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Kawasaki
ENGINES
pulley. Release rope and allow recoil
spring to unwind. Remove retaining
nut (3) and components (6 thru 8).
Carefully remove rope pulley so that
recoil spring remains in cover. If neces-
sary to remove recoil spring, guard
aga ins t uncon t ro l l ed unco i l ing o f
spring which may cause personal in-
jury.
To assemble starter, install recoil
spring in cover so that spring is wound
in counterclockwise direction and outer
hook of spring contacts lug of cover.
Install rope pulley and rope so tha t lug
of pulley engages with inner hook of
recoil spring. Install washer (8), pawls
(7), spring (6) and pawl return spring
(5). Install retainer cover (4) so that
end of r e tu rn sp r ing (5 ) p ro t rudes
through retainer cover (4) and turn
retai ner cover one-third turn clockwise
to pre-load spring. Install washers and
retaining nut. If rope handle was not
removed during disassembly, position
rope in notch of rope pulley and turn
pulley two turns counter-clockwise to
pre-load recoil spring. If handle was
removed , tu rn rope pu l l ey coun te r -
clockwise two or three t urn s and insert
end of rope through rope out le t in
cover. Tension on rope should be ap-
parent. Tie a temporary knot to hold
rope and install rope hand le.
KAWASAKI TWO CYLINDER
CONDENSED SERVICE DATA
ENGINE MODEL
Bore—(mm)
Inches ^
Stroke—(mm)
Inches
No. of Cylind ers
Displacement—(cc)
Cubic Inches
Horsepower (c RPM
Cooling Type
Carburetor Model
Number Used
Ignition:
Type
Point Gap—(mm)
Inch
Timing Advance?
Timing BTDC (mm)
Inch
Measured a t
Spark Plug:
NGK
Electrode Gap (mm)
Inch
Fuel/Oil Ratio
=> May be equipped with C apacitor Discharge Ignition; all data is for Energy Transfer models.
T1A340F1
60
2.362
6 0
2.362
2
3 39
20.7
35 (w
7500
Free Air
H R
2
0.3-0.4
0.012-0.016
Y es
0.37
0.015
Retard
BlOE
0.5-0.6
0.020-0.024
20:1
T1A340S1
6 0
2.362
60
2.362
2
3 3 9
20.7
27.5 (a
6500
Axial Fan
HD
1
0.3-0.51
0.012-0.016
Y e s
0.37
0.015
Retard
B9ES
0.5-0.6
0.020-0.024
20:1
T1A400F1
6 5
2.559
60
2.362
2
3 9 8
24.3
40 (il
7500
Free Air
HD
2
T1A400S1
6 5
2.559
6 0
2.362
2
3 9 8
24.3
32 (ii)
6500
Axial Fan
HD
1
0.3-0.4
0.012-0.016
Y es
0.37
0.015
Retard
BlOE
0.5-0.6
0.020-0.024
20:1
0.3-0.4
0.012-0.016
Y es
0.37
0.015
Retard
B9ES
0.5-0.6
0.020-0.024
20:1
*T1A44OF2
6 8
2.677
6 0
2.362
2
4 3 6
26.6
45 @
7500
Free Air
H D
2
0.3-0.4
0.012-0.016
Y es
0.37
0.015
Retard
BlOE
0.5-0.6
0.020-0.024
20:1
T1A440S1
6 8
2.677
6 0
2.362
2
4 3 6
26.6
35 @ 6500
Axial F an
HD
1
0.3-0.4
0.012-0.016
Ye s
0.37
0.015
Retard
B9ES
0.5-0.6
0.020-0.024
20:1
ENGINE MODEL T1B340S1
Bore—(mm) 60
Inches 2.362
Stroke—(mm) 60
No. of Cylinders 2
Displacement—(cc) 339
Cubic Inche s 20.7
Horsepower RPM
Cooling Type Axial Fan
Carburetor Model WDA
Number Used 1
Ignition:
Type
Poin t Gap—(mm) 0.3 0.4
Inch 0.012 0.016
Timing Advance? Yes
Timing BTDC 0.14 mm
0.005 In .
Measured at Retard
Spark Plug:
NGK B9ES
Elec trode Gap—(mm) . 0.5
Inch 0.020
Fuel/Oil Ratio 20:1
T1B400S1
65
2.559
60
2.362
2
398
24.3
Axial Fan
WDA
1
0.30.4
0.0120.016
Y es
0.14 mm
0.005 In .
Retard
B9ES
0.5
0.020
20 :1
T1B440S1
68
2.667
60
2.362
2
436
26.6
Axial Fan
WDA
1
0.30.4
0.0120.016
Yes
0.14 mm
0.005 In .
Retard
B9ES
0.5
0.020
20:1
T1C340S2A
60
2.362
60
2.362
2
33 9
20.7
Axial Fan
WFIA
1
r n i
....
Electronic
25^
6000 rpm
B8ESA
0.75
0.030
20:1
T1C440S2A
68
2.677
60
2.362
2
436
26.6
Axial Fan
WFIA
1
GDI
....
Electronic
25®
....
6000 rpm
B8ESA
0.75
0.030
20:1
T1D250F1
51
2.001
60
2.362
2
245
14.9
Free Air
VM
1
ET
0.30.4
0.012-O.Oie
Yes
5®
.. . .
Retard
BR8ESA
0.5
0.020
20:1
318
ENGINES
CONDENSED
ENGINE MODEL T1D340F1
Bore—(mm) 60
Inches 2.362
Stroke—(mm) 60
Inches 2.362
No . of Cylinders 2
Displacement—(cc) 339
Cubic Inches 20.7
Horsepower RPM
Cooling Type Free Air
Carburetor Model VM
Number Used 1
Ignition:
Type ET
Point Gap—(mm) 0.3-0.4
Inch 0.012-0.016
Timing Advance? Yes
Timing BTDC 5°
Measured at Retard
Spark Plug:
NGK BR8ESA
Electrode Gap—(mm) . 0.5
Inch 0.020
Fuel/Oil Ratio 20:1
SERVICE DATA CONT.
T1D340A2A
60
2.362
60
2.362
2
33 9
20.7
Axial Fan
WF7
1
CDI
25°
6000 rpm
B8ESA
0.75
0.030
20:1
T1D440A2A
68
2.677
60
2.362
2
436
26.6
Axial Fan
WF7
1
CDI
25°
6000 rpm
B8ESA
0.75
0.030
20:1
T7C340FR1
60
2.362
60
2.362
2
339
20.7
Free Air
VM
2
Dual CDI
14 °
6000 rpm
BR9EVA
0.75
0.030
20:1
Kawasaki
T7C440FR1
68
2.677
60
2.362
2
436
26.6
Free Air
VM
2
Dual CDI
17 °
6000 rpm
BR9EVA
0.75
0.030
20:1
MAINTENANCE
SPARK PLUG. The recommended
plug for normal service is given in
CONDENSED SERVICE DATA Table.
A different heat range or type of plug
may be needed for a particular applica-
tion. Refer to ENGINE SERVICE
FUNDAMENTALS Section when se-
lecting a spark plug for other than
normal usage.
Some engines use a heat indicator
thermo couple instead of a spark plug
gasket. REMOVE GASKET if thermo
couple is used. Thermo couple sensor
(lead terminal) must be installed
DOWNWIND from cooling air blast
when spark plug is tightened; directly
to rear on free air models or at
7-o'clock position on axial fan units.
CARBURETOR. Mikuni, Tillotson or
Walbro carburetors are used. Refer to
the appropriate CARBURETOR SER-
VICE Section for overhaul data. An
external impulse line from engine
crankcase is used to operate fuel pump.
Be sure there are no vacuum or
pressure leaks.
IGNITION SYSTEM. Timing specifi-
cations for individual engines are given
in CONDENSED SERVICE DATA
Tables. Breaker point gap may be ad-
justed after removing recoil starter,
starter pulley and inspection cover. To
renew breaker points, the flywheel
must be removed.
On models having an energy transfer
type ignition system, timing marks are
found on fan cover and flywheel. Fly-
wheel has two "F" marks which are
180° apart. To check timing, connect
one lead of a light or buzzer to the
black wire coming from either cylinder
of the engine and ground the other lead
on the engine. Timing is correct if
points separate when one of the "F**
marks is aligned with the stationary
mark on the fan cover. Check timing of
other cylinder using corresponding
black wire and second "F" mark on fly-
wheel.
On models with capacitor discharge
system, ignition timing is checked
using an automobile type timing light
with engine running. To check the
timing, remove recoil st ar te r and
install a suitable power timing light.
Solidly support rear of machine with a
hoist so track can turn freely without
danger of accident. Start and run
engine at 6000 rpm. With timing light
directed at flywheel rim the scribed
*T " mark on flywheel should align with
cast timing boss on fan housing. If "T"
mark is clockwise from s tat ionary
mark, timing is retarded; if counter-
clockwise, timing is advanced.
Because timing is electronic, it
should not change once properly ad-
justed. The first step in adjustment,
therefore, would be to check for loose
flywheel nut, sheared flywheel key, or
loose mounting screws on stator base
plate. To adjust the timing, stop engine
and remove the three screws retaining
emergency starter pulley and belt
pulley. Remove the pulleys and, work-
ing through holes in flywheel, loosen
the two stator base plate mounting
screws. Move stator plate clockwise to
retard the timing or counter-clockwise
to advance the timing. Tighten screws
securely then recheck running timing.
LUBRICATION. The engine is lubri-
cated by mixing oil with fuel. A good
quality two-cycle oil designed for air-
cooled engines is recommended. Rec-
ommended fuel oil ratio for all engines
is 20:1. Mix fuel and oil thoroughly in a
separate container before pouring mix-
ture into fuel tank. For cold weather
blending, pre-mix the oil with a small
amount of gasoline and shake thor-
oughly until the mixture is liquid, then
blend with remainder of fuel. Do not
use kerosene or fuel oil for pre-mixing.
REPAIRS
TIGHTENING TORQUES. Recom
mended tightening torques are as
follows:
Cylinder head 16 ft.-lbs. (2.2 kg-m)
Crankcase nuts 16 ft.-lbs. (2.2 kg-m)
Crankcase bolts 5 ft.-lbs. (0.7 kg-m)
Flywheel nut 60 ft.-lbs. (8.3 kg-m)
Recoil starter mounting
bolts 5 ft.-lbs. (0.7 kg-m)
Spark plug 20 ft.-lbs. (2.8 kg-m)
DISASSEMBLY AND REASSEM-
BLY. Remove carburetor, muffler,
drive sheave and recoil starter. On
models with axial fans, remove fan belt
and fan assembly. Remove cooling
shrouds. Remove starter cup, flywheel
and ignition coils. Mark position of
magneto base assembly and remove the
two reta ining screws from slotted
holes; wiring loom fits in a grommet in
crankcase parting line and magneto
assembly cannot be lifted out until
crankcase is split. Remove cylinder
heads, cylinders and pistons and mark
so that they will be installed in their
original positions. Remove ten nuts and
one bolt and separate crankcase halves.
Refer to appropriate section to service
components.
To reassemble, reverse disassembly
procedure. Tighten crankcase nuts to
16 ft.-lbs. and crankcase bolt to 5
319
Kawasaki
ENGINES
ft.-lbs. Refer to Fig. 1 for tightening
sequence.
PISTON, RINGS & CYLINDER.
Piston pins are fully floating. Piston
rings are pinned in place as shown in
Fig. 2. Bottom ring is equipped with an
expander. Top ring is identified by "1
NPR'* stamped on upper surface of
ring. Bottom ring is stamped "2 NPR".
Notches of ring ends must be up when
ring is installed as shown in Fig. 2.
Piston ring end gap for 250 and 340 cc
mo dels should be 0.006 0.014 inch
(0.15 0.35 mm). Piston ring end gap for
440 cc m odels should be 0.008 0.016
inch (0.2-0.4 mm). Top ring side
clearan ce should be 0.004 0.006 inch
(0.1-0.15 mm) and lower ring side
clearance should be 0.002-0.004 inch
(0.05-0.1 mm) for all models. Piston pin
and piston pin bearing are available
only as a matched pair and must be
renewed as a set. It may be necessary
to heat piston to install piston pin.
Piston crown is marked with an
arrow as shown in Fig. 3 to indicate
piston position in cylinder. Arrow must
point towards exhaust por t . Pis ton
skirt to cylinder wall clearance should
be 0.0008 0.002 inch (0.02 0.05 mm) for
all engines. Cylinder has a chrome
bore. Small deposits of aluminum from
piston on cylinder wall may be re-
moved by very careful sanding. Cylin-
der should be inspected for cracking,
flaking or other deterioration of the
chrome lining. Also check for appear-
ance of underlying base metal through
chrome which indicates excessive wear.
CRANKSHAFT & CONNECTING
ROD ASSEMBLY.
The crankshaft and
connecting rod are available only as an
assembled unit and should not be dis-
assembled. Crankshaft main bearings
are a press fit on crankshaft. Support
crankshaft between counterweights»as
shown in Fig. 4 when pressing bearings
on shaft. Crankshaft runout should not
exceed 0.0012 in. (0.03mm). Radial play
of connecting rod big end should not
exceed 0.0009 in. (0.023mni). Crank-
shaft end play should not exceed 0.030
in. (0.77mm).
If crankshaft, bearings or crankcase
are renewed, crankshaft must be cen-
tered in crankcase by measuring the
clearance between counterweight and
crankcase wall at each end; then
varying the th ickness of se lect ive
washers (S—Fig. 5). It is suggested,
therefore, that if shaft bearings are
removed the washers be proper ly
identified and reinstalled on correct
end of shaft. If crankcase is the item
Fig. 1—Follow the above tightening se-
quence when installing crankcas e nuts and
boit. Refer to text for tightening torque.
Fig, 3—instaii piston so that arrow on piston
crown points towards exhaust port.
renewed, make a trial installation in
the new crankcase before bearings are
removed; then install thicker or thin-
ner washers as required to center the
shaft. Factory recommended method of
centering is to use dummy bearings
which are the same dimensions as
regular bearings but a slip fit on shaft
journals. Washers (S) are available in
thicknesses of 0.004, 0.008, 0.012, 0.016,
0.020 and 0.024 inch (0.1, 0.2, 0.3. 0.4.
0.5 and 0.6 mm).
ELECTRICAL SYSTEM.
Fig. 7
shows an exploded view of flywheel
magneto and CD ignition system used
on most models. Ignition timing should
be correct when timing scribe line (T)
aligns with timing boss on crankcase.
Timing can only be checked with a
power t iming light as outlined in
MAINTENANCE Section, but can be
adjusted without major disassembly by
reaching through holes in flywheel (1),
loosening the two slotted head screws
retaining base plate (5) to crankcase.
and moving base plate in slotted holes.
The condition of coils (2, 3 and 4) can
be checked with an ohmmeter without
removal of flywheel or major disassem-
bly. Disconnect the two individual
plugs and multi-plug leading to wire
loom (8). Check the pulser coil (2) by
connecting the two ohmmeter leads to
the individually connected (RED) and
(WHITE) leads; reading should be 23.5
ohms. Check the exciter coil (3) by
connect ing ohmmeter leads to the
individual (RED) lead and a suitable
engine ground; reading should be 195
Fig. S— View of engine crankshaft with end
bearings expioded. Shims (5) control end
piay and center shaft in crankcase.
Fig. 2—P iston rings are pinned as shown
{arrow).
Note that upper ring is installed so
that notches in ring
ends
are up .
Fig. 4— A support shouid be placed between
crankshaft counterweights when pressing
bearings on shaft.
Fig. e—Crankshaft unit instaiied in crank-
case upper haif. Counterweights must center
in crankcase within 0.005 inch {0.13 mm).
Refer to Fig. 5.
320
ENGINES
ohms. Check the lighting coil (4) by
connecting ohmmeter probes to the
TWO YELLOW leads in multi-plug;
reading should be 0.18 ohms.
Some models are equipped with a
temperature indicator light which con-
nects to a thermal switch threaded into
right cylinder head. Heat indicator
light should test 4 ohms when checked
between the terminals on back of light
bulb. Heat indicator thermal switch
which is threaded into cylinder head
should test at infinity when test probes
are connected to terminal wire and
threaded end and unit is at normal
room temperature. When unit is heated
to 500 degrees F. and retested, re-
sistance should be at zero ohms.
Some models are equipped with
individual temperature gages which
operate from thermocouples which sub-
sti tute for the regular spark plug
gasket for each cylinder. The gage is
calibrated to register from COLD at a
sensor temperature of 250 degrees F.
or below, to HOT at a temperature of
475 degrees F. or above; with inter-
mediate readings between the two
extremes. Gage unit can be considered
satisfactory if it registers '*COLD*'
when engine is first started; and
"HOT" when a jumper wire is touched
to sensor wire and a suitable ground.
Kawasaki
Sensor units are affected by cooling
air blast and should be installed
"downwind" from the direction of
cooling air flow; directly to the rear
(six-o'clock) on free air models or at
seven-o'clock on axial fan units. Sensor
unit should register 11,000 ohms at
60-70 degrees F. and resistance should
lower as temperature rises. Resistance
should be approximately 16 ohms at
455 degrees F.
RECOIL STARTER.
Refer to ex
ploded view of starter in Fig. 8. To
d i sas semble s t a r t e r , r emove s t a r t e r
from engine and remove waterproofing
plate. Pull rope out until it is possible
to position rope in notch of rope pulley.
Release rope and allow recoil spring to
unwind. Remove retaining nut (3) and
components (6 thru 8). Carefully re-
move rope pulley so that recoil spring
remains in cover. If necessary to
remove recoil spring, guard against
uncontrolled uncoiling of spring which
may cause personal injury.
To assemble starter, install recoil
spring in cover so that spring is wound
in counterclockwise direction and outer
hook of spring contacts lug of cover. In-
stall rope pulley and rope so that lug of
pulley engages with inner hook of
recoil spring. Install washer (8), pawls
(7), spring (6) and pawl return spring
Fig. 7—Exploded view of
typical engine electrical
system used on models
with CD ignition system.
1. Flywheel
2. Pulser coil
3. Exciter coil
4. Lighting coil
5. Base plate
6. CD unit
7. Ignition coil
8. Wiring harness
T. Timing mark
Fig. 8—Expioded wiew of recoii starter.
2. Starter cup
3. Nu t
4. Retainer
5. Return spring
6. Spring
7. Pawls
8. Washer
9. Rope pulley
10. Recoil spring
11. Rope
12. Cover
13. Handle
14. Retainer
Fig. 9—Exploded view of cooling fan and
housing unit.
1. Cover
2. Nu t
3. Lockwasher
4. PuUey half
5. Shims
6. Pulley half
7. Belt
8. Bearing
9. Shim
10. Snap ring
11. Housing
12. Bearing
13. Key
14. Fan
(5).
Install retainer cover (4) so that
end of return spring (5) protrudes
through retainer cover (4) and turn re-
tainer cover one-third turn clockwise to
pre-load spring. Install washers and re-
taining nut. If rope handle was not re-
moved dur ing disassembly, posi t ion
rope in notch of rope pulley and turn
pulley two turns counterclockwise to
pre-load recoil spring. If handle was re-
moved, turn rope pulley counterclock-
wise two or three turns and insert end
of rope through rope outlet in cover.
Tension on rope should be apparent.
Tie a temporary knot to hold tope and
install rope handle.
321