Gravely CONVERTIBLE 10 Guide d'installation

INTRODUCTION

This manual is designed to provide an in-depth service procedure for the

Convertible 10, Convertible 10-A and Convertible 12 tractors.

We recommend that the procedure outlined in this manual be followed to

provide an ease of repair.

This manual is set up using the current recommended service procedures and

operations. However, recommendations are subject to change without notice or

incurring obligation on the part of Gravely Corporation.

1 Gravely Lane

Clemmons, North Carolina 27012

CONTENTS

TROUBLESHOOTING (engine)

AIR INTAKE SYSTEM

FUEL SYSTEM

GOVERNOR SYSTEM

IGNITION SYSTEM

ELECTRICAL SYSTEM

ENGINE--GENERAL SERVICE

INSPECTION – DISASSEMBLY

ENGINE RECONDITIONING

ASSEMBLY

FITS AND TOLERANCES

TRANSMISSION

SAFETY PRECAUTIONS

IT IS TOO LATE TO REMEMBER

WHAT SHOULD HAVE BEEN DONE

AFTER THE ACCIDENT HAS

HAPPENED.

Many hours of lost time and much suffering can be caused by the failure to practice

simple safety rules.

1. Make sure the work area is clear of objects that might be picked up and thrown.

2. Do not wear loose fitting clothing that might get caught in moving parts.

3. Disengage all clutches prior to starting the engine.

4. Do not add fuel to the tractor when it is hot, while it is running, or while you are smoking.

5. Never run the engine in a closed garage or shed without adequate ventilation.

6. Do not try to oil or grease the tractor or its attachments while in operation.

7. Adequate ventilation must be provided when batteries are being recharged. In addition,

sparks, open flames and smoking should be avoided since hydrogen gas is produced

which, if ignited, can cause an internal explosion that can shatter the battery. This gas is

produced in quantity only while the battery receives high rate of charge but can linger for

several hours in a poorly ventilated area.

8. Prevent AC leads from alternator from touching or shorting.

9. Disconnect all leads at rectifier regulator before welding on tractor or an attachment

mounted on the tractor.

TROUBLE SHOOTING

(engine)

CONDITION POSSIBLE CAUSE

A. Hard Starting or Loss of Power

(Check First for Dirty Air Cleaner)

1. Faulty Ignition.

a. Loose or grounded high tension or

breaker point leads.

b. Improper breaker point gap and timing.

c. Defective breaker points.

d. Faulty spark plug or improper gap.

e. Faulty condenser or coil.

2. Faulty Fuel System.

a. Gasoline not getting to carburetor.

1. Dirt or gum in fuel line.

3. Fuel pump faulty.

b. Dirt in carburetor.

c. Carburetor improperly adjusted.

B. Overheating 1. Insufficient available cool air.

2. Dirty air intake screen, shroud or cooling

fins.

3. Improper fuel.

4. Fuel mixture too lean.

5. Improper ignition timing.

6. Engine overloaded.

7. Tight tappet clearance.

C. Backfiring 1. Fuel mixture too lean.

2. Improper timing.

3. Valve "sticking".

D. Occasional "Skip" at High Speed 1. Spark plug gap too wide.

2. Improper carburetor setting or lack of fuel.

3. Wrong type spark plug. Use recommended

spark plug.

4. Improper timing.

E. Operating Erratically 1. Vent in gas cap plugged .

2. Loose ignition connections.

3. Faulty choke control.

4. Improper fuel mixture.

5. Water in fuel.

6. Air leaks in manifold or carburetor

connections.

7. Clogged fuel line.

8. Fuel pump faulty.

F. Engine Will Not Idle 1. Improper carburetor idling adjustment.

2. Carburetor clogged.

3. Spark plug gap set too close.

4. Leaking carburetor or manifold gaskets.

AIR INTAKE SYSTEM

(all models)

The importance of maintaining an air cleaner in proper condition can not be overemphasized! Dirt induced

through improperly installed, improperly serviced or inadequate elements, wears out more engines than does long

hours of operation. Even a small amount of dirt will wear out a set of piston rings in a few hours. Furthermore,

operating with a clogged element causes a richer fuel mixture which can lead to formation of harmful sludge

deposits. Always cover carburetor or air horn when air cleaner is removed for servicing.

Dry type air cleaner elements should be replaced after 100 to 200 hours if engine is normally operated under

good clean air conditions - service and replace element more frequently under dusty or dirty conditions.

Dry type elements should be cleaned after each 100 hours of operation or more often under dusty conditions --

remove element and tap lightly on a flat surface to remove loose surface dirt. Replace element if dirt does not drop

off easily. Do not wash dry elements in any liquid or attempt to blow dirt off with air hose as this will puncture the

filter element.

Carefully handle new element -- do not use if gasket surfaces are bent or twisted. Not only must the right filter

element be used but it must be properly installed to prevent unfiltered air from entering engine. Check the

following when installing new element.

1. Back plate must be securely tightened to carburetor. Replace back plate if bent or cracked.

2. Gasket surfaces of element must be flat against back plate and cover to seal effectively.

3. Washer must be in place between cover and wing nut to seal and prevent unfiltered air from entering

through hole in cover. If washer is not used, make sure wing nut (special) properly seals area around cover

hole.

4. Wing nut must be finger tight.

Figure 1. Dry Type Air Cleaner

LUBRICATION

TRANSMISSION

Capacity: 5 U.S. Quarts

Grade: GL-6 (API service class) Viscosity: 90W (SAE

standards)

Figure I Dry Type Air Cleaner

Change: after first 40 hours of operation. Drain plug is lowest

bolt on L.H. axle housing.

ENGINE

Capacity: 2 U.S. Quarts

Grade: SE (API service class)

Viscosity: (SAE standards) below 0°(F) 5\\'2() average 10\\ 30

above 85°(F) 10W4O

Change: 25 hours use or 3 months whichever occurs first.

FUEL SYSTEM

(all models)

CARBURETOR

Carburetors are adjusted in the factory and under normal conditions require no further adjustment. If, however,

one of the following conditions exist, readjustment of the carburetor may be needed.

CONDITION POSSIBLE CAUSE/PROBABLE REMEDY

A. Black, sooty exhaust smoke, engine sluggish. A. Mixture too rich - readjust main fuel needle.

B. Engine misses and backfires at high speed. B. Mixture too lean - readjust main fuel needle.

C. Engine starts, sputters and dies under cold

weather starting.

C. Mixture too lean - turn main fuel adjustment 1/4

turn counterclockwise.

D. Engine runs rough or stalls at idle speed. D. Improper idle adjustment - readjust idle fuel

needle.

Maximum power and efficiency are possible only with proper carburetion. Improper carburetor adjustment can

lead to overheating, fouled spark plug, excessive value wear and other problems. Do not neglect carburetor if any

of the above problems persist. The following adjustment procedure is for the standard side draft carburetors.

STEP 1 - Stop engine and carefully turn Main Fuel and Idle Fuel Needle adjusting screws all the way in

(clockwise direction) until they bottom - DO NOT FORCE SCREWS as this will damage needle valves.

STEP 2 - For preliminary adjustment, turn Main Fuel screw 2 turns in counterclockwise direction, turn Idle Fuel

screw 1 - 1/4 turns in counterclockwise direction.

STEP 3 - Start engine and operate at normal speed until normal operating temperatures are reached.

STEP 4 - Main Fuel Adjustment - With engine operating at full throttle and full load, turn Main Fuel Needle in

(clockwise) until engine slows down (lean), note position of screw, then turn needle out

(counterclockwise) until engine regains speed and then again slows down (overrich). Turn needle back

in until it is positioned halfway between lean and overrich settings. If adjusted properly, the engine

should accelerate smoothly and operate with steady governor action.

STEP 5 - Idle Fuel Adjustment - Operate engine at idle speed of about 1000 RPM (adjust Idle Speed screw until

this speed is attained - check with tachometer). Turn Idle Fuel Needle in (clockwise) until engine slows

down and idles rough then turn screw out until engine speeds up and idles smoothly at the desired idle

speed.

STEP 6 - Final Adjustment - Since main fuel and idle fuel adjustment have some affect on each other, recheck

engine and make final adjustments as necessary to achieve smoothest operation.

NOTE: If the preceding steps do not remedy problems attributed to carburetor, carburetor reconditioning may be

necessary.

Carburetor Reconditioning

Service difficulties with fuel systems usually originate from improper carburetor adjustments or dirt, gum or

varnish in components. It will be necessary to completely disassemble carburetor to clean thoroughly. Normally

only pre-season cleaning will be required; however, the frequency of cleaning will depend upon use and operating

conditions.

All parts should be cleaned in a solvent. Gum is easily removed with an alcohol or acetone solvent. Be sure

any carbon deposits are removed from bore, especially where throttle plate seats in casting. Blow out all passages

with compressed air. Replace all worn and damaged parts. Always use new gaskets. Carburetor repair kits are

available for most carburetors. They include the bowl nut gasket, bowl ring gasket, float pin, bowl baffle gasket

and fuel inlet needle and seat.

Figure 3 Side Draft Carburetor

Disassembly of Carburetor

1. Remove carburetor from engine.

2. Remove bowl nut, gasket and bowl. When carburetor has bowl drain, remove drain spring, spacer (when

used), plug and gasket from inside of bowl.

3. Remove float pin, float, needle and needle seat. Check float for dents, leaks and wear on float lip or in

float pin holes.

4. Remove bowl ring gasket.

5. Remove idle fuel adjusting needle, main fuel adjusting needle and springs.

6. Do not remove choke and throttle plates and shafts. If these parts are worn, replace carburetor assembly.

Assembly of Carburetor

1. Install needle seat, needle, float and float pin.

2. Set float level. With carburetor casting inverted and float resting lightly against needle in its seat, there

should be 11/64" plus or minus 1/32 of an inch clearance between machined surface of casting and free

end of float (side opposite needle seat).

3. Adjust by bending lip of float with small screwdriver.

4. Install new bowl ring gasket, new bowl nut gasket and bowl nut. Tighten securely after making sure bowl

is centered on gasket.

5. Install main fuel adjustment needle. Turn in until needle seats in nozzle and back out two turns.

6. Install idle fuel adjustment needle. Back out approximately 1-1/2 turn after seating lightly against jet.

CAUTION: DO NOT USE FORCE ON ADJUSTMENT NEEDLES.

Figure 4 Fuel Pump

4. Clean fuel head thoroughly with solvent and a fine wire brush.

5. Holding pump cover with diaphragm surface up, place new valve gasket into the cavity. Now assemble

the valve spring and valves into the cavity and reassemble valve retainer and lock in position by inserting

and tightening fuel pump valve retainer screw.

6. Place pump cover assembly in a clean place and rebuild the lower diaphragm section.

7. Holding mounting bracket, press down on the diaphragm to compress spring under it, then turn bracket

900 to unhook diaphragm so it can be removed.

8. Clean mounting bracket with a solvent and a fine wire brush.

9. Replace the diaphragm operating spring, stand new spring in casting, position diaphragm and press down

on diaphragm to compress spring and turn 90 to reconnect diaphragm.

10. Hold mounting bracket, then place the pump cover on it (make sure that indicating marks are in line) and

insert the four screws. DO NOT TIGHTEN. With the hand on the mounting bracket only, push the pump

lever to the limit of its travel and hold in this position while tightening the four screws. This is important

to prevent stretching the diaphragm.

11. Mount the fuel pump on engine, using the new mounting gaskets. Connect the fuel lines.

GOVERNOR SYSTEM

(all models)

All Kohler Single Cylinder Engines are equipped with centrifugal flyweight mechanical type governors.

The governor gear - flyweight mechanism is mounted within the crankcase and driven off a gear on the

camshaft.

OPERATION: In operation, centrifugal force causes the flyweights to move outward with increase in speed

and inward with decreasing speed. As the flyweights move outward, they force the rod portion of the

assembly to push outward. Tension of the governor spring pulls. the flyweights back inward with decrease in

engine speed The rod, in turn, contacts a tab on the governor cross shaft causing it to rotate with changing

speed. One end of the cross shaft protrudes through the side of the crankcase.

FUEL PUMP

The mechanical pump operates off a cam on the

camshaft. The fuel pump lever rides on the cam and

transmits this mechanical action to a diaphragm within the

pump body.

Reconditioning Procedure:

1. Remove fuel lines and mounting screws holding pump

to engine.

2. With a file, make an indicating mark across a point at

the union of fuel pump body and cover. This is a

positive marking to assure proper re-assembly.

Remove assembly screws and remove cover.

3. Turn cover over and remove valve plate screw and

washer. Remove valve retainer, valves, valve springs

and valve gasket, noting their position. Discard valve

springs, valves and valve retainer gasket.

Through external linkage, the action of the crossshaft is transmitted to the throttle (or butterfly) valve in the

carburetor. When the engine, is at rest, the tension of the governor spring should hold the throttle valve in

open position.

When a normal load is applied and engine (and governor) speed tends to decrease, the resulting rotation

of the cross shaft acts against the governor spring to open the throttle valve wider which, in turn, admits more

fuel and restores engine speed. With governor properly adjusted, this action takes place so rapidly that a

reduction in speed is hardly noticed. As speed again reaches governed setting, the shaft rotates to either open

or close the throttle valve to maintain speed at a relatively constant level.

ADJUSTMENT: Governors are adjusted at the factory and further adjustment should not be necessary unless

governor arm or linkage works loose and becomes disconnected. Governor readjustment may be indicated if

engine speed surges or hunts with changing load or if speed drops considerably when normal load is applied.

Figure 5 Initial Adjustment

K241, K301

SPEED ADJUSTMENT - K241, K301

After making initial adjustment and hooking up throttle wire on variable speed applications, start engine

and check operating speed with hand tachometer. Maximum allowable speed for K241 and K301 models is

3600 RPM. Do not exceed this speed.

Loosen capscrew and move high speed stop bracket until correct speed is attained then retighten

capscrew. (See Figure 6).

Initial Adjustment: The following procedure

can be used on all models for the initial setting.

Make this setting with engine stopped.

STEP 1: Loosen (do not remove) nut which holds

governor arm to the governor cross shaft.

STEP 2: Grasp end of cross shaft with pliers and

turn in counterclockwise direction as far as

possible (tab on cross shaft will stop against rod on

governor gear assembly).

STEP 3: Pull governor arm all the way from

carburetor then retighten nut holding governor arm

to shaft. With updraft type carburetor, lift arm as

far as it will go then retighten arm nut.

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