl to the top of the float (3), 4.8 mm (3/16") from the tip of the float.
Use T-gauge 884616-4. The float level should be 6.6mm (0.26") Adjusting: Remove the float and bend thefloat arm (4) up or down. Check after adjusting thatthe float hangs straight.
15. Replacing the needle and seat
Remove the carburetor cover gasket, being carefulwhere the primary needles pass through the gasket.Remove the return spring for the accelerator pump(1). Remove the power piston together with the prima-ry needles as one unit (2). This is done by repeatedlypressing down and quickly releasing the piston.
Never use tools to do this. Remove the fuel bowlplastic spacer (3). Remove the power piston returnspring. Remove the float and float needle together bypulling them out by the float hinge pin (4). The floatneedle and float hinge pin can now be removed fromthe float. Remove the seat and remove the seal.
16. Adjusting the air valve spring
Loosen the locking screw (1) approximately 1/4 turnusing a Torx driver, TRX10. Turn the adjuster screw(2) counter-clockwise until the air valve is partlyopened. Turn the adjuster screw clockwise until theair valve just closes, and then turn it another 7/8 turn.Lock with the locking screw (1).
17. Installing the carburetor cover
Fit a gasket carefully over the primary needles andguide pins. Check that the gasket holes for the fuelpassages are correctly centered. Install the vacuumbreak linkage to the air valve lever. Carefully lowerthe cover. Check that the accelerator pump locatescorrectly into the return spring. Install the secondaryneedles and hanger.
35
18. Install the two long screws, 6 and 7 and the twocountersunk, 1 and 2. Install the baffle with screws 3and 4. Install the remaining screws and tighten in thesequence shown in the diagram. Install the accelera-tor pump lever.
19. Checking and adjusting the accelerator pumpstroke
• Throttle valve (1) must be completely closed.• If necessary, bend away the stop tang (2) so that the
primary throttle valve can be closed completely. (Dia-gram is with throttle arm removed.)
• The linkage must be in the innermost hole on the ac-celerator pump lever (3).
• Measure from the top of the carburetor (4) (by thebowl vent) to the pump rod at its upper position. Thedistance should be 9.1 mm (0.36"). Bend the acceler-ator pump lever (5) when adjusting.
20. Checking and adjusting the choke lever
• Remove the cover for the choke.• Close the choke valve (1) by pressing up the choke
arm (2) – insert a 3 mm (3/16") drift into the hole in thechoke housing.
• The lower edge of the choke arm (4) should makelight contact with the drift.
• Adjusting: bend the linkage arm at (5), see diagraminsert.
21. The choke coil setting
• Loosen the locking screw (1).• With the choke valve fully open (cold choke and en-
gine), turn the choke cover (2) until the choke valvejust closes.
• Turn to the O-mark on the choke housing (3).• Tighten the locking screws.
22. The vacuum break setting
• Place an angle gauge 884617-2 on the choke valveas per points 26-28.
• Press the throttle arm tang lightly against the vacuumbreak rod (3).
36
• The choke valve should open to the set number ofdegrees: 26°. Check on the bubble level. If neces-sary, adjust by bending the throttle arm tang (3).
23. Simplified setting (less accurate)
• Press in the vacuum rod (5)• Press the valve arm tang lightly against the vacuum
break rod (3)• Measure the valve opening (6) using a 3 mm (3/16")
drill bit.• Where necessary, adjust by bending the throttle arm
tang (3)
24. Checking and adjusting the choke unloader
• Place an angle gauge 884617-2 on the choke valveas per points 26-28. The choke coil must be at the0-mark (1).
• Hold the throttle valve wide open.• Close the choke valve by pressing up the intermedi-
ate lever tang (2). Hold it in place using a rubberband (3).
• The choke valve shall open (incl. linkage play) at 33°(4).
• When adjusting, bend the tang (5).
25. Simplified setting (less accurate)
• Follow point 24, except, measure the choke valveopening with a 4 mm (5/32") drill, instead of the anglegauge. Place the drill on the underside of the valve(by the float bowl vent).
26. Measuring with the angle gauge 884617-2
• The angle gauge can be used for measuring thechoke valve opening angle. If the carburetor hasbeen removed, it must be placed so that the throttleplates and linkage function in the same way as if thecarburetor was installed on the engine.
27. Close the choke valve (1) and place the magnetic footof the tool on the valve (2). Zero the degree plate andcenter the bubble level (4).
28. Adjust the degree plate to the angle given (33) (5).Adjust carburetor if necessary (as per 28 and 24) untilthe bubble level is centered.
29. Checking and adjusting the secondary valve open-ing ratio
• The screw is set to the correct idle speed (1)• The choke valve is completely open (2)• The lever is against the tang (3)• Measure the clearance in the oval hole (4) 3 mm
(1/8"). Do not touch the linkage rod during the meas-uring
• When adjusting, bend the tang (at the arrow)
30. Adjusting the arm for the secondary valve (secondstage) opening function
• Open the primary valve until the arm touches the tang(1)
• The arm (1) must be in the middle of the oval hole.• When adjusting, bend the tang (at the arrow) (3).
37
Nikki carburetor430A, 430B, VP No. 856845-3Overhauling and checking
31. The carburetor’s structure and function
The Nikki carburetor is a twin-port, single-stagedown-draft carburetor. The diameter of the ports (venturitubes) is 43 mm (1.68").
1. Carburetor body and float chamber
2. Carburetor cover
3. Choke
4. Vacuum break
5. Fuel intake and filter
6. Carburetor float and mounting
7. Carburetor float needle valve
8. Venturi cluster
9. Acceleration pump
10. Return spring, acceleration pump
11. Power piston, maximum load
12. Power valve
13. Main jets
14. Non-return valve, acceleration pump
15. Idling mixture screw
16. Idle screw
17. Fast idle cam
18. Choke linkage
19. Choke throttle
20. Pump linkage
32.Description of functionsThe carburetor has two ports and two different measuringsystems for fuel and air. The carburetor receives fuel viathe main jets when the engine is idling or running at par-tial load. These main jets are of different sizes (190 onthe choke side, 145 on the lever side) in order to ensurethat fuel is distributed as evenly as possible in the en-gine. Fuel flows into the main fuel channels, one for eachport. The carburetor contains fuel tubes for idling andpartial-load systems and emulsion tubes for the main me-tering system and full-load system.
38
33. Idling system
This provides the engine with fuel when the throttle iswholly or partially closed. It operates with the aid of nega-tive pressure from the induction manifold.
35. Full-load system
The full-load system is a part of the main metering systemand complements the same when the engine is run athigh speeds or at large loads. In these cases, the nega-tive pressure in the induction manifold is at its lowest(close to atmospheric pressure) due to the large flow ofair when the throttle is open fully.
Extra fuel is supplied to the excess of air, as at full load itis desirable to attain as much power as possible. Thenegative pressure controls a spring-loaded vacuum pis-ton (11) which opens an extra passage for fuel in additionto the main jet. This full-load valve is known as a “powervalve”, is fitted with a return spring, and opens when thevacuum piston reaches the power valve’s plunger. Whenthe vacuum in the engine increases, the vacuum pistonwill travel upwards again. The power valve is then closedby its return spring.
36. Acceleration pump
This is a type of piston fitted with a return spring. This pis-ton is actuated mechanically from the damper. During ac-celeration, the piston is pushed down into its cylinder andforces fuel from the pump barrel.
When the throttle is closed, the negative pressure at theopening (1) below the throttle is high. Atmospheric pres-sure prevails at the opening (2). This great difference inpressure forces air to rush into the mixing channel andtake fuel with it.
More air enters via a second choke tube (3). Fuel and airare mixed in the mixing channel (4) which leads out tothe low speed jet (5). The amount of fuel and air is regu-lated using the mixture screw (6).
The idling system has an extra opening (4) which beginsto operate when the throttle begins to open and the nega-tive pressure reaches the opening. This provides asmooth transition from idling speed to partial load.
34. Main metering system
The system consists of emulsion tubes (7) which are re-cessed in the main fuel channels. The full-load systemgradually begins to operate when the throttle begins toopen and air flows down through the venturi tubes(ports). According to the venturi principle, the pressurethen drops and the flow rate increases when the air pass-es the venturi tube’s tapered end.
This is utilized in the carburetor by placing the fuel emul-sion tube’s opening inside the venturi tube. This openinghas been designed as a venturi cluster in order to in-crease the negative pressure still further.
The main fuel channel (8) receives air via the hole (10).The fuel/air mixture will then be transported as a result ofthe difference in pressure between the venturi cluster andthe fuel channel. The fuel and air are mixed in the emul-sion tube (7) when air flows into the tube’s side holes.
The pressure of the fuel then opens the seat valve (12),upon which fuel arrives at two jets which direct the fueltowards the venturi clusters of the two ports. When thepiston has stopped traveling downwards, the pressure inthe fuel channel drops and the seat valve closes, whichprevents air from entering the pump housing and pre-vents the channel from being sucked dry by the air flow-ing through the venturi tubes.
The pump piston is forced upwards by the return spring,and the cylinder can again be filled with fuel from the floatchamber via the aperture (13).
37. Choke
This is electrical. On the choke cover is a bimetallicspring which holds the choke throttle closed with itsspring action. When the engine is started from cold, thebimetallic spring is heated electrically. When the enginehas cooled, the spring contracts and closes the throttle.
39
Overhauling and checking38. Removing the carburetor
Remove the carburetor’s flame arrestor, spanner size 11mm. Remove the throttle cable from the control mecha-nism. Unscrew the feed pipe, spanner size 17 mm. Re-move the carburetor, spanner size 1/2".IMPORTANT! Do not forget to remove the choke’s electri-cal connection.
39. Removing the carburetor cover
N.B.! If the outside of the carburetor is dirty, clean it beforedismantling it. Clean this carefully using a brush and car-buretor cleaner, paint thinner or denatured alcohol suchas methylated spirit.
WARNING! Work in a well ventilated area. Thereshould be no naked flames in the working area.
IMPORTANT! Do not use more cleaner than is ab-solutely necessary, and use it for as little time aspossible. The carburetor must not be dipped in thecleaning fluid in order to loosen contaminants. Thefluid may damage plastic and rubber parts.
Replace all the carburetor’s gaskets and O-ringswhen overhauling it. The gasket surfaces shouldbe cleaned using a mild solvent such as paraffin.All channels, jets and passages should be blownclean carefully using compressed air.
Hold the carburetor horizontal with the flame arrestor fit-ted. If you are using compressed air to dry the carburetorand blow it clean, a plastic bag should be slipped overthe flame arrestor to protect it. Blow the carburetor cleanfrom the top downwards. Do not direct the flow of air inunder the carburetor. Remove the flame arrestor and drythe upper and lower sides of the carburetor with a clean,lint-free rag.
40. Remove and clean the fuel filter. If the filter is ex-tremely blocked, unfiltered fuel may reach the carbu-retor if the fuel pressure exceeds the spring pressurein the filter. If this is the case, the entire carburetorshould be cleaned carefully.
41. Remove the pin for the acceleration pump linkage.
42. Remove the idle cam.
40
43. Remove the eight screws in the carburetor cover. Ifthe cover is stuck, tap it lightly with the shaft of yourscrewdriver in order to loosen it. Undo the vacuumhose and remove the vacuum break and linkage as asingle unit.
44. Checking and adjusting the float level, upper posi-tion
Measure from the lower dot on the float to the carburetorgasket, which should be in position. Use a T-gauge, partno. 884616-4 (1). The float level should be at 10 mm(0.39"). When adjusting this level, bend the ball-float le-ver (2) in the direction of the arrow. After adjusting thelevel, check that the float (3) is straight.
45. Checking and adjusting the float level, lower posi-tion
Turn the carburetor over and let the float (1) hang freely.Measure from the gasket to the joint on the tip of the float.The level (2) should be 35.6 mm (1.42"). When adjustingthe level, bend the tang (3) in the direction of the arrow.Check that the float needle (4) does not stick at maximumdeflection.
46. Replacing the float needle
Remove the float by pressing out the float pin (1). Thefloat needle can now be unhooked from the ball-float le-ver.
NOTE! The float needle comprises three separate parts.
Unscrew the jet using a screwdriver with a 10 mm (0.39")head. Screw on the new jet and fit a new gasket. Do notforget to fit the baffle (2) around the float needle.
41
47. Replacing the jets
Unscrew the jets using a wide-blade screwdriver. Thecarburetor has two main jets (1) and a full-load jet (powervalve) (2). The main jets in the 430DP and 430SP are ofdifferent sizes. Size 190 is fitted on the left-hand side (thechoke side), and size 145 is fitted on the right-hand side(the lever side).
48. Fuel channels
Blow the carburetor’s air ducts and fuel channels cleanusing compressed air. Remove the venturi cluster andblow it clean separately.
49. Venturi cluster, structure
1. Venturi cluster with jets for the main metering system2. Emulsion tubes3. Fuel tube, idling system4. Acceleration pump jets5. Air intake, main metering system6. Air intake, idling system7. Air intake, idling system
50. Setting the choke spring
Loosen the locking screws (1). With the choke valve fullyopen (cold choke), turn the choke cover against the ten-sion of the bimetallic spring until the choke closes. Thenturn to the 0-mark (2) on the choke housing. Tighten thelocking screws (1).
51. Checking the pressure relief of the choke
Hold the throttle (1) fully open. Measure between the up-per side of the choke throttle and the carburetor barrel.The gap width (2) should be 6 mm (0.23"). When adjust-ing this, bend the tang (3). Positions A and B refer to theorder in which the linkages are fitted when the carburetorcover has been removed. Linkage A is fitted before Link-age B.
42
52. Setting the idling speed
Connect a workshop tachometer to the engine. Turn theadjustment screw (1) and set the idling speed in accord-ance with Technical Data.
53. Fitting the carburetor cover
Fit a new gasket. Check first of all that the float needlebaffle is fitted correctly. Then lower the cover and checkthat the acceleration pump is positioned correctly in rela-tion to the return spring. Fit the screw and tighten them allevenly and in the sequence shown in the figure.
Fit all the linkages and the vacuum break. See also thefigure for item 51.
43
Holley 2010 carburetor
432A, VP No. 857248-9Overhauling and checking
54. The carburetor’s structure and function
1. Carburetor body
2. Carburetor cover
3. Choke
4. Choke throttle, choke arm
5. Float
6. Carburetor float needle valve
7. Venturi cluster
8. Acceleration pump
9. Non-return valve, acceleration pump
10. Cam, acceleration pump
11. Throttle control bracket
12. Arm, acceleration pump
13. Full-load valve (power valve)
14. Main jets
15. Idling mixture screws
16. Idle screw
17. Float chamber ventilation
The Holley 2010 is a twin-port, single-stage downdraftcarburetor. The carburetor has only a few main parts andis therefore simple to take apart and easy to clean andcheck.
44
The carburetor body (1) is cast in a single piece and hastwin ports (venturi tubes). The float and choke throttle aremounted on the carburetor cover (2).
The float chamber has main jets and a vacuum-controlledfull-load valve (power valve) located in the bottom. Thefloat chamber also has an outlet directly to the accelera-tion pump. The float chamber is ventilated via a breatherpipe which opens out over the twin ports.
The float is made of plastic and is center-suspended. Thefloat’s lever actuates the seat valve, which can be re-placed. The inlet is fitted with a fuel filter made of brassmesh.
The two ports are fed with fuel by an idling system, amain metering system, a full-load system and an acceler-ation pump.
55. Idling system
This provides the engine with fuel when the throttle iswholly or partially closed. It operates with the aid of nega-tive pressure from the induction manifold.
When the throttle is closed, the negative pressure at theopening (1) below the throttle is high. Atmospheric pres-sure prevails at the opening (2). This great difference inpressure forces air to rush into the mixing channel andtake fuel with it at the connection with the fuel channel.This fuel has been mixed with air in the idle chamber,which is located on the top of the reinforcement piece.See positions 7 to 9 in the figure below. The opening hasidling jets (6) which regulate the flow of the fuel/air mix-ture.
The idling system has extra openings (4) which also be-gin to operate when the throttle begins to open and thenegative pressure reaches the opening. This provides asmooth transition from running on the idling system torunning on the main system. Fuel is fed into the idlingsystem’s fuel channel via the main jet (7). When the floatchamber is at atmospheric pressure, the difference inpressure helps the fuel to be sucked in at point (3).
The fuel channel has a restrictor (5) which controls theamount of fuel to the idling system.
45
56. Main metering system
This system works according to the venturi principle. Thismeans that air which flows via the tapered end of a tubehas the greatest flow rate, and the lowest pressure isfound in the narrowest part.
This is utilized in the carburetor by placing the fuel emul-sion tube’s opening into the venturi tube. This openinghas been designed as a venturi cluster (1) in order to in-crease the negative pressure still further. The emulsion isproduced by fuel at atmospheric pressure being fed fromthe float chamber to the mixing channel (3) via the mainjet (2).
The fuel/air mixture is formed by air flowing out from thetubes (4) of the venturi cluster. These tubes have holesbored into the sides and are recessed in the main fuelchannels. Air flows into the inlet opening (5) (where at-mospheric pressure prevails), down into the tubes andinto the holes in the sides of the tubes. The difference inpressure between the venturi cluster (1) where the fuel/air mixture comes out (negative pressure) and the point(5) and the float chamber (atmospheric pressure) therebyprovides the driving force for the transportation of the fuel.Extra air which helps to transport the fuel is taken in viaposition (6). The idling system’s vaporizing chamber islocated at position (7), which chamber receives fuel viathe tube (8) and air via the hole (9).
The amount of air which flows through the venturi tubedetermines how much fuel is forced out of the float cham-ber.
The air flow velocity in the venturi tube is at its greatest,the pressure in the venturi tube is at its lowest, and theamount of fuel being transported is at its greatest whenthe throttles are fully open. The main jets (which can bereplaced) limit the flow of fuel. These jets are marked witha flow capacity expressed in cm3/min.
57. Full-load system
The full-load system is a part of the main metering systemand complements the same when the engine is run athigh speeds or at large loads. In these cases, the nega-tive pressure in the induction manifold is at its lowest(close to atmospheric pressure) due to the large flow ofair when the throttle is open fully.
Extra fuel is supplied to the excess of air, as at full load itis desirable to attain as much power as possible. Thenegative pressure controls a spring-loaded vacuum valve(1) which opens an extra passage for fuel in addition tothe main jet. This “power valve” is numbered according tothe vacuum at which it opens. For example, a “65” openswhen the negative pressure drops to 6.5" of mercury.
When the throttles start to close and the negative pres-sure rises, the spring action is overcome and the extrafuel passage is closed. This allows the carburetor to pro-vide optimum efficiency so that fuel consumption is low atmid-range speeds, while still retaining the capacity forhigh power.
58. Acceleration pump
This pump is of the diaphragm type and is located at thebottom of the float chamber.
The acceleration pump has two functions:
1. To compensate for a shortage of fuel when the throttlesopen and air rushes in. This shortage of fuel is explainedby the fact that fuel is considerably “heavier,” that is tosay, it has a higher density than air. This leads to the fuelfeed becoming sluggish when rapid changes are madeto the throttle position, and a mixture of fuel and air whichis too lean results.
46
2. To enrich the fuel mixture in order to compensate forthe fuel which condenses on the surfaces of the inductionmanifold when the throttle is opened quickly at lowspeeds. A rapid drop in the negative pressure tends tocondense the fuel.
The pump is actuated mechanically by the damper. Thedamper is fitted with a plastic cam (1) which actuates thelever (2) of the acceleration pump via an intermediate le-ver. The design of the cam determines the capacity of thepump, and its profile determines how the fuel is distribut-ed when the throttle opens.
Fuel runs down into the pump from the float chamber viathe channel (3). When the pump lever pushes the pumpdiaphragm up (the diaphragm is fitted with a returnspring) the feed channel is closed by the pump pressurevia a plastic diaphragm (4). The fuel is then forced into achannel to a seat valve (5), which opens, and the fuel ar-rives at the jets (6). These jets force out a jet of fuel direct-ed towards the venturi cluster in the ports.
When the pressure in the fuel channel drops, the seatvalve (5) closes, which prevents air from getting into thepump housing and the channel being sucked dry by theflow of air in the venturi tube. The seat valve consists of aball, and a pin as a counterbalance. When the pressurein the pump housing drops, the fuel in the float chambercan open the non-return valve (diaphragm) by virtue of itsown weight, and then it can run down into the pumphousing. The return spring in the pump forces the pumpdiaphragm back simultaneously so that new pump ca-pacity is created.
59. Choke
This is electrical. On the choke cover is a bimetallicspring which holds the choke throttle closed with itsspring action. When the engine is started from cold, thebimetallic spring is heated electrically. When the enginehas started, the piston (which is controlled by negativepressure in the choke housing) drags the choke throttle toa set position, known as the “qualified position”. The bi-metallic spring causes the choke throttle to continueopening.
When the engine has stopped and cooled, the springcontracts and closes the throttle.
Overhauling and checking
Technical data VP 857248-9Engine 432A, DP/SPMain jets
left 76right 80
Full-load valve(“power valve”) 65Choke setting 7 marks from the left
60. Removing the carburetor from the engine
Undo the carburetor’s protective cover, socket size 10mm. Remove the electrical connection to the choke andthe vacuum hose to the gasoline pump. Remove thethrottle cable and the return spring. Undo the fuel pipeconnections, spanner sizes 17 and 19 mm.
47
WARNING! Avoid spilling fuel.
Remove the carburetor from the induction manifold, Allenkey size 1/4".
61. Removing the carburetor cover
NOTE! If the outside of the cover is dirty, clean it beforeopening the carburetor. Clean this carefully using a brushand carburetor cleaner, paint thinner or denatured alco-hol such as methylated spirit.
WARNING! Work in a well ventilated area. Thereshould be no naked flames in the working area.
IMPORTANT! Do not use more cleaner than is ab-solutely necessary, and use it for as little time aspossible. The carburetor must not be dipped in thecleaning fluid in order to loosen contaminants. Thefluid may damage plastic and rubber parts.
NOTE! Replace all the carburetor’s gaskets and O-ringswhen overhauling it. The gasket surfaces should becleaned using a mild solvent such as paraffin. All chan-nels, jets and passages should be blown clean carefullyusing compressed air.
Hold the carburetor horizontal with the flame arrestor fit-ted. If you are using compressed air to dry the carburetorand blow it clean, a plastic bag should be slipped overthe flame arrestor to protect it. Blow the carburetor cleanfrom the top downwards. Do not direct the flow of air inunder the carburetor. Remove the flame arrestor and drythe upper and lower sides of the carburetor with a clean,lint-free rag.
Place the carburetor in support no. 884620-6. Alternative-ly, fit four M8 or 5/16" screws of a minimum length of 45mm (1.76") into the carburetor’s mounting holes in orderto prop the carburetor up on “legs.”
62. Removing the carburetor
63. Unscrew the carburetor’s center screw, spanner size11 mm.
64. Remove the circlip which fixes the choke linkage inposition.
65. Unscrew the three TORX 20 screws and lift off thechoke housing. Unscrew the six TORX 25 screws andcarefully remove the carburetor cover. Tapping itlightly with a plastic mallet or the shaft of a screwdriv-er may facilitate this.
48
66. Remove the acceleration pump from the float cham-ber, TORX 20 screw head.
67. Remove the pump diaphragm and the return spring.Leave the non-return valve diaphragm, shown in thefigure, in place. Check that the diaphragms are un-damaged.
68. Remove the cover of the full-load valve, TORX 20screw.
69. Remove the full-load valve using a 1" ring spanner.When refitting this valve, tighten it to a torque of 11Nm (1.10 kpm/8.14 ft. lb.).
70. Remove the venturi cluster.
NOTE! The non-return valve for the accelerationpump’s fuel channel is located beneath the hollowscrew of the venturi cluster.
71. Unscrew the main jets from the float chamber using awide-blade screwdriver of at least 8 mm (0.31") width.
49
72. Unscrew the idle screws of both ports.
73. Clean the inside of the carburetor body using a mildcleaning agent such as paraffin. All channels shouldbe blown clean using compressed air.
74. Clean all the parts of the carburetor which you haveremoved. Blow all the channels in the venturi clusterand the hollow screw clean. Check that the dia-phragms of the acceleration pump and the full-loadvalves are undamaged.
75. Checking the choke housing
Remove the choke housing. Check that the choke’s vacu-um piston does not jam. Blow the vacuum duct clean us-ing compressed air. If necessary, remove the piston byunscrewing the choke spindle. Press in the stop rivet atthe piston rod and pull out the piston. If necessary, polishthe piston using an extremely fine emery cloth. Blow thevacuum duct clean using compressed air. Oil the shaftand the hub of the accelerating chamber lightly. Fit theparts. Do not forget to push the rivet back.
76. Replacing the float and seat valve
Press out the float pin and remove the float. To replacethe seat valve, unscrew the locking screws. The valvecan now be unscrewed using the adjusting nut.NOTE! Do not lose the nut which is loose on the valve.Lubricate the O-ring before fitting it, and place new gas-kets on the upper and lower sides of the adjusting nut.
Adjustment
77. Adjusting the float level
WARNING! Exercise extreme caution when adjust-ing the float level. There should be no smoking, na-ked flames or sparks in the working area. Bewareof moving parts of the engine such as belts andpulleys.
78. Unscrew the level plug with the engine idling and thegears in neutral. Undo the locking screw and turn theadjusting nut until the fuel level is level with the bot-tom of the level hole. Increase the speed of the en-gine a few times with the gears in neutral to check thesetting. Tighten the locking screw, holding it in posi-tion using a 16 mm (5/8") spanner. Replace the levelplug.
50
79. Setting the idling speed
The screws for controlling the idling mixture are locatedon either side of the carburetor body. If these screwshave been removed, the mixture must first be adjusted toa basic setting. With the engine switched off, screw in themixture control screws until they bottom. Do not screwthem in too hard, as this may damage their seats. Thenunscrew both screws a 3/4 turn (counterclockwise).
80. Run the engine up to operating temperature. Set theidling speed to 750 r/min using the idling mixturescrew. Use a workshop tachometer.
81. Connect a vacuum gauge to the outlet on the induc-tion manifold. Note the starting positions of the mix-ture control screws (screwdriver slot). Adjust bothscrews equally, 1/8 to 1/4 turn at a time until attainingthe highest possible value on the vacuum gauge. Re-set the idling speed to 750 r/min using the throttlestop screw. Then repeat the same procedure oncemore.
82. Setting the acceleration pump
Check that the plastic cam is in position 2. Set the adjust-ing screw on the pump lever so that it is in contact withthe pump rocker arm when the engine is idling.
83. Check the setting. The pump rocker arm will begin tomove as soon as the plastic cam moves if the settingis correct. At the same time, the setting should allowthe pump rocker arm to move slightly when the throt-tle is fully open. The clearance between the pumprocker arm and adjusting screw should be 0.40-0.50mm (0.016-0.020") when the throttles are fully open.
84. Check the operation of the throttle with the throttle ca-ble connected. Get someone to operate the throttlecontrols at the helm. The engine should be switchedoff. Remove the flame arrestor and observe the ventu-ri cluster. The slightest acceleration by the throttlecontrol handle should result in fuel being sprayed outfrom the jets towards the venturi. Adjust any clear-ance in the throttle control mechanism.
51
85. Adjusting the choke
The choke is adjusted in three stages: basic setting, set-ting the choke spring, and setting the choke balance.
A. Basic setting
86. Bend a wire with a maximum diameter of 0.70 mm(0.027"). The bent end should be no more than 3 mm(0.12") long.
1. Push the wire into the piston groove until it bottoms.Pull this wire out together with the piston until the wiregets caught.
2. Push the closed choke throttle gently with your finger.
3. The distance between the lower side of the chokethrottle and the wall of the carburetor body should bebetween 6.35 and 7.60 mm (0.25 and 0.30"). Meas-ure this using a drill shank.
4. When adjusting this setting, turn the adjusting screwinwards (clockwise) to reduce the gap and outwardsto increase it.
B. Setting the choke spring
87. Check that the ring of the bimetallic spring is posi-tioned around the choke arm in the choke housing (ifthe choke has been dismantled).
88. Turn the choke cover so that the adjustment mark isaligned with the correct adjustment mark on thechoke housing. This setting should be 7 marks fromthe left. Tighten the choke cover.
C. Setting the choke balance
1. The choke should be set correctly as specified in sec-tions A and B.
2. Throttles fully open.
3. Push the closed choke throttle gently.
4. Measure the distance between the lower side of thechoke throttle and the wall of the carburetor body.This gap should be at least 7.10 mm (0.28").
5. When adjusting the setting, bend the tang on the le-ver of the damper (below the choke housing).
52
Holley 4160 carburetor
434A, VP No. 857382-6Overhauling and checking
89. The carburetor’s structure and function
1. Carburetor body
2. Throttle housing
3. Float chamber, primary side
4. Float chamber, secondary side
5. Choke
6. Vacuum unit, secondary side
7. Float, primary side
8. Float, secondary side
9. Float valve, primary side
10. Float valve, secondary side
11. Fuel filter, gasket
12. Metering unit, primary side
13. Metering unit, secondary side
14. Main jets
15. Lever, acceleration pump
16. Idling mixture screws
17. Acceleration pump
18. Full-load valve (“power valve”)
19. Fuel jet, acceleration pump
20. Idle screw
21. Throttle control bracket
22. Feed pipe, primary and secondarysides
23. Feed pipe, acceleration pump
24. Cam, acceleration pump
25. Stop screw, secondary throttle
The Holley 4160 is a four-port, dual-stage downdraft carbure-tor. The carburetor has two separate fuel systems, one for theprimary side and one for the secondary side.
53
The carburetor is structured in modules comprising floatchambers (1), metering plates (2), throttle housing (3)and the carburetor housing (4) with its four ports (venturi).The diameter of the primary port is 34.00 mm (1.34"), andthe diameter of the secondary port is 32.00 mm (1.26").
90. Float chambers
The float chambers accommodate floats which are sus-pended on one side. The lever of each float actuates aseat valve (1) which is located in a plastic baffle. Thisvalve can be replaced. The inlet is provided with a brassmesh fuel filter. The primary side float chamber is linkedexternally to the secondary side float chamber.
91. First stage (primary side)
The primary side has two ports which are fed with fuelfrom the idling system, main metering system, full-loadsystem and the acceleration pump.
92. Idling system
This provides the engine with fuel when the throttles arewholly or partially closed. Fuel enters from the float cham-ber via the main jet (1) and goes on to the main vaporiz-ing chamber. From here, the fuel flows via a restrictor (2)into the idling mixture chamber. The fuel is mixed with airfrom the jet (3) in this idling mixture chamber. The fuel/airmixture is sucked down via a channel, where it is distrib-uted. Some of the mixture goes to the opening (5), whilemost of it is fed to the idle port (6). Adjusting screws (7)control the amount of fuel/air mixture at the port (6). Thedisks open in order to provide a smooth transition fromthe idling system to the main metering system.
93. Main metering system
This system works according to the venturi principle. Thismeans that air which flows via the tapered end of a tubehas the greatest flow rate, and the lowest pressure isfound in the narrowest part. This is utilized in the carbure-tor by placing the fuel emulsion tube’s opening into theventuri tube.
54
This opening has been designed as a venturi cluster (1)in order to increase the negative pressure still further.Fuel flows from the float chamber to the mixing channel(3) via the main jet (2). The fuel is then sucked up via thechannel and is mixed with air from holes in the channel(4). These holes are linked to the constrictions (5) locatedin the carburetor’s air intake. The fuel/air mixture issucked up via the main mixing channel and is fed to theopening on the fuel emulsion tube in the venturi cluster(1).
94. Full-load system
The full-load system is a part of the main metering systemand complements the same when the engine is run athigh speeds or at large loads. In both cases, the throttlesare fully open and the negative pressure in the inductionmanifold is at its lowest. The engine works with an excessof air, and more fuel must be supplied so that it can out-put more power.
A spring-loaded full-load valve or “power valve” (1) regu-lated by the negative pressure in the induction manifoldopens and allows more fuel to flow to the opening of thefuel emulsion tube. The full-load valve is numbered andshows the negative pressure at which it opens. For exam-ple, a valve marked “25” opens when the pressure dropsto 2.5" of mercury.
When the pressure in the induction manifold exceeds theopening pressure, the full-load valve closes and the extrafuel flow is throttled. This optimizes the carburetor andensures that it uses a small amount of gasoline atmid-range speeds, while still retaining the capacity forhigh power output.
95. Acceleration pump
This pump is of the diaphragm type and is located at thebottom of the float chamber on the primary side.
The acceleration pump has two functions:
1. To compensate for a shortage of fuel when the throt-tles open and air rushes in. This shortage of fuel isexplained by the fact that fuel is considerably “heavi-er”, that is to say, it has a higher density than air. Thisleads to the fuel feed becoming sluggish when rapidchanges are made to the throttle position, and a mix-ture of fuel and air which is too lean results.
2. To enrich the fuel mixture in order to compensate forthe fuel which condenses on the surfaces of the in-duction manifold when the throttle is opened quicklyat low speeds. A rapid drop in the negative pressuretends to condense the fuel.
The pump is actuated mechanically by the damper. Thedamper is fitted with a plastic cam (1) which actuates thelever (2) of the acceleration pump via a lever. The designof the cam and its position on the damper (holes num-bered 1 and 2 respectively) determine the capacity of thepump, and the profile of the cam determines how the fuelis distributed when the throttle opens. The lever is provid-ed with an adjusting screw (3).
55
Fuel runs down into the pump from the float chamber viathe open valve (3). When the pump lever pushes thepump diaphragm up, which diaphragm is fitted with a re-turn spring, this closes and forces fuel into a channel tothe metering plate. The fuel is then fed on to the jet (4) viaa long, diagonal passage. This jet opens and allows thefuel to flow out into the opening on the carburetor’s ventu-ri. When the pressure in the fuel channel has dropped,the valve (5) closes and prevents air from forcing its wayinto the acceleration pump housing and the passagefrom being sucked dry by the negative pressure in theventuri tube.
When the throttles are closed, the pump rocker armmoves to its original position and the return spring push-es the diaphragm down. Fuel flows through the openvalve (3) and fills the pump again.
96. Second stage (secondary side)
The second stage has two ports (venturi) which are fittedwith vacuum-controlled throttles.
Fuel is fed to separate idling and main systems. The de-sign and function are similar to those on the primary side.The throttle is coupled to the vacuum break (1) via an arm(2). A spring (3) is located on the upper side of the dia-phragm which endeavors to hold the throttle closed. Achannel links the vacuum break with the ports of the pri-mary side.
When a sufficiently large amount of air is flowing throughthe primary ports, the negative pressure on the upperside of the diaphragm will overcome the spring actionand the secondary side’s throttle (4) will begin to open. Ifthe negative pressure in the ports on the primary side isreduced, the spring will push down the diaphragm andthereby close the secondary throttle.
There is also a linkage to the primary throttle whose taskis to close the secondary throttle. This linkage is fitted forsafety reasons, to prevent a broken diaphragm spring inthe vacuum housing from locking the secondary throttlein the open position.
97. Choke
The carburetor is fitted with an electric choke. The chokecover contains a bimetallic spring which closes the chokethrottle when the engine is cold. When the engine is start-ed from cold, the bimetallic spring is heated electrically.When the engine has started, the piston (which is regulat-ed by the negative pressure in the induction manifold)drags the choke throttle to a preset position, known as the“qualified position.” The bimetallic spring causes thechoke throttle to continue opening. When the engine isswitched off and cold, the spring contracts and closes thethrottle.
56
Overhauling and adjustment
Technical data VP 857382-6Engine 434A, DP/SPMain jets
primary left (lever side) 68primary right (choke side) 59
Full-load valve (“power valve”) 25Choke setting 5 marks to the right
98. Removing the carburetor from the engine
Undo the carburetor’s protective cover, socket size 10mm. Remove the flame arrestor, socket size 11 mm. Re-move the electrical connection to the choke. Removethe throttle cable and the return spring. Undo the fuelpipe connections, spanner size 20 mm.
WARNING! Avoid spilling fuel.
99. Remove the carburetor from the induction manifold,Allen key size 1/4".
100. Removing the carburetor
NOTE! If the outside of the cover is dirty, clean it beforeopening the carburetor. Clean this carefully using abrush and carburetor cleaner, paint thinner or dena-tured alcohol such as methylated spirit.
WARNING! Work in a well ventilated area. Thereshould be no naked flames in the working area.
IMPORTANT! Do not use more cleaner than isabsolutely necessary, and use it for as little timeas possible. The carburetor must not be dipped inthe cleaning fluid in order to loosen contami-nants. The fluid may damage plastic and rubberparts.
All the carburetor’s gaskets and O-rings shouldbe replaced when it is overhauled. The gasketsurfaces should be cleaned using a mild solventsuch as paraffin. All channels, jets and passagesshould be blown clean carefully using com-pressed air.
101. Hold the carburetor horizontal with the flame arres-tor fitted. If you are using compressed air to dry thecarburetor and blow it clean, a plastic bag shouldbe slipped over the flame arrestor to protect it.Blow the carburetor clean from the top down-wards. Do not direct the flow of air in under thecarburetor. Remove the flame arrestor and dry theupper and lower sides of the carburetor with aclean, lint-free rag.
102. Place the carburetor in support no. 884620-6. Alter-natively, fit four M8 or 5/16" screws of a minimumlength of 45 mm (1.76") into the carburetor’s mount-ing holes in order to prop the carburetor up on“legs”.
103. Remove the float chamber’s screws on the primaryside. Remove the float chamber and the meteringunit together with the gaskets.
NOTE! The gaskets can be left in place. Tap theparts lightly using the shaft of a screwdriver or aplastic hammer. Pull out the feed pipe between thefloat chambers. Replace the O-rings in the connec-tions on the float chambers.
104. Clean away any remaining pieces of gasket using amild cleaning agent such as paraffin. Never use aknife or a piece of metal, as this may scratch thesurfaces.
105. Repeat this procedure on the secondary side. Re-move the metering unit and the gasket. Discard thegasket. Remove the plate and gasket on the carbu-retor body. Loosen the gasket using a solvent.
57
106. Dismantle the choke.
First remove the locking pin which retains the chokelinkage.
IMPORTANT! Note the choke setting in relation tothe thermostat housing and choke housing so thatthe thermostat housing may be replaced in thesame position.
107. Remove the choke thermostat housing by removingthe three cross-head screws. Remove the chokehousing.
108. Remove the linkage to the vacuum break from thearm of the damper. Remove the circlip with pliers.Remove the vacuum break from the carburetorbody.
109. Remove the throttle housing, which is held in posi-tion by 8 screws. Tap it with a plastic hammer sothat the gasket loosens. Discard the gasket. Nomore parts in the throttle housing are to be re-moved.
110. Clean the inside using a brush and a mild cleaningagent such as paraffin. Clean away any remainingpieces of gasket using a mild solvent such as paraf-fin. Never use a knife or a piece of metal, as thismay scratch the surfaces. Blow the idle vents cleanusing compressed air.
IMPORTANT! Steel wire or similar must not be usedfor cleaning the fuel channels.
111. Remove the acceleration pump cover (1), the dia-phragm (2) and the spring from the float chamberon the primary side. Clean this in the same manneras described above.IMPORTANT! Take care to ensure that no solventcomes into contact with the float or the diaphragm inthe pump. Check that the diaphragm is not dam-aged.
58
112. Check that the non-return valve (rubber seal) (3) isundamaged so that the pump can fill up withoutproblems. If necessary, replace the gasket. Cleanthe holes in the float chamber before putting on thenew seal.
113. Remove the fuel line nipple. Check the fuel filter (4)and clean it if necessary. Put on a new gasket andfit the nipple in the float chamber.
Pull the acceleration pump pipe out of the metering plate.Discard the O-rings. Remove the full-load valve (“powervalve”) on the primary side, socket size 1".
Brush the metering plate clean and blow all the passagesclean using compressed air.
Fit the full-load valve and a new gasket. Tighten the valveto a torque of 11 Nm (1.10 kpm/ 8.14 ft.lb.). Fit the mainjets.
Fit the idle needles and new cork gaskets. Replace theacceleration pump pipe and fit new, lightly oiled O-rings.
114. Replacing the float, primary and secondary sides
Remove the float (1) by removing the circlip on the floatpin (2). Pull out the float and its spring.
Remove the float valve. The needle and seat are locatedbehind a baffle (3). This guard is fixed in a groove in thefloat chamber. Pull the guard out of the float chamber.
Lift up the needle (4) from the seat (5). Unscrew the seat.Put a new gasket under the seat.
Replace the parts in reverse order. Ensure that the lever(6) on the needle is positioned correctly.
Adjust the float as described in the section entitledAdjusting the float level.
115. Replacing the jets
Unscrew the main jets using a wide-blade screwdriver ofat least 8 mm (0.31") width. Unscrew the idle needle withthe cork gaskets.
116. Replacing the diaphragm in the vacuum break,secondary side
Undo the 4 screws. Tap the cover lightly with the shaft ofa screwdriver to separate the parts. The spring and thediaphragm (1) can now be replaced.
Blow the jet (2) clean. Replace the cork gasket (3).
59
Remove the ejector jet and gaskets (1) in the accelera-tion pump. Turn the carburetor body over and let the nee-dle (2) in the jet drop into your hand. Blow this clean us-ing compressed air. Always fit new gaskets.
Avoid removing anything else from the carburetor body.
117. Replacing the acceleration pump cam
Note the position (numbering on the screw hole) in thewasher on the damper. Press the acceleration pump feedarm down. Unscrew the cam. Fit a new cam in the samehole.
Adjusting the carburetor118. Adjusting the float level
WARNING! Exercise extreme caution when adjust-ing the float level. There should be no smoking,sparks or naked flames in the working area. Be-ware of moving parts of the engine.
The primary and secondary floats are both adjusted inthe same way. Drain the float chamber of gasoline andremove the float chamber. Turn the float chamberupside-down. Carefully bend the bent tang (1) which is incontact with the float valve. Adjust the tang so that thefloat is parallel to the float chamber when it closes thevalve (hold the float chamber upside-down). Clean awayany remaining pieces of gasket, fit a new gasket and re-place the float chamber.
119. Setting the acceleration pump
Check that the plastic cam is fitted and that its upper holeis in the position marked 1.
Set the adjusting screw on the pump lever so that it is incontact with the pump rocker arm when the engine isidling.
60
Check the setting. If the setting is correct, the pump rockerarm will begin to move as soon as the plastic cam moves.At the same time, the setting should allow the pump rock-er arm to move slightly when the throttle is fully open. Theclearance between the pump rocker arm and adjustingscrew should be 0.25-0.40 mm (0.010-0.016") when thethrottles are fully open.
Check the operation of the throttle with the throttle cableconnected. Get someone to operate the throttle controlsat the helm. The engine should be switched off. Removethe flame arrestor and observe the venturi cluster on theprimary side. The slightest acceleration by the throttlecontrol handle should result in fuel being sprayed outfrom the jets towards the venturi. Adjust any clearance inthe throttle control mechanism.
120. Adjusting the choke
The choke is adjusted in three stages: basic setting, set-ting the choke spring, and setting the choke balance.
A. Basic setting
Push the choke piston against the adjustable stop screw(1) using a steel wire or the like. Be careful not to damageany parts.
Push the choke housing arm closed so that there is noplay in the linkage to the throttle.
Check the choke opening. The distance between the low-er side of the choke throttle and the wall of the carburetorbody should be 6.50 mm (0.26"). Measure this using adrill shank. Adjust using the stop screw, inwards for asmaller opening and outwards for a larger opening.
IMPORTANT! Ensure that the stop screw is not screwedso far out that the piston can pass the screw and therebysustain damage.
B. Setting the choke cover
Check that the ring of the bimetallic spring is coupled tothe choke arm (if the choke has been dismantled).
Turn the choke cover so that the adjustment mark isaligned with the correct adjustment mark on the chokehousing. This setting should be 5 marks to the right of the0 mark (see figure).
If a richer or leaner mixture is required while the engine iswarming up, the choke cover can be turned one mark at atime. Turning the cover counterclockwise (left) makes themixture richer, while turning it clockwise (right) makes itleaner. Never adjust this by more than two marks from theposition specified – see above.
61
C. Setting the choke balance
The choke should be set correctly.
The primary throttle should be fully open.
Push the closed choke throttle gently. Measure the dis-tance between the lower side of the choke throttle andthe wall of the carburetor body. This gap should be 7.60mm (0.30"). When adjusting the setting, bend the stud (1)on the damper.
121. Secondary throttle stop position
Unscrew the adjusting screw until the throttles are fullyclosed. Screw in the screw until it makes contact with thelever stop lug. Screw in the screw a further 1/4 turn.Check that the throttles cannot be turned so far in thatthey get stuck in the ports. Adjust the screw again if re-quired.
122. Idling adjustment
Start by setting the idling mixture by screwing in the idlingmixture screws until they bottom gently against the seats.
IMPORTANT! Tighten them only gently, otherwise thejets and seats may be damaged.
Then screw the jets out by 3/4 turn.
Run the engine up to operating temperature. Set theidling speed to 750 r/min using the idle screw.
Turn the idling mixture screws in so that the enginespeed decreases. Unscrew both screws until the engineis running at the correct speed. Unscrew the screws tothe same extent on both sides. The idling speed shouldbe 750 r/min.
62
63
Chapter 4B Cylinder heads
Removal of related parts
1. Remove the carburetor’s protection cover, wrenchsize 10 mm. Remove the flame arrester, wrench size11 mm.
2. Loosen the throttle wire from the control mechanism.Unscrew the fuel pipe, wrench size 17 mm.
3. Remove the carburetor together with the brackets forthe protection cover, wrench size 1/2".NOTE! Do not forget to loosen the choke’s electricalconnection. (Illustration shows the 431-engine.)
4. Remove the hoses from the thermostat housing. (Il-lustration shows an early version.)
5. Remove the spark plug cables from the spark plugs.Loosen and pull out the distributor, wrench size9/16".
64
6. Loosen the temperature sender connection, wrenchsize 3/8".
7. Loosen the cable loom at the rear right hand side (ifthe right hand cylinder head is to be removed).Wrench size 9/16".
8. Remove the intake manifold, socket size 9/16".
9. Remove the exhaust manifold(s). Unscrew the twoouter bolts and replace them with guide pin884609-9. The pipe can then hang on these until theremaining four bolts have been removed. Wrenchsize 9/16"
10. If the left hand cylinder head is to be lifted, the alter-nator and any servo pump must be removed. Wrenchsize 14 mm. Slacken the alternator belt first, wrenchsize 13 mm.
65
Chapter 4C Cylinder heads
Overhauling the coolingsystem
1. Remove the coolant hoses from the thermostat hous-ing. Check the condition of the hoses. (Illustrationshows an early version.)
2. Remove the thermostat housing from the intake mani-fold, socket size 9/16". (Early version.)
3. Remove the circlip and take out the thermostat.Use two screwdrivers. Early style of thermostathousing has a circlip with eyelets for circlip pliers.
4. Where necessary, check the thermostat opening tem-perature by immersing the thermostat in hot water.The thermostat should start opening at 62°C (144°F)and should be fully open at 72°C (162°F).
5. Loosen the belt tensioner and remove the V-belt.Wrench size 13 mm.
6. Remove and inspect the circulation pump. Wrenchsize 9/6". Any evidence of damage or wear requiresthe replacement of the pump as an assembly. Re-move the pulley and install it on the new pump.Wrench size 5/8".
66
7. Remove the collant hoses from the sea water pump.Remove the pump bracket from the pump. Wrenchsize 1/2".
Remove the pump bracket from the engine block.Wrench size 14 mm.
Remove the pump from the harmonic balancer, 5/16"(Allen wrench).
8. Remove the pump cover and pull out the pump hous-ing using slip joint pliers. Remove the circlip and sep-arate the pump and bearing housing. Take care of theseal ring and washer. Check the ball bearing and re-place if necessary. Lubricate the ball bearing thor-oughly with grease and assemble the pump in the re-verse order. Install the cover using a new gasket.
Changing the exhaust riser’s gaskets
9. When changing the gaskets between the exhaustpipe and the exhaust riser, the new configuration, in-cluding a flange, should be used. The new gasketshave been fitted in engines with serial numbers fromaround 4100137346 and upwards, but they shouldalso be used in older engines.
10. Drain the cooling water from the exhaust pipe and ris-er by undoing the hose at the nipple (A). Remove theexhaust riser. Carefully clean the gasket surface onthe exhaust pipe and riser. Fit the new gaskets asshown in the figure.
NOTE! The middle gasket should be turned so thatthe flange and the word “UP” are facing upwards.
11. Fit the exhaust riser and tighten the screws. Tighten-ing torque: 25 Nm (2.50 kpm/18.50 ft.lb.). Fit the hose.
67
Chapter 4D Cylinder heads
Overhauling the valve system
Carry out steps 1-10 in 4B.
1. Remove the valve cover(s) and remove the gasket.Wrench size 3/8". (Early models Torx TX 27.)
2. Remove the rocker arms and push rods, socket size5/8". Remove the valve lifters if the engine block is tobe overhauled.
NOTE: Place the rocker arms, rocker arm balls, pushrods and valve lifters in the same order as were in thecylinder heads. Mark their position so they can be in-stalled in their original position when reassembling.
3. Remove the cylinder head(s) and remove gasket.Socket size 5/8".
4. Remove the valves and springs. Use tool 9986052-0.
5. Remove the valve lock, upper washer, lower washerand spring. Remove the O-ring from the valve stemand take out the valve.NOTE! Place the valves in a marked rack, so that theycan be fitted back to their original seats.
68
6. The intake valve has an extra seal on the valve guide.Carefully remove the upper circlip using a smallscrewdriver or similar. Pry apart and remove the low-er circlip using circlip pliers. Remove the seal.
7. Remove any carbon deposits and remains of gaskets(1) from the cylinder head. Make sure there are nocracks in the combustion chamber, valve seats orcoolant channels (2).
8. Check the flatness of the cylinder head. Use a steelruler and feeler gauge.A = Lengthwise directionB = Diagonally
9. Clean the valve guides using tool 884630-5.
10. Clean the valve seats using a reamer. The valve seatangle should be 46°. The same angle applies for in-take and exhaust. The seat width should be 0.80-1.60mm (0.031-0.062") for intake and 1.60-2.40 mm(0.062-0.094") for exhaust.
11. Check the valves and valve guides for wear. (Lowerthe valve approx. 1.5 mm (1 /16") when checking.
Permitted clearance:Exhaust: 0.025-0.120 mm
(0.001-0.0047")Inlet: 0.025-0.094 mm
(0.001-0.0037")
69
12. Where the clearance is excessive, the valve guidesshould be reamed to the next oversize. Use reamerkit 884991-1 which contains reamers for 0.015" OSand 0.030" OS. The appropriate oversize valveshould then be used.
13. If necessary, machine the valves in a valve grindingmachine. The angle should be:Exhaust valve: 45°Inlet valve: 45°
Minimum valve edge height after machining: 0.8 mm(0.0315")
14. Ensure that valves and valve seats are seating prop-erly. Apply marking dye to the valve seating surfaceand rotate it with light pressure against the seat. If thedye is not evenly distributed over the entire valve seatsurface (the valve is not sealing correctly), the valveshould be re-machined or the seat should be re-ground , and a new check carried out until the desiredresult is obtained.
15. Check the valve springs (without damper):Length without load: 51.6 mm (2.03")Length with 334-370 N: 44.0 mm (1.70")Length with 853-905 N: 31.7 mm (1.25")
16. Check the wear on the rocker arm bolts. Bolts withdamaged threads or that are loose in the cylinderhead must always be replaced with new ones.
17. Pull out the rocker arm bolt using tool 884627-1.Place the longer sleeve on the bolt and tighten thenut to the end of the thread. Unscrew the nut andlengthen the sleeve length with the shorter sleeve,pull out the remaining part of the bolt.
430A, 431A:
18. If necessary, ream to oversize. Use tool 884632-1.NOTE! Installation of O.S. rocker arm bolt must al-ways be preceded by reaming as the cylinder headcan be cracked otherwise.
70
430A, 431A:
19. Fit new rocker arm bolt. Apply a thin coating of hypoidoil to the bolt’s press surface. Tap down the bolt untilit bottoms using tool 884629-7.NOTE! Place the cylinder head completely flat on apiece of wood or similar to avoid damage to the seal-ing surfaces or deformity.
430B, 431B, 432A, 434A:
20. Spread a little oil on the new rocker screws. Fit thescrews in the cylinder head.
Tightening torque: 47 Nm (4.70 kpm/34.8 ft.lb.).
21. Clean the cylinder head so that no dirt or swarf re-mains in e.g. the valve guides. Blow clean with com-pressed air.
22. Install the valves. Lubricate the valve stem and fit thevalve in its original seat. Fit new seals on the inletvalve guide.
23. Assemble the valve spring (with damper) (1), springprotector (2), valve spring retainer (3) (inlet) and rota-tor (4) (exhaust).
Compress the spring with the valve spring compres-sor, and install the seal ring (5) in the valve stem bot-tom groove. Fit the valve keepers (6) in the uppergroove by using grease to keep them in place. Re-move the valve spring compressor and install the re-maining valves.A = Inlet valveB = Exhaust valve
71
VALVE LIFTERSIf there is noise in one or more of the lifters, all liftersshould be disassembled and cleaned.
Noise can have other causes than faulty lifters. See faultdiagnosis below.
FAULT DIAGNOSIS VALVE LIFTERS• Spontaneous noise when starting the engine: This
is quite normal and is due to oil having been drainedfrom the lifters when the engine has been stopped forsome time. It takes a few seconds for the lifters to fillagain after starting.
• Spontaneous noise at idling, disappears with in-creased engine speed: This is an indication of wornvalve ball or dirt in the lifters.
• Noise at idling or when engine oil is hot, quiet athigher engine speed or with cold engine oil: Liftersthat leak a lot of oil.
• Noise at high engine speed, but quiet at low speed:Oil level above max on the oil dipstick – the crank-shaft whips the oil to foam, which causes the noise inthe lifters. Too low oil level – the oil pump sucks air athigh engine speed or when the boat rolls. Air in theoil can cause noise in the lifters.
24. Press down the piston using a push rod and removethe circlip using a screwdriver. Release the push rodand remove the internal parts.
1. Roller2. Lifter body3. Plunger spring4. Ball check retainer5. Ball check spring6. Ball7. Plunger8. Oil metering valve9. Push rod seat
10. Retaining ring
25. Loosen the ball holder using a screwdriver.
Clean all parts and inspect them carefully. If any ofthe internal parts are found to be worn the completevalve lifter should be replaced.
26. Place the ball and spring in the piston and fit the ballholder using a screwdriver.
72
27. Place the piston spring on the piston and insert intothe valve lifter.NOTE! The oil holes in lifter body and piston must lineup.
Fill the lifter with SAE 20 oil and press down the pis-ton using a 3 mm (1/8") drift (1) so that the oil holesalign.NOTE! Do not pump the piston.
Insert a 1.5 mm (1/16") drift (3) through the oil hole (2)so that the piston is locked in its bottom position. Re-move the 3 mm (1/8") drift and fill the lifter with SAE20 oil again.
Fit the valve, push rod seat and circlip. Press downthe seat and remove the 1.5 mm (1/16") drift.
28. Coat the bottom of the lifter with “Molykote” or equiva-lent and install the lifters in their original lifter-bores.
NOTE! New valve lifters should always be used whena new camshaft has been installed. Fill the lifters withoil and coat the bottom with “Molykote” or equivalent.
73
Chapter 4E Cylinder heads
Assembling the cylinder head
1. Make sure that the contact surfaces are clean. Thecylinder head bolts and hole threads in the blockmust be clean so as not to affect the tightening torque.
2. Apply a thin coating of sealing compound, Locktite518 or similar, to both sides of the gasket. (Applies tosteel gaskets only). Use a short fibre roller or brush.
NOTE! Composite gaskets should be fitted dry.
3. Locate the cylinder head gasket. Fit the cylinderhead. Fit in the head on the two guides.
4. Fit the cylinder head bolts. Apply “Permatex” or simi-lar sealing compound. Tighten in two steps and in theorder illustrated above. The arrow indicates the frontdirection.
Step 1 50 Nm (5 kpm/36 lbf.ft)Step 2 90 Nm (9 kpm/66 lbf.ft)
Valve Mechanism
5. Install the push rods in the same location they hadwhen removed. Fit the rocker arms, rocker balls androcker arm nuts in the same order they were re-moved. When rocker arms or rocker balls are in-stalled, they should be lubricated with “Molykote” orequivalent.
74
Adjusting the valve clearance430A, 431A
6. The engine has hydraulic valve lifters, and can be ad-justed during re-assembly. Tighten the adjustment nutuntil the rocker arm touches the valve and push rodand a slight resistance can be felt when turning thepush rod. Thereafter tighten 3/4 additional turn.
A. Turn the engine until the no. 1 piston is in the firingposition. Check the marking on the vibration damper.Valves for no. 4 should be rocking.NOTE: With the engine in this position, the followingvalves can be adjusted:
Exhaust: 1-5-6Inlet: 1-2-3
B. Turn the engine one revolution (360 degrees) untilthe No. 4 piston is in firing position, no. 1 valvesshould be rocking. Check the marking on the vibra-tion damper. With the engine in this position, the fol-lowing valves can be adjusted:
Exhaust: 2-3-4Inlet: 4-5-6
Adjusting the valve clearance 430B,431B, 432A, 434A7. Engines fitted with rocker arm screws with collars do
not require the valve clearance to be set. The rockerarm nut needs only to be torque-tightened.
Tightening torque: 27 Nm (2.70 kpm/20 ft.lb.).
75
Chapter 4F cylinder heads
Installing the related parts
Installing the intake manifold1. Fit the intake manifold using new gaskets and seal
the surfaces A and B with silicone rubber, part No.841261-1. All sealing surfaces must be clean. Tightenaccording to sequence C and torque to 47 Nm (4.7kpm/34 lbf.ft) according to D. The arrow indicates frontdirection.
NOTE! Do not forget the engine’s lifting eyes. The eyewith two holes should be fitted on the right hand side– rear, the other one on the left hand side – front.
2. Fit the valve covers; use new gaskets. Tighten to 10Nm (1 kpm/7.5 lbf.ft). Wrench size 3/8". (Early modelsTorx TX 27.)
3. Fitting the exhaust manifold
Screw in the two guide pins 884609-9 and hang on theexhaust manifold. Use new gaskets and spring washers.Locate the gaskets with the metal side facing outwards.
4. Tighten the manifold and replace the guide pins. Ap-ply “Molykote” or similar to the bolt threads.NOTE! The alternator bracket is fastened with the twofront bolts on the left hand exhaust manifold. Tightento 35 Nm (3.5 kpm/25 lbf.ft). Wrench size 9/16".
5. Fit any steering servo pump with bracket on the lefthand cylinder head. Do not forget the clip for the cool-ant hose to the thermostat housing. Wrench size14 mm.
6. Fit the alternator bar and the V-belt to the alternatorand any steering servo pump. The V-belt should betensioned so that it can be depressed 8-10 mm(0.315"-0.394") midway between the pulleys, usingthumb pressure.
76
Engine 430A/B, 431A/B
7. Fit the bracket for ignition coil and main fuse.
Engine 430A/B, 431A/B
8. Fit the distributor as follows:
Screw out the No. 1 spark plug. Hold a finger over thespark plug hole and rotate the engine slowly until there iscompression (i.e. the No. 1 valves do not rock). Set theignition mark on the vibration damper right opposite “0”on the ignition setting plate. Turn the distributor rotor sothat it points between the spark plug cables for No. 1 andNo. 6 in the distributor cover. Fit the distributor and con-nect the electrical cables.NOTE! Do not forget the gasket between intake manifoldand distributor.
Engine 432A, 434A
9. See chapter Electronic ignition system, Fitting, Distrib-utor pages 103-104.
10. Install the carburetor with new gaskets. At the sametime, fit the brackets for the carburetor cover; do notforget the spacer sleeves between bracket and car-buretor for the front bracket. (Certain models only.)Tighten to 16 Nm (1.6 kpm/11.6 lbf.ft). Fit the fuelpipe.
11. Connect the electrical cables for the choke and tem-perature sender.
77
This chapter covers the engine block and related parts as follows:
Procedure Page
5A. Removing the related parts ........................................................................... 79
5B. Overhauling the crankshaft assembly .......................................................... 81
5C. Overhauling the camshaft ............................................................................ 91
5D. Overhauling the balance shaft, 432A, 434A ................................................. 97
5E. Fault-tracing and repair, ignition system ....................................................... 99
5F. Installing related parts ................................................................................. 111
Chapter 5 Engine block
78
79
Chapter 5A Engine block
Removal of related parts
1. Remove the starter motor and flywheel housing.Wrench size 9/16".
2. Remove the fuel pump and sea water pump. Wrenchsizes 3/8" and 17 mm for the fuel pump, 5/16" Allenwrench and 14 mm for the sea water pump.
3. Remove the fuel filter.
4. Loosen the belt pulleys and remove the circulationpump. Remove the pulley from the vibration damp-er. Sleeve size 5/8"
80
81
Chapter 5B Engine block
1. Remove the front vibration damper. Use puller884608-1.
2. Remove the timing gear cover, wrench size 3/8".
3. Loosen the three bolts for the camshaft gear and re-move the gear and chain. Wrench size 1/2".
4. Remove the rear vibration damper. Remove the fly-wheel. Loosen four bolts completely and two boltspart way.
Overhauling the crankshaftassemblyRemoval
82
5. Pry off the flywheel, the partially loosened bolts willact as stops. Remove the bolts and remove the fly-wheel.
6. Turn the engine and remove the oil dipstick pipe,wrench sizes 21 mm and 9/16". Remove the oil pan.Wrench sizes 3/8" and 1/2".
7. Remove the crankshaft gear (only when replacingdrive or crankshaft or grinding the crankshaft). Usepuller 884528-1.
8. Remove the oil pump. Wrench size 5/8".
9. Measure the crankshaft axial clearance (end play)
Min. 0.05 mm (0.0020")Max. 0.15 mm (0.0059")
10. Measure the connecting rods axial clearance (sideplay) on the crankshaft journal.
Min: 0.15 mm (0.0059")Max: 0.36 mm (0.0142")
83
Pistons
11. Remove pistons and connecting rods. Each connect-ing rod and bearing cap should be marked, begin-ning from the engine’s timing gear end. Cylinder 1, 3and 5 are located in the left hand cylinder block and2, 4 and 6 in the right hand block (engine turned rightside up). Loosen the big end bearing cap, wrenchsize 9/16". Press out the piston and connecting rodthrough the cylinder. Use tool 884944-0 on the con-necting rod bolts as protection and guide when press-ing out.
12. Place piston with connecting rods in order in a rack.Measure the cylinder bores using a cylinder indicator.Measuring for the greatest wear should be done im-mediately below the upper turning point and diago-nally across the engine. Measuring for the smallestwear is done at the lower turning point. For cylinderbore, see “Technical Data”. Measure the pistons us-ing a micrometer perpendicular to the piston pin holeand approx. 6 mm (0.236") from the lower edge. Forpiston diameter, see “Technical Data”.
Piston rings
13. Remove the piston rings using piston ring pliers.Clean the piston ring grooves.
14. Measure the new piston ring gaps using a feelergauge. Insert the ring approximately 6.5 mm (1/4")into the cylinder in which it is going to be used. If nec-essary, increase the gap using a special file. The gapshould be:
Upper compression ring 0.25-0.76 mm (0.010-0.030")Lower compression ring 0.25-0.89 mm (0.010-0.035")Oil ring 0.38-1.65 mm (0.015-0.065")
84
15. Measure the piston ring clearance by first rolling thepiston rings in the groove. Measure the clearance inseveral places using a feeler gauge.
The clearance should be:Compression rings: 0.03-0.11 mm (0.0012-0.0042")Oil ring: 0.05-0.20 mm (0.002-0.008")
16. Press out the wrist pin using tool 884682-6.
17. Clean the parts thoroughly and measure the wrist pinusing a micrometer and the wrist pin hole of the pis-ton with an inside micrometer. If the combined clear-ance is more than 0.025 mm (0.0010"), the piston andwrist pin should be replaced.
18. Press in the wrist pin using tool 884682-6. The wristpin is interference fitted in the connecting rod by0.02-0.04 mm (0.0008-0.0016").
19. Install the piston rings. Use piston ring pliers. Startwith the oil ring. The compression ring markingshould face towards the top of the piston. Turn thepiston rings so that the gaps are spaced 120° apartfrom each other.
85
Crankshaft seal
20. The rear crankshaft seal can be replaced after the fly-wheel housing and flywheel have been removed. Pryout the seal using a screwdriver at the tabs shown inthe diagram.
21. Before installing the new crankshaft seal, it should belubricated with engine oil. Press in the crankshaft sealuntil it bottoms.
Gasket for crankshaft seal housing
22. The crankshaft seal housing gasket can be replacedafter the flywheel housing, flywheel, oil pan andcrankshaft seal have been removed. When refittingthe seal holder tighten the bolts to 13-16 Nm (1.3-1.6Kpm/9.5-11.7 lbf ft).
Crankshaft
23. Remove the crankshaft. Place the marked main bear-ing caps and bearing insert in the same order as theywere in the block.
24. Check the connecting rod and main bearing journals.Use a micrometer. Measure in several places aroundthe circumference and lengthwise. The out of roundfor both big end and main bearing journals must notexceed 0.025 mm (0.0010").
The taper must not exceed 0.025 mm (0.0010") onany of the journals. If the measured values are nearor exceed the above, the crankshaft should be ma-chined to the nearest undersize. See “TechnicalData.”
If the engine is to be completely overhauled, refer topoint 187, page 149, Camshaft overhaul.
Assembly
25. Locate the main bearing inserts in the block and maincaps.NOTE! The main bearing closest to the flywheel alsofunctions as a thrust bearing.
26. Lubricate the bearing inserts and install the crank-shaft.NOTE! Do not lubricate the backside of the bearing. If thecrankshaft has been machined, it must have been thor-oughly washed and cleaned.
86
27. Lubricate the main bearing insert in the caps and in-stall them according to the previous marking.NOTE! The arrow marking points towards the front ofthe engine.
28. Coat the bolt threads using “Molykote” or equivalent.Torque the all the main bearing caps to 108 Nm (11kpm/80 lbf.ft) except the rear one. The rear bearingcap bolts shall be torqued to 14-16 Nm (1.4-1.6 kpm/10-12 lbf.ft).
29. Using a lead mallet, carefully strike each end of thecrankshaft so that the crankshaft settles in place. Firstmove it backwards, and then forwards. Retorque allthe main bearing caps to 108 Nm (11 kpm/80 lbf.ft).
30. Install the crankshaft seal housing with a new gasket,tighten the bolts to 13-16 Nm (10-12 lbf.ft). Press inthe crankshaft seal until it bottoms. The seal shouldbe lubricated with engine oil.
31. Fit the bearing shells in the connecting rod and caps.Lubricate the cylinder bores, pistons and connectingrod bearings with engine oil. Turn the crankshaft sothat the rod journal is the bottom position for the cylin-der where the pistons will be installed. Fit the pistonsin their original cylinders according to the markingdone earlier. Screw tool 884944-0 onto the connect-ing rod bolts. Check that the marking on the piston isfacing the front of the engine and that the piston ringgaps are 120° displaced from each other. Use a pis-ton ring compressor and push the piston down intothe bore using a hammer handle.
87
32. Pull the connecting rod in place and remove the tool884944-0. Fit the connecting rod caps according tothe markings. Lubricate the threads and tighten usinga torque wrench. Tightening torque; 61 Nm (6.2 kpm/45 lbf.ft). Check that the crankshaft can be turned.
Lubricating oil pump
Overhauling
33. Remove the oil pump cover (5). Mark the gear wheels(3, 4), so that reassembly can be done with the sametooth engagement. Remove the gears. Remove thepressure relief valve. Knock out the lock pin (8) andremove the spring (7) and piston (6). Do not removethe oil strainer (10) unless it will be replaced. Cleanall parts and dry with compressed air. Check that thepump housing is not worn or that the drive shaft hasno play due to wear. If the pump housing or the gearwheels are worn, the entire pump should be re-placed. Reassemble in the reverse order. The cover(5) should be torqued to 9 Nm (0.9 kpm/6.6 lbf.ft).
34. Replacing the oil strainer: Hold the pump in a vice,using protective jaws. Reference or mark the angle ofthe strainer. Remove the old strainer. Install the newstrainer using tool 884943-2.
Install the oil pump. Torque to 81-94 Nm (8.2-9.5 kpm/60-69 lbf.ft). Wrench size 5/8".
35. Install the crankshaft gear. Use tool 884530-7.
36. Install the camshaft gear according to points 24-28,chapter 5C.
37. Clean the oil pan gasket surfaces. Place the new gas-ket on the block. Put a small bead of sealing agent(silicone, part no. 841261-1) on the corners of the oilpan, see arrows.
88
38. Install the oil pan. Torque the bolts to 11 Nm (1.1 kpm/8 lbf.ft) and the nuts to 22 Nm (2.2 kpm/16 lbf.ft).
39. Install the flywheel. Coat the inside with an anti-rustagent, “Tectyl” or equivalent. Lubricate the threadsand torque diagonally to 82 Nm (8.2 kpm/59 lbf.ft).NOTE! Use a drift as a counterhold as shown in thepicture.
40. Install the rear vibration damper.
41. Install the front vibration damper. Apply a thin coat ofoil to the journal and the vibration damper’s contactsurface against the sealing ring. Use tool 884608-1.Hold still by inserting a screwdriver in the flywheelring gear.
Overhauling the flywheel housing(13" flywheel) 430A, 431A
42. This flywheel housing is designed for a 13" flywheel.The shaft is mounted in two ball bearings in the hous-ing.
43. Inspect the flywheel housing and replace defectiveparts. Press in and out bearings and seals using tools884359-1, 884596-8 and 884599-2. Note how theseals are fitted (what way they are facing) before re-moval. Remove in the following order:
Remove seal (1) and the retainer rings (3) and (4).Press the primary shaft (2) together with the bearing(5). Remove the retaining ring (6) before pressing thebearing off the primary shaft. Thereafter, remove theseal (9) and retainer ring (8). Bearing (7) can then bepressed out.
Assemble in the following order:
Press on front bearing (7) and fit the retainer ring (8).Press the rear bearing (5) onto the primary shaft andsecure with retainer ring (6). Press in the primaryshaft into the flywheel housing and install retainerrings (4) and (3). Install a new seal ring (9).
NOTE! Carefully grease the seals before they are in-stalled. Turn the seals the correct way when install-ing.
Fill the space marked “A” with water resistant bearinggrease. Replace the plug (10) with a grease nipple.Use a grease gun and force grease out through therear bearing (4). Install a new seal ring (1).NOTE! Install it with the “opening” facing outwards.
89
Overhauling the flywheel housing(14" flywheel)430B, 431B, 432A, 434A
44. This flywheel housing is designed for a 14" flywheel.The shaft is mounted in a ball bearing in the housingand in a sliding bearing in the crankshaft.
45. Inspect the flywheel housing and replace any faultyparts. Bearings and seals are pushed in and out us-ing special tools 884838, 884596 and 884359. Notehow the sealing rings are fitted (the direction in whichthey are turned) before removing them.
Dismantle in the following order:
Remove the seal (1) and the circlips (2). Push out theshaft (3) and the bearing (4) using a rubber mallet. Thenremove the seal (5), followed by the circlip (6). Push thebearing off the shaft.
Fit in the following order:
Put on the new sealing ring (5) using special tool no.884838.
NOTE! The seal should be fitted with the opening facingoutwards.
Push a new bearing onto the shaft. Use special tool884596. Put on the circlip (6). Fill cavity (A), between thebearing and the sealing ring, with water-resistant ballbearing grease.
Fit the shaft in the flywheel casing. Use special tool no.884596 and push the shaft into position. Ensure that thecirclip (6) abuts against the groove in the tool. Put on thecirclips (2). Fill the cavity (B) with water-resistant ballbearing grease. Fit a new outer seal (1) using special tool884359.
NOTE! The opening on the sealing ring should face out-wards.
46. Coat the exposed portions of the primary shaft withrust inhibitor before installing the flywheel housing.Lubricate the bolts and install the flywheel housing.Torque to 41 Nm (4.1 kpm/30 lbf.ft). Wrench size9/16".
47. Install the protection plate to the flywheel housing.Wrench size 5/16".
90
91
Chapter 5C Engine block
Overhauling the camshaftRemoval1. Remove the related parts according to 4B, remove
the valve system acc. to 4D steps 1-2. The cylinderheads do not need to be removed.
2. Remove the circulation pump and the sea waterpump bracket. Wrench size 9/16".
3. Remove the sea water pump, Allen key 5/16".
4. Remove the belt pulley, wrench 5/8".
5. Remove the vibration damper, use puller 884608-1.
6. Remove the timing gear casing, wrench size, 3/8".
7. Check the chain and chain gear wear. Tighten oneend of the cam chain by turning the crankshaft orcamshaft. Measure the distance from a referencepoint on the engine block to the tensioned chain’souter edge midway between the chain gears. Tightenthe cam chain’s other end and measure again fromthe same reference point. The slackness should bemax. 9.5 mm (0.374") at the chain’s midway point.
8. Remove the cam chain gear and the chain. Wrenchsize 1/2".
92
9. 430A/431A (mech. fuel pump): Remove the fuelpump. Wrench size 17 mm for the fuel pipe, 1/2" forthe pump bolt.
10. 430A/431A (mech. fuel pump): Remove the interme-diate piece and pull out the push rod. Wrench size3/8".
11. Carefully pull out the camshaft. Be careful not to dam-age the camshaft bearing surfaces in the block. Re-moval is made easier if two long 5/16" bolts arescrewed into the camshaft and used as a handle.
12. Check the camshaft bearing journals using a microm-eter. If they are out of round by more than 0.025 mm(0.0010"), the camshaft must be replaced. Also checkthe camshaft for straightness. If the run out is morethan 0.038 mm (0.0015"), the camshaft must be re-placed.
13. Check the cams’ lift height. It should be 5.94 mm(0.234") for the intake valve and 6.53 mm (0.257") forthe exhaust valve. Tolerance for the lift height = ±0.05mm (0.0020").
14. Inspect the camshaft bearings in the block for wear.Replace if necessary.
Replacing the camshaft bearings
15. Remove oil pan, flywheel housing, rear vibrationdamper, flywheel and crankshaft. The main bearingscan be replaced with the engine completely or partlydisassembled. If cylinder head and pistons are not re-moved, the connecting rod bolts should be taped toprevent damage to the crankshaft. Tape also the con-necting rods to the engine sides to keep them out ofthe way when replacing bearings.
16. Tap out the camshaft plug; use a wooden stick or sim-ilar with a dia. of approx. 45 mm (1.772") and 500 mm(19.685") length.
17. Install tool 884628-9. Press out the two middle bear-ings first.
18. When removing the front and rear camshaft bearings,the puller and drift should be used that included in884628-9.
93
Installing camshaft bearings19. Install the front and rear bearings using the puller and
drift included in tool 884628-9.NOTE! The camshaft bearings should be installedwith the oil holes located as per Fig. 20.
20. Installation positions for camshaft bearing oil holes.The diagram shows the engine turned the right sideup seen from the front, (camshaft timing gear side).The front bearing has two oil holes, other bearings,one.
21. Install the two middle bearings using tool 884628-9with the oil hole position as per Fig. 20. Remove thetool and check that all oil holes are aligned correctly.
22. Install a new camshaft plug, seal with “Permatex” orequivalent. Fit the plug flush or max. 0.80 mm (0.030")deeper than the end surface. Fit the crankshaft, fly-wheel and rear vibration damper.
94
Installing the camshaft
23. Oil the camshaft bearing surfaces with engine oil andinstall the camshaft. Be careful not to damage thecamshaft bearings.NOTE! If a new camshaft is installed, all the camlobes should be coated with “Molykote” or equivalent.When installing a new camshaft, all new valve liftersshould also be installed, see Chapter 4D.
24. Fit the cam gear with the chain loose. Turn cam andcrankshaft so that their markings coincide with eachother. Check using a ruler.
25. Screw on the cam chain gear. Tighten to 24 Nm (2.4kpm/17.3 lbf.ft). Wrench size 1/2". Lubricate the camchain with engine oil.
26. Replace the timing gear cover seal. The seal is re-moved from the front using a large screwdriver.NOTE! Be careful not to damage the cover.
Install a new seal using tool 884529-9; support with awooden block when installing.
NOTE! The seal should be installed with the lip facinginward.
27. Clean the gasket surfaces on the engine block andtiming cover. Place a 3 mm (1/8") bead of siliconesealer on the joints, see arrows.
28. Brush the gasket with a sealer and place it on thecover. Lubricate the oil pan gasket upper edge with alittle engine oil and install the timing cover. Tighteningtorque 14 Nm (1.4 kpm/10 lbf.ft), socket size 3/8"
95
29. Install the oil pan using a new gasket. Lubricate theoil pan gasket’s upper side with a little engine oil(sealing surface towards the timing gear casing).Torque the bolts to 11 Nm (1,1 kpm/7.8 ft lbf.ft) andthe nuts to 22 Nm (2.2 kpm/115.6 lbf.ft). Refer to point37, chapter 5B for installation of the oil pan.
30. Fit the vibration damper. Apply a thin coating of oil tothe bearing journal and on the vibration damper’scontact surface against the sealing ring. Use tool884608-1.
31. 430A, 431A: Lubricate the fuel pump push rod andinstall it together with the mounting plate and gasket,wrench size 3/8". Install the fuel pump, wrench size 3/8". Fit the fuel line, wrench size 17 mm.
32. Install the belt pulley bolt. Tighten to 82 Nm (8.2 kpm/59 lbf.ft). Wrench size 5/8".
33. Install the cylinder heads according to chapter 4E,page 67. Install the sea water pump, Allen key 5/16",and the pump bracket, wrench size 14 mm.
Install the circulation pump, wrench size 14 mm.
96
97
Chapter 5D Engine block
Overhauling the balance shaft,432A, 434A
1. The engines have been provided with a balance shaftfor operation with fewer vibrations. The balance shaftis built into the engine block between the rows of cyl-inders and is driven by the camshaft using a gearwheel at the front of the engine. The balance shaftruns at the same speed as the crankshaft. As thecamshaft rotates at half the speed of the crankshaft,the gear ratio is 1:2. The balance shaft is mounted ina roller bearing at the back and in a ball bearing atthe transmission.
Removal
2. Remove additional parts as described in chapter 4B.
Remove the cooling water hoses from the waterpump. Remove the water pump and the transmissioncover.
3. Remove the two screws (TX30) for the bearing retain-er. Knock out the balance shaft using a plastic mallet.
4. Fit the balance shaft in a vice.
NOTE! Use protective pads.
Remove the screws (TX12) for the balance shaftdrive. Remove the drive from the shaft and pull off thebearing using a standard tool.
98
5. Knock out the expansion plug from the inside of theengine. Use a drift suitable for the purpose.NOTE! Note the position of the bearing bushing in theengine block (same position as when fitting). Knockout the bearing bushing using drift no. 9998113.
Check the bearings, bearing bushing, drive and bal-ance shaft for any wear.
Fitting
6. Oil the bearing bushing with engine oil and fit it usingdrift no. 9998113.NOTE! Ensure that the bushing is positioned correctlyin the engine block.
7. Spread Permatex on the sealing cover. Knock thecover into the engine block using a drift suitable forthe purpose.
8. Push the bearing onto the balance shaft. Slip thebearing retainer onto the shaft. Fit the drive on theshaft (TX12) using Volvo Penta 1161053-2 or Loctite242. Tighten to a torque of 20 Nm (2.00 kpm/14.8ft.lb.) + 35°.
9. Fit the balance shaft in the engine block. Turn the bal-ance shaft and camshaft so that the markings on thedrives face each other. Tighten the screws (TX30) ofthe bearing retainer. Use Volvo Penta 1161053-2 orLoctite 242. Tighten the screws to a torque of 14 Nm(1.40 kpm/10.36 ft.lb.).
99
Chapter 5E Engine block
Fault-tracing and repair,ignition system430A/B, 431A/B
1. Ignition system
1. Oil pressure gauge2. Temperature gauge3. Voltmeter4. Rev counter6. Key switch7. Switch, instrument lighting8. Fuse, 8 Amp slow-action
11. Starter motor13. Circuit breaker14. Main battery switch (accessory)15. Battery18. Distributor19. Ignition coil
Wire sizes
AWG mm2
16 1.510 6.0
Cable colors
SB = BlackPU = PurpleR = Red
PrestoliteElectronic ignition system
430A/B, 431A/BDescription2. The system is a breakerless transistorized ignition sys-
tem that provides very stable and accurate ignitiontiming. The electronic module is not affected by mois-ture, extreme temperatures or vibration. It is also pro-tected from excessive voltage and reversed polarity.The system is independent of engine speed and func-tions at all speeds above 0 rpm. Few componentsand a simple fault-tracing makes it very easy to serv-ice.
Function3. The system construction and external appearance is
that of a “traditional” ignition system with an ignitioncoil and distributor. The distributor has been changedso that the breaker points and the condenser havebeen replaced by an electronic module.
4. The ignition coil has a high voltage output and ismatched to the electronic module. A ballast resistor isnot used. The impulse sender is in the form of atoothed wheel with 6 teeth that corresponds to thecam on the distributor shaft for breaker point systems.
5. A sensor is mounted next to the impulse sender,which records the presence or absence of teeth. Thesensor functions as a metal detector. The electronicmodule sends a current to a fine wire coil in the sen-sor. The coil functions as an oscillator that creates amagnetic field. The field is affected by the presence ofthe teeth of the impulse sender. Each pulse, or “inter-ference”, that the impulse sender creates in the mag-netic field causes a transistor to electrically close oropen the primary voltage to the ignition coil, perform-ing the same function as breaker points.
100
6. When a tooth is right opposite the sensor and themagnetic field is disturbed a low frequency current issent to the electronic module. The transistor is in the“off” position and no current flows to the ignition coil.This corresponds to breaker points being open.
7. When there is a gap right opposite the sensor, themagnetic field is not disturbed by the presence ofmetal and a high frequency current is sent to the elec-tronic module. The transistor is in “on” position, pro-viding primary voltage to the ignition coil. This posi-tion corresponds to breaker points being closed. Theignition advance is controlled by centrifugal weightsand the dwell angle is determined by the air gap be-tween the sensor and the impulse sender.
Cleaning
8. Before starting any fault-tracing, all components in theignition system must be thoroughly cleaned. Use amild degreasing agent or special purpose cleaner.Dry the ignition coil, ignition wires and distributor. Thedistributor cap should also be dried on the inside.
9. Inspect the ignition wires, one at a time and inspectthe contact points for pitting, etc. Use amoisture-repelling spray such as Volvo Universal oilpart No. 1161398-1 or equivalent. Clean the sparkplug insulators. Clean the primary wiring in the sameway.
101
Fault-tracing10. Fault-tracing is carried out in two steps: Fault-tracing
the secondary circuit (high voltage)
Fault-tracing in the primary circuit (low voltage)
Always start the fault-tracing in the secondary circuit.
Trouble in the ignition system often occurs due to sev-eral different reasons. Do not stop the fault-tracingwhen one cause of the trouble has been found! Theentire fault-tracing procedure must be followed.
WARNING! In case of trouble in the high voltagesecondary circuit arcing and sparks can occur. Be-fore starting to work, make sure that there is no fuelor gas leakage. Ventilate the boat and run the en-gine room blower (if fitted) 2-3 minutes before com-mencing work.
WARNING! The high voltage secondary circuit pro-duces a voltage of more than 10000 V. It is verydangerous to come in contact with any of thesehigh voltage components. The ignition must beswitched off when working with the high voltagecircuit, and should only be switched on when per-forming function tests.
Fault-tracing the secondary circuit(high voltage circuit)11. The secondary circuit fault-tracing includes:
• ignition coil• distributor cap• rotor• ignition cables• spark plugs
12. Ignition coil
Check that the coil is dry and clean. Make sure that thereare no cracks in the top of the ignition coil. Inspect thecondition of the ignition wire connections and insulation.Check that the primary wires are connected correctly andare making good contact. Install the circulation pump,wrench size 14 mm.
13. Distributor cap and rotor
Make sure that the parts are clean and dry, and that thereare no cracks. Replace even if there is the smallest crackor if the contact points are heavily corroded or burnt.
14. Ignition wires
Make sure that the ignition wires are clean and dry.Check that there is good electrical contact and that theinsulation is not damaged. Be extra careful when inspect-ing the coil wire. The resistance of the ignition wiresshould be 0 W, test using an ohm meter.
15. Spark plugs
Check the spark plugs for wear and deposit build up.Make sure that the insulator is not cracked.
16. Start the engine
If the engine starts and runs smoothly, there is no need tocontinue the fault-tracing.
17. Engine does not start
Connect the inductive sender for a timing light around theignition wire between the ignition coil and distributor.Connect the light to the power source. Have someonecrank the engine with starter motor. Check if the lightstarts to flash. If so, the primary circuit (low voltage) isworking correctly.
18. Timing light does not flash; carry out points 13-15again. Also make sure that the starting difficulty is notdue to a problem in the fuel system or that the ignitiontiming has been altered. For ignition setting pleaserefer to point 35.
19. If the timing light still does not flash, remove the dis-tributor cap and rotor. Rotate the engine so that oneof the impulse sender teeth stop right opposite thesensor. Check that the distributor shaft is not bent.Check the air gap between the impulse sender andsensor. The distance should be 0.20-0.25 mm(0.0078-0.0098"). Adjust if necessary.
102
20. Re-fit the distributor cap. Repeat point 17. If the timinglight still does not flash, the primary circuit voltageshould be measured with voltmeter.
21. Troubleshooting of the primary circuit includes:• battery• supply circuit battery-ignition coil• check of ignition coil resistance• check of electronic module
22. Make sure that the battery connections are clean andmaking good contact. Clean and grease with an elec-trically conductive grease, e.g. CRC’s copper paste orsimilar. If the battery seems to be in poor condition,carry out a thorough battery test and replace the bat-tery if necessary.
Fault-tracing in the primary circuit(low voltage)
23. Measuring the voltage in the primary circuit
Rotate the engine so that the sensor lines up betweentwo teeth on the impulse sender, corresponding to thebreaker points being closed. Turn the starter key to theignition position. The primary circuit is now engaged. Thevalue V-1 should be between 12 and 13 V. If lower,charge the battery. Should the battery seem to be in poorcondition, a more thorough battery test should be carriedout and the battery replaced if necessary.
NOTE! Always carry out a voltage drop test according topoints 31-34, even if the problem has been found.
24. Connect the voltmeter between the ignition coil + con-nection and ground. This voltage (V-2) should bemax. 1 V lower than V-1. Normally 0.5 V lower value.
25. If V-2 has a lower value, the reason for the voltagedrop must be found, refer to points 31-34.
26. Connect the voltmeter between the ignition coil – con-nection and ground. This voltage V-3 should be be-tween 4 and 8 V. If less than 4 V – see point 29. Ifmore than 8 V, carry on according to point 30.
103
27. Now place a screwdriver in the opening in front of thesensor. V-3 should now read between 12 and 13 V.Should the voltmeter show correct values, althoughthe ignition is not functioning, this indicates a fault intie ignition coil. Test the coil by measuring the resist-ance between + and – connections (R2) in the prima-ry circuit. The resistance should be 1.25-1.4 W at20°C (68°F). Then measure the resistance of the sec-ondary circuit (R1). It should be 9.4-11.7 kW at 20°C(68°F). If necessary, replace the ignition coil.NOTE! Remove the ignition coil connections whenmeasuring.
28. Connect the timing light according to point 17. Installthe distributor cap and rotor. Turn the engine. If thetiming light does not light, there is also a fault in theelectronic module. Replace the electronic module.
29. V-3 shows less than 4 V. Remove the connectionfrom the coil – connection and connect only the volt-meter to the – connection.
If the voltmeter now shows 12-13 V, it indicates thatthe ignition coil is not at fault and that there is a shortcircuit in the electronic module. If the same value isobtained, it indicates a faulty coil. There is an opencircuit in the primary winding. Replace the coil.
30. V-3 is more than 8 V, typically 12-13 V, the same asfor the coil + connection. This indicates poor or noconnection to ground between the distributor and en-gine block. Such a fault is unusual, however. Checkthe distributor ground connection. If there is no faultthere, replace the electronic module.
31. Voltage drop – supply circuit battery to ignition coil
A poor connection in this circuit leads to voltage drop tothe ignition coil. This voltage drop often results in intermit-tent ignition failure, irregular ignition, backfiring, etc.
104
32. Rotate the engine so that the sensor stops right be-tween two teeth on the impulse sender.
33. Connect the + side of a voltmeter to the battery + con-nection and the voltmeter - side to the ignition coil +connection. With the ignition switch on, the voltageV-4 should be less than 1 V, typically 1/2 V. Do notstop the test if the value is correct.
34. Look for poor contact by moving the wire connectionsat the battery, starter motor, solenoid, harness con-nections, starter key and ignition coil. Should a con-tact point change the voltmeter reading when this iscarried out, the connection must be removed and thefaulty connection corrected.
WARNING! Sparking might occur, so make surethat the boat is properly ventilated.
Ignition timing
35. Check the ignition timing using a stroboscopic timinglight on the vibration damper.NOTE! A workshop rev counter should be used for ig-nition timing, not the boat instruments.
The setting should be:
430A/B:8° B.T.D.C. at 1800 rpm21° B.T.D.C. at 3300 rpm
431A/B:8° B.T.D.C. at 750 rpm (idling)16° B.T.D.C. at 2500 rpm
105
Delco VoyagerElectronic Ignition System432A, 434A
1. Distributor cap2. Rotor3. Pulse generator4. Coil5. Electronic unit6. Timing shaft7. Ignition coil8. Power supply connection, tachometer connection9. Ignition leads (6)
See also the wiring diagram for the 432A/434A
Description and function36. The ignition system is a breakerless, electronic high
energy system (HEI) with a magnetic induction sensor(pulse generator), a distributor with a rotor, an elec-tronic unit and a dry-type ignition coil. It is character-ized by the fact that is has few components, and it hasprecise and stable timing. The electronics are protect-ed against moisture, insensitive to extreme tempera-tures, shaking and vibration.
The cams and points on the timing shaft have beenreplaced by a magnetic pulse generator. The systemoperates independently of the engine speed.Pre-ignition is regulated automatically in the electron-ic unit,
The pulse generator consists of a rotating solenoidwith 6 teeth. There is a fixed solenoid around the ro-tating solenoid. The fixed solenoid also has 6 teeth(corresponding to the cams on the timing shaft in asystem with breaker points). Inside the fixed solenoidis a fine wire coil, which is molded in plastic.
When the solenoid rotates, a voltage is induced in thecoil. This voltage is affected by the position of the so-lenoid teeth in relation to one another. When the teethare directly opposite one another, the voltage is 0. Weget a pulsating voltage with alternating polarity. Inturn, the voltage makes a transistor in the electronicunit make and break the circuit of the primary currentto the ignition coil. In this way, we get a precise elec-trical pulse which controls the primary current in theignition system. In other words, the coil, teeth andtransistor fulfil the same function as the points in aconventional ignition system.
The electronic unit has a number of integral circuitscomprising transistors, resistors, diodes and capaci-tors. In addition, there is a current-limiting circuitwhich regulates the primary current to the ignition coilto a maximum of 5.5 Amp. No ignition resistance unitsare required, and the electronic unit can thus operateat maximum power.
Pre-ignition is regulated fully automatically and elec-tronically in the electronic unit.
106
Ignition timing37. If the distributor has been removed, the crankshaft po-
sition should be checked and the distributor fitted inaccordance with the section entitled “B. Ignition un-synchronized” , point 57.
When setting the ignition timing, the following are re-quired:
– special tool no. 885163-6, connector for basic setting(disconnects pre-ignition regulation)
– stroboscope and inductive sensor (ignition timinglamp)
– workshop tachometer.
38. Start the engine and let it run until it reaches normaloperating temperature. Connect the ignition timinglamp, with the lamp’s sensor around the ignition leadto No. 1 cylinder. Connect up the workshop tachome-ter. The engine should be idling. Remove the blindplug (1) and connect connector no. 885163.
39. Connect the connector’s crocodile clip to the battery’s+ terminal, for example B+ on the starter motor. Thepre-ignition function will stop when this is connected.The engine speed will probably then decrease.
IMPORTANT! The engine must be running whenthe crocodile clip is connected to the + terminal.Otherwise the ignition system’s electronics maybe damaged.
Iignition timing: 0° BTDC at 750 r/min.
40. Slightly undo the distributor clamp in the engine blockand turn the distributor so that the engine timing iscorrect. Tighten the clamp.
Tightening torque: 27 Nm (2.70 kpm/19.98 ft.lb.).
Recheck the ignition after tightening.
Troubleshooting41. Ignition leads
Check that the ignition leads are clean and dry. Checkthat there is good electrical contact and that the insulationis not damaged. Take special care when inspecting thelead from the ignition coil (an engine can quite easily rununder normal conditions, but it may not start if there istracking on the ignition leads).
The resistance in the ignitions leads should be 0 ohm.Check this using an ohmmeter.
42. Spark plugs
Check that the spark plugs are clean and that the elec-trodes are not worn. Also check that the insulator is notcracked.
43. Distributor cap and rotor
Check that the parts are clean and dry and that there areno cracks. Replace any parts that are even slightlycracked or if the points of contact are heavily corroded orburned.
44. Checking B+ (12 Volt), ignition coil
Remove the connector and leads from the tachometer/ignition lock (gray/mauve) from the ignition coil. Connecta voltmeter, with its positive (+) connected to the pin forthe mauve lead and its negative (–) to ground.
Start the ignition. The voltmeter should display a value ofat least 8 Volt.
107
45. Checking B+ (12 Volt), distributor
Connect the gray/mauve lead to the ignition coil. Removethe connector with brown/light red leads from the distribu-tor. Connect a voltmeter, + to the pin for the light red leadand – to ground.
Start the ignition.
The voltmeter should display a value of at least 8 Volt.
46. Ignition coil
Check the ignition coil for short-circuiting or breaks usingan ohmmeter. Check this by measuring the resistancethree times. Connect the ohmmeter as described inpoints 1 – 3 below.
1. The ohmmeter should display a very high resistance(infinite). Replace the coil if the value is incorrect.
2. The ohmmeter should display a very low resistance of0.35-0.45 ohm. Replace the coil if the value is incor-rect.
3. The ohmmeter should display a high, but not infinite,resistance, (7500-9000 ohm). Replace the coil if thevalue is incorrect.
47. Distributor
Remove the distributor cap, rotor and connector from thecoil. Check the coil by connecting an ohmmeter to it asdescribed in points 4 – 5. Also check the leads for breaksby bending and twisting them while measuring.
4. The ohmmeter should always display an infinitelyhigh resistance. If this is not the case, the coil is faultyand should be replaced.
5. The ohmmeter should display a stable value of be-tween 700 and 900 ohm, even when the leads arebent or twisted. If the resistance changes, there is afault in the leads or in the coil.NOTE! It is normal for the resistance to change whenthe rotor shaft is turned.
48. Electronic unit
The electronic unit shows only two symptoms of faults: nospark at the plugs, or pre-ignition inoperative.
NOTE! When replacing the electronic unit, the contactsurface with engine should be cleaned extremely careful-ly. Afterwards, grease the surface with silicone grease orwith heat transfer paste designed for electronic compo-nents, Volvo Penta part no. 3851513-6.
108
Replacing components, removal
49. Distributor
Remove the high tension lead from the ignition coil andthe contact piece from the electronic unit. Turn the crank-shaft so that No. 1 cylinder is in the ignition position (bothvalves are fully closed).
Remove the distributor cap. Note the position of the rotorand mark this position on the distributor.
Also mark the distributor’s position in relation to the en-gine block in order to place it in the correct position whenfitting it. If the engine’s crankshaft has changed positionwhile the distributor is not connected, the ignition must becompletely reset as described in the section entitled “B.Ignition unsynchronized” , point 57.
Remove the distributor clamp (1) and pull the distributorout of the engine. Remove the gasket. Pull the rotor offthe timing shaft.
50. Electronic unit
Remove the leads from the coil. Remove the screws andthe electronic unit. The unit may sometimes get stuck inthe distributor and have to be prised out.
IMPORTANT! Remove all heat transfer paste from theelectronic unit and the distributor. Clean the contact sur-faces carefully.
51. Drive
Mark the position of the drive in relationship to the shaftso that it is replaced in the same position as before.Knock out the locking pin using a drift (diam. 4.5 mm/0.18") and pull off the drive, washer and star washer.
Fitting
52. Electronic unit
Ensure that the contact surfaces between the electronicunit and the distributor are clean. Spread heat transferpaste such as silicone grease, Volvo Penta part no.3851513-6 on the electronic unit.
NOTE! Heat transfer paste or silicone grease is neces-sary to prevent the electronic unit from overheating.
Fit the unit to the distributor.
109
53. Drive
Fit the star washer, washer and drive on the timing shaft.
NOTE! Note the drive – shaft markings.
Knock the locking pin into the shaft.
54. Rotor
Push the rotor firmly onto the timing shaft.
NOTE! Note the rotor – distributor casing markings.
55. Distributor
56. A. Ignition synchronized
(The crankshaft/valves have remained in the same posi-tion while the distributor was removed.)
There are markings for the rotor – distributor casing anddistributor – engine block.)
Turn the rotor approximately 60° counterclockwise in re-lation to the rotor – distributor casing markings.
Place a new gasket over the hole in the engine block. Putthe distributor into the engine and ensure that it is posi-tioned correctly.
NOTE! The rotor may need to be turned slightly in orderto position the distributor correctly. Ensure that the distrib-utor – engine housing markings are aligned.
Fit the distributor clamp. The screws should be tightenedonly to the extent that the distributor can be turned, with alittle resistance.
Connect the leads from the ignition coil.
Grease all the terminals in the distributor cap. Fit the dis-tributor cap. Tighten the screws. Connect the leads to theignition coil and spark plugs.
See the section entitled “Ignition timing ”, point 37-40.
110
57. B. Ignition unsynchronized
(The crankshaft/valves have not remained in the sameposition while the distributor was removed.)
This method is also used when no markings have beenmade between the rotor and distributor casing and dis-tributor and engine block.
Place No. 1 cylinder in the ignition position (both valvesare fully closed) and ensure that the 0° marking on thevibration damper is directly opposite the marking on theengine block. No. 1 cylinder is now in the ignition posi-tion.
Fit the distributor and a new gasket in the engine. Whenthe distributor is in place, the rotor should be in the firingposition for No. 1 cylinder – see figure. If you find it diffi-cult to position the distributor correctly, press down gentlyon the distributor cap and rotate the crankshaft at thesame time. Put the clamp on when the distributor is in thecorrect position. The clamp screw should be tightenedonly to the extent that the distributor can be turned, with alittle resistance.
Fit the distributor cap. Turn the distributor in the engineblock so that the rotor is in contact with the terminal forNo. 1 cylinder (spark plug). Tighten the distributor clamp.
Check all the high tension leads and connect the ignitionleads. Ensure that these leads are connected in the cor-rect order.
Connect the lead from the ignition coil to the electronicunit.
Then continue with the section entitled “Ignition timing ”,point 37 – 40.
WARNING! Before starting the engine, ensure thatno gasoline fumes can be detected on board andthat the boat is sufficiently well ventilated.
111
Chapter 5F Engine block
Installation of related parts
1. Install the flywheel housing. Lubricate the bolts andtorque to 41 Nm (4.2 kpm/30 lbf.ft). Wrench size 9/16".
2. Install the protection plate to the flywheel housing.Wrench size 5/16".
3. Install the starter motor. Wrench size 9/16".
4. Install the circulation pump using new gaskets.Wrench size 9/16".
5. Install the belt pulley, socket size 5/8".
6. 430A, 431A: Install the fuel pump using new gasketson both sides of the metal mounting plate. Grease thepush rod to hold it in place while installing. Wrenchsize, 1/2" for the pump and 3/8" for the metal mount-ing plate.
7. Install the sea water pump, 5/16" Allen wrench. Installwith rubber dampers, large washer, spring washerand bolts.
112
References to Service Bulletins
Group No. Date Subject............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
............................................................................................................................................................................................
Report form
Do you have any complaints or other comments about this manual? Please makea copy of this page, write your comments down and post it to us. The address isat the bottom of the page. We would prefer you to write in English or Swedish.
From: ............................................................................
......................................................................................
......................................................................................
......................................................................................
Refers to publication: .............................................................................................................................................
Publication no.: ..................................................................... Issued: ....................................................................
Suggestion/reasons: ..............................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
Date: ............................................................
Name: ..........................................................
AB Volvo PentaCustomer Support
Dept. 42200SE-405 08 Gothenburg
Sweden
7732
808-
6 E
nglis
h 1
0�
2000