mark-3 service manual

8/20/2019 Mark-3 Service Manual

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MARK-3®

Portable 4-Stage Fire Pump

Instruction & Service Manual


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MARK-3® Service Manual2www.wildfire-env.com • 1-800-426-5207

Digital Overspeed Switch(DOS)

Air Filter

Choke Lever

Throttle Muffler

Discharge Outlet Suction InletFuel Supply Hose Connect

Electronic Ignition Module

Spark Arrestor

Priming Inlet

Pump Clamp


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MARK-3® Service Manual 3www.wildfire-env.com • 1-800-426-5207

TABLE OFCONTENTS

General Information Page

SPECIFICATIONS 4

SERIAL NUMBERS 5

Engine Operating

STARTER 6

OPERATING INSTRUCTIONS 6-7

THE IMPORTANCE OF PROPERFUEL MIXTURE 8-11

FLOODING 12

COLD WEATHER 12

TROUBLESHOOTING CHART 13

ELECTRONIC IGNITION 14

Pump Unit

PUMP OPERATION AND LUBRICATION 14

PUMP TEST KIT 16

PUMP ADJUSTMENTS 16

DIGITAL OVERSPEED SWITCH (DOS) 17

Regular Maintenance

MAINTENANCE CHECK LIST 19

SERVICING SPARK PLUG 20

UPGRADED SPARK PLUG CAP 20

ELECTRONIC IGNITION UNIT 21

ELECTRONIC IGNITION MODULE SETTINGS 22

DECOMPRESSION SWITCH R-233DS 23

SERVICING CARBURETOR 24-26

CARBURETOR TROUBLESHOOTING CHART 27

AIR FILTER & CYLINDER ASSEMBLY 28

COOLING SYSTEM 29

THE REWIND STARTER 30-34

MAGNETO 35-36

Major Overhaul Service Page

ENGINE OVERHAUL SERVICE PROCEDURE 37

DISASSEMBLY PROCEDURE FOR ENGINE 38

REASSEMBLY SERVICE FOR ENGINE 39-40

DISASSEMBLY PROCEDURE FOR PUMP END 41

ASSEMBLY PROCEDURE FOR PUMP END 42-43

Miscellaneous

FRAME 44

QUICK-CONNECT FUEL LINE 44

NOISE REDUCTION MUFFLER 45

DECARBONISING 45

Technical Specifications

TORQUE VALUES 46

CYLINDER SPECIFICATIONS 46

CLEARANCE DATA AND LIMITS 46

SOLID STREAM NOZZLES 46

MAXIMUM PERFORMANCE VALUES 46

METER HEAD OF WATER AND 46EQUIVALENT PRESSURE

Appendices

ELECTRONIC IGNITION, CONVERSIONINSTRUCTIONS (POINT TO CDI) 47-52

ELECTRONIC IGNITION, INSTALLATIONINSTRUCTIONS 53

MECHANICAL CUT-OUT SWITCH 54

STOP SWITCH KIT 55

DOS INSTALLATION INSTRUCTIONS 55-59

IGNITION TIMING TOOL 60

Parts Index 61-64

Warranty 67


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GENERALINFORMATION

This handbook

includes

specifications,

performance data,

operating instructions,

normal servicing

information and parts

list for the MARK-3

centrifugal fire pump

unit.The MARK-3 unit

has been designed

to meet all the

requirements of

advanced techniques

in forest fire control,

including USDA Forest

Service Specifications

No. 5100-274C. This

versatile unit enables

the pump to be used

for high pressure

and volume (B-2

volume Pump Endinterchangeability).

It is also suitable for

rural and municipal

fire protection, or

wherever a large

volume of water or

high pressure is

required. Tandem

operations enable to

move water over

greater distances or

higher altitudes.

SPECIFICATIONS

The MARK-3 pump end (12-16 / 12-16S) is an anodized horizontal 4-stage centrifugal precision builtpump. Both the 2” (51 mm) NPSH* male suction connection and 1 1/2” (38 mm) NPSH maledischarge connection are made to standard forestry thread specifications.

The MARK-3 engine is a one-cylinder, two-cycle, air-cooled engine incorporating ball and rollerbearings. The unit is also equipped with a rewind pull-cord starter and automatic cutout switch.

*NPSH stands for straight pipe threads also abbreviated by IPT or SIPT.

WARNING

• The improper use of this pump could result in serious injuries.

Please read the manual before using your MARK-3 pump unit.

• Always wear eye and ear protection when operating the pump unit.

• Be careful, never touch the muffler, as it can reach very high temperatures and cause serious burns.Always allow enough time after stopping the unit for the muffler and surrounding parts to cool down.

• Always use proper fuel mixture to ensure suitable lubrication.

MAXIMUM PERFORMANCE

Pressure Discharge Flow

psi kPa bar US GPM IMP GPM L/min0 0 0 98 82 371

50 345 3.45 89 74 337

75 517 5.17 83 69 314

100 690 6.90 78 65 295

150 1034 10.34 65 54 246

200 1379 13.79 52 43 197

250 1724 17.24 38 32 144

300 2069 20.69 25 21 95

350 2413 24.13 9 7 34

380 2620 26.20 0 0 0

CHARACTERISTICS

Complete unit 59.8 lbs 27.1 kg

Height 16 ¼” 41 cm

Width 12” 31 cm

Length 23” 58 cm

Pump end only 15 lbs 6.8 kgMax. engine power 10 HP 7.46 kW

Carburetor Tillotson all position diaphragm type with integral fuel pump and filter

Ignition system Ducati Electronic Ignition

Spark plug* Bosch M4AC, NGK A8

Fuel consumption 4.5 L/hr (1.2 US gal/hr)

* For MARK-3 engines that use 14 mm spark plugs we recommend:Bosch W4AC, NGK B8HS, Champion L82C

DANGER DANGER


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SERIAL NUMBERS

Pump end serial number is located on the side of the pump (1.1).

Engine serial number is stamped on a nameplate attached to the crankcase (1.2).

These serial numbers are the key to various design details pertaining to the original manufactureof each unit. Therefore, it is very important to specify serial numbers whenever orderingparts and tools or when requesting information.

DIRECTIONAL REFERENCES

All references to right side and left side of unit are made as they appear to operator when facingrewind starter, thus the carburetor is on the right side and the muffler is on the left side.

Viewed in this manner (facing the recoil starter), the engine will rotate in a clockwise direction (1.3).

24:1

GENERALINFORMATION

1.1

1.2

1.3

READ ME FIRST

Good lubricating is important. Use a high qualityAPI-TC certified 2-cycle oil in preparing the gas/oilmixture (24:1). Always allow the engine to warm-upfor at least 2 minutes before using full throttle. DONOT run engine with pump disconnected or dry pump.

P S I

1 0 0

2

0 0

3 0 0

4 0 0

k P a

6 8 9

1 3 7 9

2 0 6 8

2 7 5 8

US gals/min 50 100 150 200

L /min 189 379 568 758

MK-3-B2

MK-3MK-3

Maximum Pressure: 380 PSI(2620 kPa)

Free flow: 98 US gals/min(370 L /min)

Maximum Head: 878' (268 m)

MK-3-B2

Maximum Pressure: 155 PSI(1068 kPa)

Free flow: 180 US gals/min(681 L /min)

Maximum Head: 358' (109 m)


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FOR TROUBLE FREE OPERATION

• DO NOT run engine at full speed until thoroughly warmed up.• DO NOT lift strainer out of the water while pump is operating.• DO NOT run engine with pump disconnected.

• DO NOT run pump when dry.• Check strainer frequently to make sure that it is not clogged with moss, leaves, etc.• DO NOT use suction hose without footvalve strainer.• Remove and drain pump after final use.

STARTER

The starter is an automatic rewind type. A proper operating technique will add many hours of life tothe starter rope and starter.

Grasp handle firmly and pull slowly until resistance (past compression), then continue to pull with ashort, vigorous stroke. Pulling handle sideways causes excessive wear. If kickback occurs, let go ofhandle immediately.

When engine starts, retain grip on handle and allow rope to rewind slowly.

Note: The rope should be replaced when wear is apparent.

See rewind starter Servicing and Parts (page 31).

OPERATING INSTRUCTIONS

Oil: API-TC certified 2-cycle mixing oil.

Gas: Unleaded 87 octane.

Mixing ratio: 24:1. Mix 24 parts of gasoline with 1 part of two-cycle oil.(Do not use gasoline that has a concentration of ethanol that is higher than 10%).

Do not use poor quality oil, high detergent oil or oil with solid additives (graphite, moly, T.F.E., etc.).Too much emphasis cannot be placed on the use of correct gasoline and oil mixture.

MIXTURE RATIO

Oil Gasoline

1 L (0.22 IMP gal, 0.26 US gal) 24 L (5.3 IMP gal, 6.3 US gal)

1 US Quart (0.95 L) 6 US gals (5 IMP gal, 22.75 L)

CONTROLS

There are only 3 controls which are used for normal operation: (1.4)

DOS (Digital Overspeed Switch)

Throttle lever

Choke lever3

2

1

1.4

12

3 24:1

TIP

If the rewind starter shouldbreak while the unit is onthe fire line, the completerewind starter assembly canbe easily removed, therebygaining access to a manualstarter pulley which ismounted on the flywheel.Using a rope, wrap aroundstarter pulley and pull.Make sure rope wrapping

will ensure clockwiserotation (from starter view).

CAUTION

Not enough emphasis canbe placed on the use ofcorrect gasoline and oilmixture. Using less than therecommended portion of oilwill cause overheating andpossible engine damage.Using more than therecommended proportion of oil will cause spark plugfouling, erratic carburetion,excessive exhaust smokeand rapid carbon deposits.

ENGINEOPERATING


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TO START MARK-3 UNIT

1. Fill fuel supply tank with recommended fuel mixture.

2. Connect fuel supply line to fuel supply tank (1.5).

3. Attach fuel supply line to the adaptor located on right side of engine frame. Pump fuel to filsupply line (1.6).

DO NOT use suction hose without footvalve strainer. DO NOT allow footvalve strainer torest on bottom of lake or riverbed.

4. Connect footvalve strainer to male end of suction hose, then fill suction hose with water andconnect to pump. Use universal hose coupling wrench to tighten coupling firmly (1.8).

5. Connect discharge hose , nozzles, etc., to pump. Use a rope or other means to keep straineat proper height, approximately 30 cm (1 foot) below water surface. If strainer is too close tothe water surface, it will draw air and pump may lose prime.

6. Fill pump with water manually or using a hand primer (B-5980), then reinstall priming cap andtighten firmly (1.8).

7. Move throttle lever to "Start" and "Warm up" position (approx. 3 increments).

8. Close choke, if engine is cold.

9. Slowly turn engine until resistance (past compression).

10. Give starter rope several quick, steady pulls until engine “coughs”.

11. Open choke slightly and pull starter rope until engine runs.

12. Slowly open choke and allow engine to warm up for at least 2 minutes before using full throttle

The MARK-3 engine was initially run-in at the factory. Full throttle operation can be usedprovided the engine is given a thorough warm-up period beforehand.

Important: Failure to allow the engine to warm up may lead to piston scoring and possibly

more serious damage.

DIGITAL OVERSPEEED SWITCH (DOS)

The MARK-3 unit is equipped with a digital overspeed switch. This safety device will stop theengine instantly and thereby eliminate overspeeding.

When the DOS automatically stops the engine, this is a warning that there is a problem. Do notrestart the engine until cause of trouble has been identified and corrected.

TO STOP MARK-3 UNIT

1. Move throttle lever to "Stop" position.

2. Allow unit to run for approximately 1 minute with throttle in this position.

3. Press and hold "OFF" button on the DOS until the engine shuts down.

4. Remove and drain pump after final use.

1

2

1.5

1.6

1.8

1.7

B-5980

2

1

ENGINEOPERATING


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ENGINEOPERATING

THE IMPORTANCE OF FUEL / MIXTURE RATIO, AIR / FUEL

RATIO AND OIL CONSIDERATIONS

e.g.:

20:1 30:1 40:1

CONS

Increased carbonizing of engine:

• Deposits on exhaust port,piston and head

• Excessive carbon build-up can causescoring of piston and cylinder

• Excessive carbon build-up candecrease heat dissipation

Need to de-carbonize more often

Spark plug fouling

is richer than 24:1

e.g.:

etc.

is leaner than 24:130:1

e.g.:

CONS

Decreased lubrication:

•Possibility of piston / cylinderscoring / seizure

•Engine operates hotter

More susceptible to damagewhen operating at higher ambienttemperatures

FUEL MIXTURE RATIO

The ratio amount of gasoline to2 cycle mixing oil can be classifiedas either Rich or Lean.

RICH MIXTURE RATIO

This is when the ratio of gasolineto oil is less.

LEAN MIXTURE RATIO

This is when the ratio of gasolineto oil is higher.

PROS

Reduced carbonizing

Fuel burns more efficiently:

• Clean burn

• Less pollution

• Better performance

• Better fuel combustion

Fuel does not burn efficiently:

• Reduced performance

• More pollution

Blockage of spark arrestor

PROS

Good lubrication

Able to operate at higher ambient temperatures

20:1


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ENGINEOPERATING

PROPER MIXTURE

Wildfire recommends a mixtureratio of 24:1 using Castrol 2-StrokeSuper Stroke (or similar) for the MK-3.

• Good lubrication

• Good performance

• Cost effective

• Reduced chance of scoring of piston / cylinder

• Possible to operate at high engine speed& temperature without damage

• Reduced carbonizing

• Pump end does not get dirtyfrom excessive oil

• Engine operates at normal temperatures

24:1

A/F RATIO

The ratio of the amount of AIR to the amountof FUEL being introduced into the combustionchamber

When adjusting the idle and high speedcarburetor adjustment it is important notto adjust the carburetor too lean or toorich otherwise engine damage can result.

RICH A/F RATIO

• The ratio of air to fuel is lower(lower air content in the air / fuel ratio)

• More fuel (gasoline + oil)…more lubrication

• Engine runs cooler

• Carbonizes easier / quicker

• Performance decreased• Not as responsive

• More smoking

• Combustion not as efficient

THE IMPORTANCE OF PROPER AIR FUEL A/F RATIO

THE IMPORTANCE OF FUEL / MIXTURE RATIO, AIR / FUEL

RATIO AND OIL CONSIDERATIONS

LEAN A/F RATIO

• The ratio of air to fuel is higher(higher air content in the air / fuel ratio)

• Less fuel (gasoline + oil) in the air / fuelmixture… less lubrication

• Less lubrication…possible piston /cylinder scoring

• Not good to operate in high ambienttemperatures

• Runs hotter

• Burns cleaner

• Good performance (if too lean thenperformance drops off)


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ENGINEOPERATING

A/F ADJUSTMENT: ALTITUDE VARIATIONS

It is very important to adjust carburetor when moved from a HIGHER ALTITUDE to a LOWER ALTITUDEand vice versa.

Example:

At higher altitudes there is less oxygen therefore you need to adjust the carburetor to maintaina proper A/F RATIO (we need to decrease the amount of fuel in the A/F ratio…lean out). If thecarburetors (adjusted lean for high altitude) are not re-adjusted when the engine is taken down tosea level conditions (lower altitude) the engine will be operating with a much leaner A/ F RATIO (moreair at lower altitudes) and possibly cause engine damage.

A/F ADJUSTMENTS: AIR FILTERSThe condition of the air filter can cause the A/F ratio to vary. A dirty air filter restricts the amount of air that can enter the carburetor resulting in a richer A/F ratio. Some operators make the mistake of adjusting the A/F ratio as the air filters gets dirtier by leaning out the carburetor instead of cleaning/changing the air filter. As soon as the air filter is either changed or cleaned (A/F ratio notre-adjusted) more air will be able to enter the carburetor resulting in a much leaner A/F mixture which

can result in possible engine damage.

A/F ADJUSTMENTS: DIFFERENT FUEL MIXTURE RATIOSThe A/F ratio and the fuel mixture ratio are closely linked. The following cases will better describehow they are related.

LEAN A/F RATIO

The A/F ratio is extremely critical when using a

lean Fuel Mixture Ratio. If the carburetor isadjusted too lean, then there will be less fuel(gasoline + oil) which in turn results in decreasedlubrication. At this point the engine will beoperating hotter and if the ambient temperaturesare higher and if the engine is operating at ahigher engine speed, the possibility of enginedamage resulting is quite high. If the A/F ratio istoo lean, in addition to higher temperatures, aloss of power will also be observed.

RICH A/F RATIO

If the A/F ratio on the carburetor is adjusted rich,

the engine will begin to smoke due to improper /incomplete combustion. A noticeable lack of power will be observed.

LEAN FUEL MIXTURE RATIO

LEAN A/F RATIO

If the carburetor is adjusted with a lean A/F ratio,there will be less fuel (gasoline + oil) which inturn will result in a decreased lubrication. With aricher fuel mixture ratio, a lean A/F ratio settingis not as critical as with a Lean Fuel Mixture ratio.There may still be enough lubrication (dependingon the fuel mixture ratio and the A/F ratio) toprevent engine damage but caution must betaken to properly adjust the carburetors.

RICH A/F RATIO

When dealing with a rich fuel mixture it is criticalnot to operate the engine with a rich A/F ratio. If this happens the engine will smoke and carbondeposits will form. It will be necessary tode-carbonize the carbon deposited areas. If thedeposit formations are not removed, the engine canstart to heat up and possible scoring could resultdue to bits of the carbon breaking off and gettinglodged in between the cylinder and piston.

A noticeable power loss will be experienced.

RICH FUEL MIXTURE RATIO


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ENGINEOPERATING There are different types of 2 cycle oils that

can be used:

• Mineral

• Castor Bean Oil

• Synthetic

• Semi-synthetic

MINERAL

• Cost effective, not too expensive

• Readily available

• Leaves a nice lubricating film on the cylinderwalls and does not run off

• Good lubricity

• Lubricating film on cylinder wall does not

run off when in storage over periods of time

• Higher ash

• Can leave deposit formation on:- exhaust port- piston rings- piston crown

CASTOR BEAN OIL

• Very gummy dirty oil

• Resists seizure under extreme conditions

• Very high ash… much higher depositformation

• Requires frequent disassembly for depositremoval

• Used in racing where crucial lubricationis required and frequent disassembly,cleaning and re-assembly is performed

SYNTHETIC

• Mixes very well with oil since compositionof Synthetic oil is close to that of gasoline

• Produces low ash therefore reduced depositformation

• Leaves a thin lubricating film on cylinderwall

• Thin lubricating film on cylinder wall hasdifficulty providing adequate lubricationwhen dealing with a hot air cooled engine

• Much more expensive

• Not readily available

• Possible varnishing on cylinder walls

• Some manufacturers may require a break-inperiod or greening of the engine

• Cannot readily interchange from syntheticto non-synthetic and back (dependant onmanufacturers recommendations)

• The thin lubricating film on cylinder wallscan run off during longer storage periodsleaving the surface unprotected; corrosionand dry starts leading to damage

• Dyno test have not shown an increase inperformance using synthetic oil

SEMI-SYNTHETIC• A compromise between synthetic and

mineral based oils

• Higher cost

• Not always readily available

• Has a lesser degree of run off

OIL CONSIDERATIONS

CONCLUSIONWildfire suggests using Castrol 2 Stroke Super Stroke or similarmixing oil due to the positive results when used in the MK-3 at a24:1 mixture ratio. Tests have been conducted using synthetic andsemi-synthetic oils but found varying results with variations infuel quality and oil quality with some results leading to pistondamage or piston ring sticking.


12/68


COLD OPERATION

In cold operation, it isgood practice to put asmall quantity ofaluminum compatibleantifreeze into the pumpend through the primingcap immediately afteruse to prevent damagefrom freezing.

FLOODINGFlooding refers to an accumulation of excess fuel in cylinder, mainly due to excessive use of choke.

When the engine is in a flooded condition, an over-rich fuel-air mixture is induced into the cylinder.This mixture does not ignite readily and usually fouls the spark plug.

CLEARING A FLOODED ENGINERemove fuel supply line from engine or close fuel supply valve (if equipped). Remove spark plug. Withboth choke and throttle in fully open position, pull starter rope several times until excess fuel isexhausted. Before reinstalling spark plug, clean and dry electrode and insulator tip.

COLD WEATHERRecommended Procedure for Cold Weather or Prolonged Storage

The following procedure is recommended to ensure proper protection of the engine if the engine isto be left idle for prolonged periods between uses or if there is a possibility that the engine may bestored in an unheated area where freezing temperatures may occur.

1. With pump unit running at low RPM, remove the quick-connect fuel line from the quick-connectfitting on the engine.

2. Allow engine to run until all fuel has left the carburetor and the engine stops.

3. Remove spark plug.

4. Rotate crankshaft until piston is at top dead centre.

5. Pour 30 ml (1 oz) of oil into spark plug opening (use same oil grade used in fuel mixture).

6. Rotate crankshaft 2 or 3 times to ensure that cylinder walls are well coated with oil, then bringpiston to top dead centre.

7. Reinstall spark plug.

8. Keep the pump unit in dry storage above freezing temperature.

ENGINEOPERATING


13/68


TROUBLESHOOTING CHART

ENGINE DOES NOT START OR STARTS

MOMENTARILY THEN STOPS

Possible cause Remedy

Fuel supply tank empty Refill fuel tank

Fuel supply valve closed Open supply valve

Air vent on fuel tank closed Open air vent or unscrew cap

Defective fuel supply hose Replace

Dirty fuel strainer screen Clean or replace

Leak in fuel supply system Tighten or replace fittings

Carburetor mountings loose Tighten mountings

Water or dirt in fuel system Drain; flush thoroughly

Engine flooded See “Flooding”

Too much oil in fuel mixture See “Operating Instructions”

Spark plug fouled or defective Clean or replace

No spark See “Electronic Ignition

Module Settings”

ENGINE RUNS IRREGULARLY OR MISSES


Defective fuel supply hose Replace

Dirty fuel strainer screen Clean and replace

Leak in fuel supply system Tighten or replace fittings

Carburetor mountings loose Tighten mountingsWater or dirt in fuel system Drain; flush thoroughly

Wrong gasoline in fuel mixture See “Engine Lubrication and Fuel”

Too much oil in fuel mixture See “Engine Lubrication and Fuel”

Air filter dirty Clean or replace

Idle mixture screw misadjusted See “Carburetor Adjustment”


Wrong type of spark plug Use recommended plug

Improper timing Refer to “Electronic Ignition Unit”

ENGINE BACKFIRES



Defective carburetor Replace


ENGINE DOES NOT IDLE PROPERLY



Too much oil in fuel mixture See “Engine Lubrication and Fuel“

Idle mixture screw misadjusted See “Carburetor Adjustment”


Wrong type of spark plug Use plug recommended

Main adjustment screw See “Carburetor Adjustment”misadjusted

Improper timing Refer to “Electronic Ignition Unit“

ENGINE DOES NOT DEVELOP NORMALPOWER AND/OR OVERHEATS



Wrong gasoline in fuel mixture See “Engine Lubrication and Fuel“

Wrong oil in fuel mixture See “Engine Lubrication and Fuel“

Not enough oil in fuel mixture See “Engine Lubrication and Fuel“

Too much oil in fuel mixture See “Engine Lubrication and Fuel“

Air filter dirty Replace


Wrong type of spark plug Use plug recommendedCooling system dirty Clean cooling system

Muffler blocked or dirty Replace


Improper timing Refer to “Electronic Ignition Unit“

ENGINE SOUNDS LIKE A FOUR STROKE


Too much oil in fuel mixture See “Engine Lubrication and Fuel”

Engine not warmed up properly Allow longer warm up period


Air filter dirty Clean or replace


Refer also to the “Servicing Carburetor” section for additionaTrouble Data and Service Information.


14/68


The electronic ignition allowsfor a smoother and more

responsive engine run.

ENGINEOPERATING

A more efficient andmaintenance free electronic

ignition system.

ELECTRONIC IGNITION

In May of 2004, Wildfire announced that the standard MARK-3 units would feature anelectronic ignition system as opposed to the previous pointed ignition system.

The upgrade to the electronic ignition system has eliminated the need for regular maintenance

associated with breaker points. The electronic ignition system uses a magnetic pickup located onthe flywheel which, when passing over a certain point on the stator, will induce a highvoltage that causes the spark plug to fire at the proper moment.

The electronic ignition module is equipped with spark advance, thus allowing for a cleaner burnat higher RPM levels. The engine will run smoother and will be more responsive. Note that whenthe engine is started cold, it will run "rough" (as if the timing is off) for about 15-30seconds, after which the engine will run smoothly.

In order to convert a MARK-3 from breaker points to the upgraded electronic ignition system, aretrofit kit was created (B-7595). This manual provides step-by-step instructions on how to performthe conversion.

The breakdown of the electronic ignition is shown below. The electronic module is placed in analuminium box located on the frame below the carburetor shroud.

Ref. # Part# Description Qty

-- B-7595 MARK-3 Conversion Kit (Point to CDI)

1 R-271 Electronic ignition conversion kit 1

2 A-7589 Mounting block, electronic ignition 1

3 D-2902-9 Grommet 2

4 FAST-18 Bolt, hex, steel, plated 2

5 QHOSNEO5/16BL* Hose, 5/16" ID x 7/16" OD, neoprene 0.5

6 QWICO18GABLK* Wire, 18 ga., black 0.83

7 PART-37 Female disconnect terminal, insulated 1

8 FAST-20 Bolt, hex steel plated 2

9 FAST-510 Flat washer, steel plated 2

10 R-150 Lock nut, steel, plated 5

11 A-6510 Decal for electronic ignition box 1

12 B-5562-18 Plastic coated clamp 1

13 C-7010-12C Female bullet terminal, insulated 1

-- MAN-B-7595 Manual, MARK-3 conv. kit, point to CDI 1

-- PART-260* Split loom, 3/8" 0.92

-- QHEATSH1/2D* Heat shrink tubing, 1/2" 0.17

-- QHEATSH1/4D* Heat shrink tubing, 1/4" 0.17

* Please note that these items are not sold as spare parts.

1

1313

1

4

32

5

6

7

12

10

9

8

111

NOTE

For step-by-step instructions

to convert from a pointedengine to CDI please referto the Appendix.


15/68


Ref. # Part # Description Qty

_ 212-170P Pump clamp

1 A-4460 Lever sub-assembly 12 A-4452 Side link for lever 1

3 C-4462-5 Cotter pin 3

4 A-4455 Clevis pin, lever side 2

5 B-4461 Clamp, top half 1

6 B-4457 Clamp, bottom half 1

7 A-4454 Clevis pin, eye bolt side 1

8 A-4456 Knob for tension adjustment 1

9 A-4453 Eye bolt 1

PUMP UNIT

3

4

5

6

3

7

8 9

1 2

PUMP OPERATION AND LUBRICATION


16/68


IMPORTANT

Apply FINGER PRESSUREONLY to close pump clamplever. Excessive pressurewill damage or breakclamp link.

IMPORTANT

Pump ends (12-16S) withthe sealed bearing (12-48S)do not require greasing.

PUMP UNIT PUMP LUBRICATION

Pumps requiring greasing must be lubricated every 8 hours of operation and after each use.

Use a clean grease gun filled with fresh grease. Remove dirt from grease fitting before applying greasegun. Grease should be pumped slowly into grease zerk while rotating the pump shaft. Continuepumping until fresh grease appears around bearing ring. Wipe off excess grease.

Do not use graphite grease or a pressurized grease gun.

TO REMOVE PUMP FROM ENGINE

1. Lift pump clamp lever.

2. Release tension adjusting knob at bottom of clamp.

3. Remove clamp by tapping bottom end of each half clamp.

4. Remove pump from engine.

TO ATTACH PUMP TO ENGINE

1. Place flexible buffer coupling on engine coupling pins.

2. Align flexible buffer coupling holes to pump end coupling pins and install.

3. Attach pump clamp. Carefully align clamp positioning pins with flange stub.

4. Adjust tension knob located at bottom of clamp to obtain a light pressure on

clamp ring.

TO DRAIN PUMP

It is recommended that the pump be drained after usage. This is a MUST during cold weather, toprevent damage to pump, due to freezing.

1. Remove discharge hose, suction hose, and priming cap.

2. Drain pump by tilting pump body several times.

3. Stand pump on suction nozzle end for several minutes to complete drainage.

4. Replace discharge, suction, and priming caps.

TESTING PROCEDURE

The A-2388 pump test kit is designed to verify the condition of a pump unit by completing aperformance test. This is achieved through running the unit at three key nozzle bore sizes: ¼” (6 mm),⅜” (9.5 mm), and at ½” (12.7 mm). Verify that the pressure output at full throttle is at or above thebelow-listed minimal pressure ranges by reading the pressure gauge at each nozzle setting. The pumpunit should be sent to a service center if it fails any one of the testing points. (See next page for kitbreakdown).

*1/2"12.7 mm

100-105 psi689-724 kPa

7/16"11 mm

125-130 psi862-896 kPa

*3/8"9.5 mm

165-170 psi1138-1172 kPa

5/16"8 mm

210-215 psi1448-1482 kPa

*1/4"6 mm

255-260 psi1758-1793 kPa

1/8"3 mm

315-320 psi2172-2206 kPa

NozzleSize

MinimalPressureRange

*Test kit includes ¼” (6 mm), ⅜” (9.5 mm), and at ½” (12.7 mm) test points


17/68


PUMP TEST KIT

IMPORTANT

Carburetor should beproperly adjusted beforestarting performance test. See"Carburetor TroubleshootingChart". In addition, the pumpunit should be set up as closeas possible to water source.

PUMP ADJUSTMENTS

Overspeeding may occur if:

1. Pump not primed properly.

• Suction hose and/or pump body not completely filled with water.

• A bend in the suction hose, located higher than the pump suction inlet, causing an air lock

(The suction hose between the pump and water supply must have a downward slope.)2. Loose suction hose coupling or priming cap.

3. Footvalve strainer clogged or too close to surface of water.

4. Pump loses prime.

• Due to lack of water, air lock may form in the suction hose when pump unit works against ahigh delivery head. If this happens, disconnect the discharge hose from the pump then reprimepump in the normal manner.

• Pump runs out of water, either because of lack of sufficient water supply or by attempting topump water from a shallow water source.


-- A-2388 Pump test kit (incl. all the parts listed below)1 A-2392 Pressure gauge 0-400 psi (0-2800 kPa) 12 F5095E Hose SPEC 187-1 1/2" x 10' with aluminum coupling

NPSH M/F F5095E00F10RAAFSS 13 A-2389 Pump test kit box 14 A-2391 Rubber hose assembly (incl. a set of 2 adaptors A-2391B) 15 A-2391B Adaptor Female NPT-Swivel Female 2 26 A-2390A Shut-off valve 17 A-2390 Pressure gauge adaptor 1 1/2" (38 mm) female NPSH to

1 1/2" (38 mm) male NPSH 18 A-2395 Brass calibrated nozzle tip set:

includes 1/4” (6 mm), 3/8” (9.5 mm) 19 C-1933 Calibrated nozzle, 1/2" (12.7 mm) 1


18/68


CDIElectronic Ignition Module

OFF buttonDOS

NOTE

For information on previousmechanical cut-out switchsystem (B-6288) pleaserefer to the Appendixsection.

PUMP UNIT The footvalve must remain at least 30 cm (1 foot) under the water surface while pump is operating.

All suction couplings, including footvalve, must be wrench tightened. Proper fitting gaskets must beused in all coupled joints. Worn or dried out gaskets should be replaced with new gaskets.

DIGITAL OVERSPEED SWITCH (DOS)

One common failure associated with fire pumps is in overspeed condition. This occurs when the pumpend experiences a loss of prime. Not enough water in the pump end severely unloads the engine andcauses it to race to speeds outside safe operating parameters.

Wildfire previously used a mechanical cut-out switch to deal with the problem of overspeed.

The Digital Overspeed Switch (DOS) continuously monitors the engine’s speed through the use of amicrocontroller which, once overspeed is detected, re-validates that the condition exists thenimmediately shuts down the pump. Adjustment of a tension spring is no longer required. An “ON/OFF”switch is also no longer required. This also reduces the amount of wiring and spare parts necessaryfor each unit. Can be installed on any MARK-3 equipped with electronic ignition module.

POWER

The DOS unit derives power from the engine and therefore does not require the use of batteries. Theunit powers up once the engine is operating.

INTEGRATED OFF SWITCH

With the DOS installed the ON switch is no longer required. The MARK-3 unit is, hence, always readyto start. However, the DOS incorporates an OFF switch which the operator can activate when needed.

INSTALLATION

The DOS uses one single wire making installation simple. The DOS easily installs on the side of thefan cowl above the carburetor shroud.

For end users with the current MARK-3 CDI units with (B-6288) mechanical cut-out switch thenecessary kit required in order to convert to DOS is B-6289. An instruction sheet for installationpurposes is provided with every kit. Please refer to Appendix (DOS Instruction Sheet).

NOTE

The DOS feature is available exclusively for MARK-3 fire pumps with CDI units that is, unitswith an electronic ignition module (any MARK-3 purchased after November 2003). The DOSbecame a standard feature for all MARK-3 units back in June 2009 with theexception of the MARK-3 GSA version.

Wildfire strongly recommends using a robust type spark plug connectorOEM model R-650 (refer to image) when operating the MARK-3 withthe DOS. This OEM spark plug connector (R-650) has been thoroughlytested and approved for usage on our MARK-3 as a result of its signalshielding capability which ensures the proper operation of the DOS.Usage of another type of spark plug cap may lead to a potential DOSmalfunction and will inherently limit any applicable warranties.


19/68


REGULARMAINTENANCE

MAINTENANCE CHECK LIST

Regular maintenance is a schedule of continoussystematic maintenance, designed to preventfrequent or major breakdowns before theyoccur.

Maintenance on a fire pump unit shouldnot be done on the fire line. Always, checkyour pump unit immediately after use.

1. Clean unit thoroughly.

2. Clean air filter.

3. Clean fan housing and air intake screen.

4. Make sure cooling passages and cylinderfins are clean.

5. Make sure spark plug is cleaned and hasproper gap setting.

6. Check stop switch for proper operation.

7. Check throttle and choke control for proper

operation.8. Make sure carburetor fuel strainer screen

is clean.

9. Check fuel line and fittings for signsof wear, etc.

10. Check and grease pump end(as per instructions in previous section).

11. Check starter cable and mechanisms andreplace if it shows signs of wear.

12. Check condition of buffer coupling.

13. Operate pump unit and check generalperformance. Adjust carburetor if necessary( (See Carburetor Adjustment page 26).

14. Check carburetor adjustments.

15. Note any performance irregularities or anyabnormal mechanical sounds.

16. Make sure pump seal is not leaking.

17. Make sure that all necessary tools, sparesand accessories are with pump unit. It isstrongly suggested to always have an extra

spark plug on hand.18. Make sure electronic ignition module is

free of debris. Verify condition of wiringand connections.

1

14

7

3

11

9

2

12

10

6

4

5

8


_ R-900 Maintenance tool kit (incl. all parts listed below) 1

1 PART-117* Grease gun 1

2 271-923 Wrench - adjustable 8" (203 mm) 1

3 R-911M Wrench - box & open end 1/2" (13 mm) 1

4 R-906M Wrench - box & open end 3/8" (10 mm) 1

5 R-910 Wrench - open end 1/2"-9/16" (13-14 mm) 1

6 R-902 Screwdriver 2" (51 mm) 1

7 R-904 Wrench - spark plug 18 A-3023 Carburetor adjusting tool 1

9 R-901 Screwdriver, 4" (102 mm) sq. handle 1

10 R-903 Feeler gauge - spark plug & breaker point 1

11 R-908 Wrench - open end 5 & 8 mm (ignition) 2

12 R-905 Handle - rod 1

13 271-488 Bag - tool roll (not shown) 1

14 271-928 6 mm T-handle Hex 10.5" LG 1

* Not required for pump ends with maintenance-free sealed bearing.


20/68


REGULARMAINTENANCE

SERVICING SPARK PLUG

Operating with a defective or incorrect spark plug will affect the engine's performance and can causehard starting, fouling, missing, overheating, pre ignition and/or lack of power. To service and inspectthe spark plug, the following steps must be performed.

1. Remove spark plug cover.

2. Disconnect spark plug cable and remove spark plug.

3. Clean spark plug and inspect carefully. If tip of insulator core is rough, cracked, broken or blistered,or if electrodes are burned away to the extent that they are too thin and cannot be satisfactorilyadjusted to recommended gap. 0.016" -0.020" (0.41-0.51mm), replace with new plug.

Note: Use R-629 spark plug.Use only spark plug type specified by engine manufacturer.

4. Reinstall spark plug. Start threads one or two turns with fingers to avoid danger of cross threading.Tighten spark plug to recommended torque of 25 Nm (18 ft-lbs or 215 inch-lbs).

5. Connect spark plug cable.

6. Install spark plug cover; tighten screws securely.

Caution: Ceramic insulation of spark plug is easily damaged by shock stresses or bendingstresses as may be imposed by dropping, striking with hard objects or overtightening. Therefore,if spark plug has been subjected to such accidental abuse, it should be carefully inspected and testedbefore further use.

IMPORTANT

Refer also to section on"Servicing Carburetor"for additional "TroubleData" and serviceinformation.

A robust type of connector has replaced the old

spark plug rubber cap.

UPGRADED SPARK PLUG CAP

For years the MARK-3 was using a rubber spark plug connector R-650. The rubberconnector was known to crack where the wire goes into the connector and where the rubber

connector goes onto the spark plug.The rubber connector has since been replaced by a robust type of connector used on highperformance recreational vehicles. The connector has the added benefit of being able to shieldagainst noise signals.

The part number remains R-650.


21/68


21

34

5

6

REGULARMAINTENANCE

ELECTRONIC IGNITION UNIT

Procedure:

• Remove old flywheel and armature plate.

• Fit the new armature plate so that the long holes are aligned, then turn it approx. 1 mmcounter-clockwise, then tighten the 3 screws.

• Turn crankshaft until the piston is 3.75 mm before top dead centre, measuring through the sparkplug hole with a dial gauge. For the final dynamic ignition timing check make an ink mark on thecoupling buffer 12-17 as well as on the flange – pump mounting R-136.

• Fit electronic box.

• Start engine and check ignition timing with a stroboscopic lamp. The 2 marks previouslymade must correspond at 3000 – 4000 r.p.m.

• If the 2 marks do not correspond, remove flywheel and loosen the 3 screws of the armatureplate, turn armature plate slightly in the direction needed. Repeat the procedure until the markscorrespond.

• Seal rubber grommet with Silastic.

TO SPARK PLUG

TO GROUND (RED)

TO COIL (GREEN)

MUST BE INSERTED BEFOREINSTALLING ELECTRONIC BOX

TO STOP & CUT-OUTSWITCHES (BLACK)OR TO DOS


22/68


ELECTRONIC IGNITION MODULE SETTINGS

Table System Part number

Resistance value Check Ø116 mm Flywheel magneto 492.19.6009

Resistance value Check CDI unit with H.V. coil 432.39.9510

FLYWHEEL MAGNETO

+ / - Green wire Ground (stator)

Green wire - 225 ÷ 255 Ω

Ground (stator) 225 ÷ 255 Ω -

CDI UNIT WITH INTEGRATED IGNITION COIL

+ / - STOP VERDE Ground H.V. outputtesting pin (G) (red wire) (AT)

STOP - ≤ 0.1 Ω ≥ 50 MΩ ≥ 50 MΩVERDE (G) ≤ 0.1 Ω - ≥ 50 MΩ ≥ 50 MΩ

Ground ≥ 50 MΩ ≥ 50 MΩ - 4.7 ÷ 5.5 KΩ

H.V. output. ≥ 50 MΩ ≥ 50 MΩ 4.7 ÷ 5.5 KΩ -

NOTES

• Testing Temperature: 25 °C.

• Values (in ohm) detected by Tester Digital BECKMAN RMS 3030.

• The above said values are not always a guarantee of perfect efficiency of the part.

REGULARMAINTENANCE


23/68


A-7627

A-7628

R-233

R-233DS

Exploded view R-233DS

FOR UNITS EQUIPPED WITH A DECOMPRESSION SWITCH

DECOMPRESSION SWITCH R-233DS

The MARK-3 model MK3-DTQS features a decompression switch that significantly facilitates startingthe pump.

To convert an existing MARK-3, simply replace the cylinder head with a R-233DS (cylinder headwith decompression switch assembly)

KEY CHARACTERISTICS

• Decompression switch makes easy pulling / starting of recoil starter.

• Engine fires up easier

• No kick back

• Easily engaged, simply push decompression switch in

• Automatically disengages / closes when engine starts

PARTS BREAKDOWN

• Decompression Switch: A-7627

• Copper Washer: A-7628

• Cylinder Head: R-233 (machined head not sold separately)

• Head Gasket: R-238 (not shown)

INSTALLATION NOTES

• Torque value for decompression switch: 190-210 in-lbs (21-24 Nm).

Note: The decompression switch and cylinder head must be cool prior to installation.The threads on the decompression switch and on the cylinder head must also be clean.

• Install cylinder head with decompression switch oriented towards pump end.

REGULARMAINTENANCE


24/68


123

4

5

7

8

9

6

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

10

11

12

15 14 13

39

40

383736

42

41

31

19

32

33

33

35

34

REGULARMAINTENANCE

SERVICING CARBURETOR


25/68



– R-1050 Repair parts kit –

– R-1115 Carburetor – 1 R-1045 Body 1

2 R-1113 Carburetor gasket, isolating flange 1

3 R-1041* Mach. screw with lock washer 2

4 R-1040* Throttle shutter 1

5 R-1035 Throttle shaft and lever 1

6 R-1039 Throttle shaft return spring 1

7 R-1036 Throttle shaft clip 1

8 R-1037 Lock washer 1

9 R-1038* Machine screw 1

10 R-1111 Bolt 1

11 R-1101* Throttle link lever assembly 112 R-1110* Nut 1

13 R-1005 Choke shutter 1

14 R-1002* Choke friction pin 1

15 R-1003 Choke friction spring 1

16 R-1004 Choke shaft and lever 1

17 R-1001 Body channel welch plug 1

18 R-1034 Nozzle check valve 1

19 R-1025N Inlet control lever 1

20 R-1008 Diaphragm gasket 1

21 R-1009 Diaphragm 1

22 R-1010 Diaphragm cover 1

23 R-1011 Fuel pump gasket 1

24 R-1012 Fuel pump diaphragm 1

25 R-1013 Fuel pump body 1

26 R-1015 Fuel strainer screen 1

27 R-1016 Fuel strainer cover gasket 1

28 R-1017 Fuel strainer cover 1

29 R-1018 Machined screw 1

30 R-1014* Mach. screw with lock washer 6

31 R-1025NA Inlet control lever fulcrum pin 1

32 R-1029 Inlet tension spring 1

33 R-1046N Inlet needle and seat 1

34 R-1025NB* Inlet control lever pin lock screw 135 R-1047 Inlet seat gasket 1

36 R-1022 Idle speed screw O-ring 2

37 R-1021 Flat washer, brass 2

38 R-1020 Idle / High speed mixture screw spring 2

39 R-1019 Idle mixture screw 1

40 R-1030 High speed mixture screw with pin 1

41 R-1024* Idle speed screw spring 1

42 R-1023* Idle speed screw 1

*Please note that these parts are not sold as spare parts.

CARBURETOR DESCRIPTION

The carburetor can be cleaned with a minimum of tools. Beforedisassembling carburetor it is imperative to flush it clean ofdirt by using proper carburetor cleaner.

1. Remove strainer cover retaining screw and plastic cover.

2. Remove strainer cover gasket and strainer screen.

3. Remove screws and fuel pump body.

4. Remove fuel pump diaphragm and gasket.

5. Remove main diaphragm cover plate.

6. Remove main diaphragm and main diaphragm gasket.

7. Remove inlet control lever fulcrum pin, lever and tensionspring.

8. Remove inlet needle.

9. With a thin wall 8 mm (5/16") hex socket carefully remove

the inlet seat. Remove inlet seat gasket. When reinstallingseat, tighten only to 3 or 4 Nm (25-35 inch-lbs).

10. Remove idle and high speed mixture screws.

11. When reinstalling O-ring type adjusting screws, lubricatewith SAE-30 oil to prevent seizing. Packing spring typeadjustments do not require lubrication.

12. The ball check type main nozzle can be removed bytapping it out of the body casting into the venturi with asmall punch. A replacement ball check nozzle should bepressed into the casting. The brass cage should be pressedflush with the metering chamber casting.

Before reassembling the carburetor (in reverse order as

outlined above) wash all component parts in carburetorcleaner and blow off with compressed air. The channels in themetering body should be cleaned by blowing through the idleand main adjusting orifices. All fuel passages in the threecastings should be cleaned with compressed air.

Do not clean orifices or passages with wires or drills asthis might damage and cause incorrect operation of thecarburetor.

When reassembling the inlet control lever and spring, makesure that the spring rests in the well of the metering body andlocates on the dimple of the inlet control lever.

Do not stretch spring. Inlet control lever is properly set when

flush with floor of diaphragm chamber.

Be certain main diaphragm, gasket and cover casting arecarefully fitted over the three small pins cast in rim at bottomof metering body. Also the fuel pump gasket, diaphragm andfuel pump body are placed over similar pins at bottom rim ofmain diaphragm cover casting. Evenly tighten fuel pump bodyretaining screws to insure complete seal of casting separationsat both diaphragms.

Frequent cleaning or replacement of the fuel strainer screenwill aid satisfactory operation of the carburetor.


26/68


REGULARMAINTENANCE

SERVICING CARBURETOR

CARBURETOR ADJUSTMENT

The carburetor is provided with three adjustments, namely high speed (main) adjustment; low speed(idle) adjustment; and idle speed regulating screw.

1. Before starting pump unit, close both main and idle adjustment screws, by turning clockwise,until needle just touches seat.

Note: Turn adjustment screws carefully and gently. Do not force needle into seat, otherwise, bothneedle and seat may be permanently damaged.

2. Open main adjustment screw 1 turn, by turning counterclockwise.

3. Open idle adjustment screw 1 turn, by turning counterclockwise.

4. Turn idle speed regulating screw until throttle shutter is slightly open.

5. Start unit. Open choke slowly, and allow engine to warm up thoroughly, graduallyincreasing speed to full throttle setting while running with 6 mm (1/4") diameter nozzle tipconnected to a 3 m (10') discharge hose.

6. When engine is thoroughly warmed up, close throttle, then adjust idle adjustment screw and idlespeed regulating screw, until engine idles smoothly between 2000-2200 RPM.

7. Increase speed gradually to full throttle setting, then turn main adjustment screw until enginegives maximum RPM and pump delivers maximum pressure. Then, turn main adjustment screw1/4 turn maximum counterclockwise. This setting will give correct mixture ratio to assure properengine lubrication.

Do not leave main adjustment screw set too lean, otherwise serious engine damage may occur due

to lack of sufficient lubrication.

Note: It will be necessary to readjust the carburator when taking the pump from one altitude andplacing in a different altitude. Repeat steps 1 to 7.


27/68


REGULAR MAINTENANCE

CARBURETOR TROUBLESHOOTING CHART

CARBURETOR FLOODING


Dirt or foreign particles preventing inlet needle from seating. Remove, clean and replace.

Diaphragm lever spring not seated on lever dimple. Remove lever and reinstall.

Diaphragm improperly installed in carburetor. Replace diaphragm or correct installation.

Improper use of choke Proper use of choke at start-up

ENGINE WILL NOT ACCELERATE


Idle adjusting screw set too lean. Enrich idle adjustment.

Incorrect setting on diaphragm lever. Reset.

Diaphragm cover plate loose. Tighten.

Diaphragm gasket leaking. Replace.

Main fuel orifice plugged. Remove diaphragm cover, diaphragm, diaphragm lever and mainadjusting screw. Clean out orifice by blowing through mainadjustment threaded hole.

ENGINE WILL NOT IDLE


Incorrect idle adjustment. Reset to best idle.

Idle discharge ports or channels clogged. Blow out with compressed air, or if compressed air is not available,clean and flush with gasoline.

Diaphragm lever set incorrectly. Reset diaphragm lever so it is flush with the floor of the diaphragm chamber.

Throttle shutter cocked in the throttle bore causing fast idle. Reset.

Dirty nozzle check valve. Clean and/or replace.

Welch plug covering the idle discharge ports does not seal. Replace welch plug.This causes the engine to idle with idle adjustment shut off.

ENGINE RUNS OUT LEAN


Tank vent not working properly. Clean and/or replace.

Leak in fuel system from tank to pump. Tighten or replace fittings or lines.

Ruptured fuel pump diaphragm. Replace.

Main fuel orifice plugged. Clean.

CARBURETOR RUNS RICH WITH MAIN ADJUSTMENT SHUT OFF


The nozzle channel plug, or nozzle check valve cage, is not sealing. Install new plug or new cage.


28/68


CYLINDER ASSEMBLY

AIR FILTER

Ref # Part # Description Qty

1 R-793 Mach. screw, stainless steel, 2 nylon insert

2 R-791 Lock washer, steel, plated 2

3 R-1044 Lock plate 1

4 R-794 Cover for air filter 1

5 R-955 Air filter element - foam & screen 1

6 R-790 Carburetor shroud 1 (includes decal A-4030)

7 12-79 Lock washer, steel, plated 4

8 B-4036-12 Mach. screw, hex socket cap, steel 2

9 R-799 Bracket 1

10 R-774 Mach. screw, steel, plated 2

11 R-1102 Link for throttle 1

12 B-4024 Quadrant for throttle lever 113 R-1107 Throttle lever sub-assembly 1

14 A-4028 Spring, stainless steel 1

15 A-4027 Index pin 1

Ref. # Part# Description Qty



3 R-402 Stud, steel 2

4 R-1113 Carburetor gasket, isolating flange 1

5 R-238 Cylinder head gasket 1

6 R-233 Cylinder head 1

7 R-235 Cylinder flange gasket 1

8 R-270 Cast iron cylinder sleeve 1

9 R-257* Cylinder 1 (incl. cast iron cylinder sleeve R-270)

10 R-237 Muffler gasket 1



13 R-120 Nut, hex, plated 2

7 8 9 10 11 12

6

5

43

21

13

2 3

12 13 14 15

11

4 5 5 6 7 8 9 7 10

1


29/68


REGULARMAINTENANCE

COOLING SYSTEM

Efficient engine cooling isaccomplished by a fan attachedto the flywheel. This fan pulls airthrough the fan housing screen,then forces the air around thecylinder and through the spacesbetween the cylinder andcylinder head fins.

In time the cooling air passageswill become partially cloggedand the fins will become coatedwith dirt and thereby reducingthe cooling efficiency.

Therefore, whenever thiscondition occurs, remove fanhousing then use compressedair or a stiff bristle brush andappropriate cleaning solution toremove all dirt deposits from finsand from inside the fan housing.


1 R-414 Bolt, hex, steel, plated 22 R-119 Lock washer, steel, plated 2

3 R-413 Cover for spark plug 1

4 R-408 Mach. screw, steel, plated 1

5 12-38 Lock washer, stainless steel 3

6 R-409 Ignition cable clamp, steel, plated 1

7 R-411P Fan cowl with studs, painted (incl. R-115 & R-402) 1



10 R-418 Fan shield, steel, painted 1


12 TY-1811 Lock nut, steel, plated 2

13 R-151 Flat washer, steel, plated 1

1 2 3

4 5 6 7 10

11 8

12 5 8

12 5 8

11 13 9


30/68


NOTE

Pawl assembly #5 must beassembled with thepawl-spring-stop on the left,otherwise the starter will notfunction.

REGULARMAINTENANCE


-- R-529 Rewind Starter Assembly

1 R-518 Circlip, steel 12 R-517 Flat washer, steel, plated 13 R-516 Friction spring, steel 14 R-526 Friction washer, steel 15 R-528 Pawl assembly 16 R-510 Flat "D" washer, steel 17 R-504 Sheave for starter rope 18 R-506 Rewind spring 19 R-531 Rewind spring retainer 110 R-530 Starter housing 111 12-38 Lock washer, stainless steel 412 R-522 Mach. screw, steel, plated 413 R-524 Mach. screw, steel, plated 214 R-523 Lock washer, steel, plated 2

15 R-532 Rewind starter cover 116 R-509 Plug 117 R-505 Lock pin 118 R-502 Starter rope 119 R-533 Starter rope guide 120 R-544 Rubber buffer 121 R-501 Rewind starter handle 1

REWIND STARTER

17

18

19

20

21

1314

15

16

12

1110

9

8

765

4

32

1


31/68


12

12 12

12

2

1

34

5

REGULARMAINTENANCE

SERVICING THE REWIND STARTER

• Remove 4 hex. screws M6x20 and lock washers and detach the rewindstarter assembly.

• Depress the cover washer and remove circlip.

• Remove cover washer, friction spring and friction washer.

• Remove rewind starter parts set ass’y and thrust washer.

WARNING

All repairs must to be carried out by qualified, professionally trained and authorized

mechanics. Only careful assembly and the respecting of the instructions found in thisSERVICE MANUAL will ensure trouble free operation.


32/68


• Check bearing bolt for signs of seizure.

Note: If there are slight signs of seizure remove them carefully.

• Check bearing bore of the rope sheave for signs of seizure.

Note: If there are signs of seizure the rope sheave must be replaced.• Apply oil on the rewind spring.

• Apply Molykote G-N slide paste on the bearing bolt of the rope sheave.

22

22

• Hold rope sheave and remove the 2 screws along with lockwashers and the cover with plug.

Warning: Keep rope sheave firmly in hands! Risk of injury when rewindspring unwinds!

16

1513

7

48

21

7

18

• Pass the starter handle through the window in the starter housing and turn ropesheave approx. 4 turns counterclockwise so that the rewind spring unwinds.

• Remove starter sheave with starter rope and starter grip .

SERVICING THE REWIND STARTER (continued)REGULARMAINTENANCE

21

21

18

22


33/68


SERVICING THE REWIND STARTER (continued)

• Wind starter rope fitted with starter handle counter-clockwise in the ropesheave.

• Fit rope sheave on the bearing bolt and engage it by slight turning into therewind spring.

• Hold rope sheave firmly and turn starter housing 4 turns clockwise to pretension

the rewind spring.

• Fit rope guide in the recess and pass the starter grip through the window inthe starter housing, holding the rope sheave firmly.

• Fit the plug.

• Fit the cover and fix it with 2 screws and lock washers.

Tightening torque: 2.2 - 3 lb-ft (3 - 4 Nm)

• Insert thrust washer.

• Fit rewind starter parts set ass’y in the rewind starter.

Note: Pay attention to correct positioning. The corners of the pivot arm mustpoint toward top / left and down / right .

• Slightly lubricate the serration of the pivot arm.

2524

19

16

16

1513

7

25

24

5

23

• Insert the friction washer so that the serration points towards pivot arm.

4

• Fit friction spring and cover washer.

103

21

23

23

23


34/68


SERVICING THE REWIND STARTER (continued)

• Fit rewind starter assembly with 4 hex. screws and lock washers.

Tightening torque: 6.6 lb-ft (9 Nm)

• Start engine to check function of the rewind starter.

• Pull starter handle and check whether the pawls are moving outward.When releasing the starter grip the starter rope must be rewound to its idleposition.

Note: If the pawls do not move outward, the rewind starter parts set ass’y has been inserted wrongly. In this case disassemble it again and fit therewind starter parts set ass’y correctly.

23 24

• Depress cover washer and fit circlip.8

9

12

12 12

12

23

24

21

REGULARMAINTENANCE


35/68


REGULARMAINTENANCE

Ref. Part Description Qty# #

_ R-952 Service tool kit 1(incl. all parts listed below)

1 R-929 Flywheel holding tool 1

2 271-927 Screwdriver 1Phillips No.12

3 271-346 Screwdriver - standard 1

4 R-928 Cap - shaft protector 1

5 R-930 Puller - crankshaft 1

bearing R-3136 R-938 Puller - crankshaft 1

bearing R-333

7 R-932 Puller - collar coupling 1

8 R-933 Oil seal - pressing tool 1

9 R-927 Puller - magneto 1

10 R-953 Crankshaft jack 1

11 R-954-14 Gauge - timing 1

12 R-926 Socket wrench 114 mm (9/16")

13 R-909 Key - Allen 12.4 mm (3/32")

MAGNETO

To check if ignition system is functioning,remove spark plug and connect anotherspark plug, with gap set to 3.2 mm(0.126"), to the ignition cable. With thisplug resting on top of cylinder head,give starter rope a normal pull. Sparkshould easily jump the gap, if system isfunctioning properly.

SERVICE TOOL KIT

1

2

3

45

6

7

8

91



2 R-667N-E Flywheel magneto assembly 1

3 R-603 Fan 1

4 R-791 Lock washer, steel, plated 45 R-146 Mach. screw, steel, plated 4


7 R-653 Pulley gasket 1

8 R-601 Pulley for manual start 1


If no spark appears: Check stop switch and cable for possible shortCheck for shorted condenser

Check for open coilCheck for broken leads or cablesCheck electronic ignition moduleCheck DOS

If spark is weak:Check magneto air gapCheck electronic ignition module

17

4

2 3

5

811

9

12

6

1013


36/68


REGULARMAINTENANCE


_ R-656 Armature 1 plate complete

(incl. parts with *)

1 R-665* Mach. screw 1

2 R-611* Lockwasher 1

3 R-637* Flat washer 1

4 R-664* Point & cable 1condenser R-628

5 R-655* Mach. screw 2


7 R-637* Flat washer 28 R-661* Coil 1

9 R-638 Mach. screw 3


11 R-637 Flat washer 3

12 R-662* Condenser 1

13 R-659 Armature plate 1 (incl. R-662)

14 R-654* Cap 1

15 R-636* Grommet

16 R-630* Cable-spark plug 1

Cable- spark plug

17 R-645 Rubber sleeve 118 R-650 Protector - spark plug 1

19 R-629 Spark plug 18 mm 1

_ R-633T Stop switch kit 1

(incl. Ref. #20 to #25)

20 R-665 Mack, screw 1

21 R-637 Flat washer 1

22 R-611 Lock washer 1

23 C-7010-12 Stop switch assembly 1

24 12-79 Tooth lock washer 1

25 C-7010-12C Connector 1

26 R-634* Cable stop switch 1

SERVICING MAGNETO

Before replacing flywheel assembly, the ignition timing should be checked.See "Ignition Timing".

1. Replace flywheel assembly; make certain that flywheel keyway is aligned properly withcrankshaft key.

Important: Remove all traces of grease, oil and dirt from crankshaft taper and flywheelbore before replacing flywheel assembly.

2. Replace lockwasher and flywheel hub nut.

3. Tighten hub nut to recommended torque. This is very important.

4. Attach fan cowl assembly.

5. Attach spark plug cable clamp.

6. Connect cable to stop switch.

1 2 3

4 5 6 7 8

9 10 11

12 13

14

20

R-633T

21 22 23 24 25 26

15 16 17 18

19

Note: Armature plate for pointed engine shown


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ENGINE OVERHAULSERVICE PROCEDURE

DISASSEMBLY AND ASSEMBLYPROCEDURES OF ENGINE

This procedure outlines how toconduct major overhaul service tothe MARK-3 engine. It lists allinstructions to replace or service thefollowing components:

• Crankshaft-connecting rod assembly;• Crankshaft ball bearings;• Crankcase;• Oil seals;

DISASSEMBLY OF THE ENGINE FROMTHE MARK-3

1. Remove pump end assembly and flexiblebuffer coupling disc.

2. Remove all wiring.

3. Remove clamp, which holds spark plugcable to fan cowl.

4. Remove bracket R-799, which fastens toside of carburetor shroud to enginecrankcase.

5. Remove engine from mounting frame.

6. Remove muffler.

7. Remove fan cowl with rewind starter.8. Remove spark plug cover and spark plug.

9. Using the flywheel holding tool R-929(Refer to the “Service tool kit” section), toprevent the collar coupling fromrotating; remove nut and lockwasherfrom the collar coupling.

10. Remove collar coupling from engine withcollar coupling puller R-932.

11. Remove manual starter rope pulley.

12. Remove flywheel nut and lockwasherusing flywheel holding tool R-929.

13. Remove flywheel/magneto/fan using

magneto puller R-927 and shaftprotector tool R-928.


1 R-146 Mach. screw, steel plated 4

2 R-144 Dust shield 1

3 R-132 Mach. screw, hex socket cap, steel, plated 3

4 R-105 Mach. screw, hex socket cap, steel, plated 25 12-38 Lock washer, stainless steel 5

6 R-342 Oil seal, 25 mm 1

7 R-103 Dowel tube, steel, plated 2

8 R-133 Crankcase gasket 1

9 R-123 Oil seal, 20 mm 1

10 R-236 Stud, steel (cylinder mounting) 4

11 R-206 Flat washer, steel, plated 4

12 R-120 Nut, hex, plated 7

13 A-6149P Mounting leg 4


15 R-113 Bronze gasket 1

16 FAST-51 Drain screw, socket cap, steel, plated 1

17 R-117 Stud, steel 318 R-136 Pump mounting flange 1

19 C-5370-11 Flat washer, stainless steel 1

20 RA-108 Bolt, hex, steel, plated 1


22 R-152 Crankcase halves set complete w/ 2 dowel tubes (R-103)

1

2 3

5

226

7

8

9

22

12

13

10

19 20 21 1

1516

18

14

13

4

17


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MAJOR OVERHAULSERVICE


R-348 Crankshaft/Conn. Rod with Kit (includes parts with * ___

and R-342 oil seal. R-346 and R-347 (shims not shown).

1 R-303 Nut, hex, plated (flywheel side) 1

2 R-301 Lock washer, steel, plated 23 R-343 Ball bearing, 25 mm (flywheel side) (1 piece bearing) 1

4 R-344 Shim, .0044", steel (flywheel side) 1

5 R-305 Key 1

6 R-324 Needle bearing 1

7 R-328 Gudgeon pin 1

8 R-331-1 L-type piston ring 1

9 R-331 Piston ring .078" 1

10 R-332 Piston with rings 1

11 R-329 Circlip 2

12 R-341 Crankshaft/connecting rod sub-assembly 1

13 R-334 Spacer, steel, plated 1

14 R-306 Shim, .006", steel (coupling side) 1

15 R-333 Ball bearing, 20 mm (coupling side) (1 piece bearing) 116 12-18 Coiled spring pin, steel 4

17 R-315 Coupling collar 1

18 R-302 Nut, hex, plated (coupling side) 1

DISASSEMBLY OF THE ENGINE

1. Remove the key R-305.2. Mark the position of the armature plate.

3. Remove armature plate with cables.

4. Remove the cylinder head, the cylinderand the crankcase studs.

5. Remove piston from connecting rod.

6. Remove the machine screws, which fas-ten crankcase halves together.

7. Remove the rubber seal located on thehousing.

8. To separate crankcase halves on enginewith one-piece bearing, heat both

crankcase halves (on the outside faceof the crankcase around the bearinghousing portion) to a maximum of100 °C (212 °F) and, using a plasticor rubber mallet, separate crankcasehalves.

9. Remove crankshaft with connection rod.

10.Press out both oil seals using oil sealpressing tool R-933.

11.Remove bearings. To remove from crank-shaft journals using shaft protector toolR-928 and bearing puller tool R-938.

8 9 10 117

6

1

2

3

4

5

12

13

14

15

16

17

18

2


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B

D = A + B + C

A

EGHF

Shim

Bearing R-343 Bearing R-333Spacer R-334

Shim (C)

I = E + F + G + H

Magneto side Pump side

J = D - I

DETERMINE THE TOTAL THICKNESS OF SHIMS

Total thickness of shims Acceptable average axialclearance (.0098”)

= J -



Pistons, rings and shims optional sizes

R-307 Shim 0.008" As req. (coupling side)






R-344* Shim 0.004" As req. (flywheel side)




R-332-0 Oversized piston – (includes rings)

R-331-0 Oversized piston ring 0.078" –

R-331-0-1 Oversized L-type piston ring –

R-321 Serrated lockwasher 12 mm – (used on old style engine)

REASSEMBLY SERVICE FOR ENGINE

For reassembly (1 piece bearing)

1. Place both crankcase halves on a table with inner faces up.

2. Using a depth micrometer, carefully check the distance from joint-face of each

crankcase half to lower face of each bearing housing.3. For pump side crankcase half, call this dimension (A) (see image).

4. For magneto side crankcase half, call this dimension (B) (see image).

5. Measure thickness of crankcase gasket R-133. Call this dimension (C).

6. Add (A) + (B) + (C). Call this dimension (D).

7. Measure the thickness of ball bearing R-333. Call this dimension (E).

8. Measure the thickness of ball bearing R-343. Call this dimension (F).

9. Measure the thickness of crankshaft spacer R-334. Call this dimension (G)

10. Measure the width of the crankshaft between both bearing thrust surfaces. Call thisdimension (H) (refer to image).

11. Add (E) + (F) + (G) + (H). Call this dimension (I).

12. Subtract (D) – (I) and call this dimension (J).

The dimension (J) is the total axial clearance on the crankshaft. The acceptable axial clear-ance is from .0079” to .0118”. The average acceptable axial clearance is therefore .0098”

13. Subtract (J) = (average acceptable clearance .0098”) = total shim thickness

14. Put the spacer on the crankshaft (pump side).

15. Put the shims on the crankshaft magneto side (fan).

Note: The crankshaft used in the electronic ignition units does not have a lobeground into the crankshaft end.

16. Apply a small amount of Anti Seize (Copaslip or Loctite) on the ball bearing R-333.

17. Heat the ball bearing to a temperature of 90 °C (194 °F) not exceeding 100 °C(212 °F).


40/68


18. Install the ball bearing R-333 on the crankshaft (pump side). If necessary use apressing tool to insert the bearing on the crankshaft.

19. Apply a small amount of Anti Seize (Copaslip our Loctite) on the ball bearing R-343.

20. Heat the ball bearing to a temperature of 90 °C (194 °F)not exceeding 100 °C (212 °F).

21. Install the ball bearing R-343 on the crankshaft (magneto side). If necessary use apressing tool to insert the bearing on the crankshaft.

22. Heat the crankcases to a temperature of 90 °C (194 °F) not exceeding 100 °C (212 °F).

23. Install the new oil seals R-123 on the coupling side (pump side) and R-342 on themagneto side (fan) of the crankcase. The oil seals must be installed from the inside tothe outside with the closed side facing the exterior of the crankcase.

24. Grease the oil seals.

25. Slide crankshaft in crankcase half (pump side). Be careful to prevent damage to lipof oil seal.

26. Important : Ensure that the rotating part of the bearings do not come intocontact with the seals.

27. If necessary press crankshaft into crankcase half (pump side). To prevent bending of crankshaft, be sure to always use tool R-953 (fig. 1), crankshaft jack, between websof crankshaft (fig. 2).

28. Install a new crankcase gasket R-133, apply some oil.

29. Slide the other crankcase half on crankshaft.

30. Align dowel tubes and verify that crankshaft jack and connecting rod are in pistonaxe (fig. 3) and press crankcase halves together.

31. Cool the crankcases to a temperature of 20 °C (68 °F) before installing the crankcasescrews.

32. Reassemble crankcase screws and lockwashers. Tighten screws uniformly to 10 Nm(90 inch-lbs) torque.

33. For stress relief, gently tap the two crankcase halves with a soft head hammer.

34. Turn crankshaft and check for smooth run.

35. If piston was removed, reinstall it in proper position (arrow on top of piston or bal-

ancing lumps inside piston head should be on muffler side of engine). Replace nee-dle bearing R-324, if necessary.

36. Change cylinder head and cylinder flange gaskets (R-235 and R-238). The cylinderhead gasket must have the large band up.

37. When reassembling cylinder head, be sure the “filled”part inside the head is on the muffler side of the engine, therefore the “scooped-out”part will be on the carburetor side).

Important: Put carburetor side on same side of spark plug cable hole incrankcase. Tighten cylinder head nuts to recommended torque as 23-25 Nm(200-220 inch-lbs). Nuts should be torqued after first 10 hours of operation andevery 100 hours after.

38. Reassemble remaining parts in reverse procedure used in disassembly.


EGHF

Shim

Bearing R-343 Bearing R-333Spacer R-334

Magneto side Pump side


41/68



11*

10

9

8

1

12* 14 15 16 17

DISASSEMBLY PROCEDUREFOR PUMP END

1. Remove shaft nose #3, by removingscrew #1, and lockwasher #2. Thesewill be visible upon removal ofsuction protective cap.

2. Remove screws #5, andlockwashers #2.

3. Using tool A-1888, remove suctioncover #6.

4. Bend lockwasher #19 from locknut#18. Using tool R-904L or 19 mm

(3/4") wrench, remove locknut andlockwasher.

5. Remove screws #28.

6. Using bench-press and toolsA-1890, A-4097 and A-5297,press out shaft assembly.

7. Using seal puller A-7644, removeseal.

8. Using bench-press and tools A-1886and A-5297, remove all impellersand distributors. Operation is donein jogging strokes of press ram, so

that all parts will be removed in agroup.


1 12-42 Mach. screw, stainless steel, nylon insert 1


3 12-13 Nose for shaft 1

4 A-5537 Protective cap, suction 1

5 12-39 Mach. screw, stainless steel 8

6 12-12A Suction cover with bronze bearing 1

7 12-27 O-ring 1

8 12-43 Gasket 1 1/2" (38 mm) 1

9 12-10 Cap for priming port 1

10 A-5538 Retainer for priming cap 1

11* 12-29 Grease fitting 1

12* 12-87 Extension for grease fitting 1

13* FAST-722 Set screw, stainless steel 1

14 A-5536 Protective cap, discharge 1

15 12-73 Plug, 1/8" NPT, brass 1

16 12-8 Pump body, 12-16 / 12-16S (4-stage) 1

17 12-28NS Mechanical rotary seal 1-- A-2688 Thread protector 2" NPSH (suction) (incl. gasket) Optional

-- ADP-A-FM15S Thread protector 1 1/2" NPSH (discharge) (incl. gasket) Optional

-- A-7465 Thread protector 1 1/2" NH (discharge) (incl. gasket) Optional

-- FA-4 1/4-turn quick-connect adaptor (discharge) (incl. gasket) Optional

13*2 3 4 5 2 6 7

*Pump ends with the sealed double row ball bearing (12-48S) excludethe set screw FAST-722, the grease fitting 12-29 & the extension 12-87.


42/68




18 12-50** Locknut stainless steel 1

19 12-49** Lock washer, 1 stainless steel

20 12-11** Impeller 1

21 12-9 Distributor 2

22 12-27 O-ring 2

23 12-7** Impeller 3

24 12-6 Distributor 1

25 12-26 O-ring 1

26 12-48* Double row ball 1

bearing26a 12-48S Sealed double 1 row ball bearing

27 12-3* Retaining ring 1for bearing

28 12-25 Mach. screw, 6 stainless steel,

nylon insert

29 12-2C* Shaft and collar 1 assembly, 4-stage

30 12-17 Coupling buffer 1

-- 12-2D Shaft sub-assembly,4-stage, with impellers(incl. parts with * and **,

7 items)-- 12-2E Shaft sub-assembly, 4-stage (incl. parts with *, 3 items)

ASSEMBLY PROCEDURE FOR PUMP END

1. Slide bearing retaining ring #27 on shaft with plain face toward coupling collar.

2. Press bearing #26 on shaft.

3. Press rotary seal #17 in pump body using sleeve A-4329. This should be done

carefully.4. Carefully pass end of shaft assembly through rotary seal bore. Make sure that the flatsections of the shaft line up with the rotary seal flat sections. Gently press down theshaft until ball bearing rests firmly against shoulder in pump body.

5. Attach retaining ring #27 to pump body using six screws and tighten evenly and firmly.

6. Slide impeller #23 onto shaft, and engage with seal.

7. Place O-ring #25 in groove of distributor #24. It is important to smear the newO-rings with a suitable lubricant. This will facilitate the assembly.

8. With open end of pump body in vertical position, carefully lower distributor #24until it rests on bottom of body.

9. Slide impeller #23 into position, aligning with shaft.

10. Place O-ring #22 in groove of distributor #21.

11. Place distributor on open end of body, then using bench press and assembly toolA-1884, apply several light, downward strokes of press ram until distributor "drops"into body. Distributor must then be positioned by hand as before.

12. Slide impeller #23 into position, aligning with the other impeller.

13. Repeat steps 10 and 11 for the remaining distributor.

14. Slide impeller #20 into position, aligning with previous impeller.

15. Place lockwasher #19 on shaft with locating tab in milled groove.

18 19 20 21

2222

23

24232123

26

26a

27 28 29 30

25


43/68


ASSEMBLY PROCEDURE FOR PUMP END (continued)

16. Screw locknut #18 onto shaft. When tightening the nut, do not use excessive force asthis may result in failure of the seals, drive bushing or impellers. Do not forget tosecure the shaft from rotating. Bend lockwasher up onto one flat of the hexagon

locknut at a position approximately 180° from the milled slot in the shaft.17. Place O-ring #7 in groove of suction cover #6, then bench press the cover into the

pump body until it rests on face of first distributor. A gap of approximately 0.794 mm(1/32") between nozzle flange and end of body, is normal.

18. Attach suction cover to body by using the #5 screws and lockwashers #2. Tightenscrews evenly and firmly.

19. Attach shaft nose #3 using lockwasher #2 and screw #1. Tighten screw evenly andfirmly.

20. Check gasket in the priming cap #9 and replace if damaged.

21. Reinstall the suction and discharge thread protectors (if equipped).

22. Reinstall caps on suction and discharge inlets.


12

34

5 6 7 8

910

TOOL KIT FORPUMP END


– A-2356 Tool kit for pump end –

1 A-1884 Pressing sleeve 1 for distributor

2 A-4329 Seal pressing sleeve 1

3 A-4097 Shaft protector 1

4 A-7644 Seal puller for 12-28NS 1

5 A-1888 Suction cover puller 1

6 A-1890 Pressing pin for 1 shaft removal

7 A-1886 Pressing pin for 1 distributor removal

8 R-904L Wrench for 1 lock nut/spark plug

9 A-1887 Shaft installation 1 aligning guide

10 A-5297 Pump support tool 1

NOTE: Pump ends (12-16) with the double row ball bearing (12-48) shouldbe greased after every 8 hours of operation.

Use a clean gun filled with fresh grease. Remove dirt from grease fittingbefore applying grease gun. Grease should be pumped slowly into bearingchamber until fresh grease appears around bearing retaining ring.Wipe off excess grease.

Use only water repellent ball bearing grease, preferably a grease that has arust inhibitor.

A grease relief valve (old style only) has been provided to prevent pressurebuildup on the rotary seal, should the fresh grease not be able to flowcompletely through the bearing, due to old grease being hard packed, etc.

DO NOT use graphite grease, or a pressurized grease gun.

NOTE

The maintenance-free sealedbearing (12-48S) eliminates pumpfailure dangers related to impropergreasing by completely removing theneed to grease the pump end bearing.No greasing is necessary for pumpends (12-16S) which have a sealedbearing.


44/68


MISCELLANEOUS


-- R-1114 Quick-connect fuel line 1 (includes parts with *)

1 C-5200-8 Hex bolt 2

2 D-5269-7* Flat washer 2

3 R-798* Fuel line - plastic 1

4 R-706* Body quick-connect male 1

5 R-709* Elbow 1

6 C-5200-7R* Spacer - rubber 2

7 C-6650-14* Hex lock nut 2

8 A-7486 Dust cap male connector 1

9 A-7487 Dust cap female connector 1

10 R-712 Handle quick connect 1

11 R-732 Connector 1

12 FA-552Q Fuel air transport tank 1

13 FA-451 Fem. quick connect 1

14 12-401B-NS Hose-fuel supply 1 with priming bulb

15 12-65 Coupling swivel 1

FRAME

QUICK-CONNECT FUEL LINE


-- C-5200N Frame kit (incl. al l parts) --

-- C-5200N-15 Frame hardware kit (incl. all

parts except C-5201 frame) --

1 C-5200-8 Bolt, hex, stainless steel 2

2 D-5269-7 Flat washer, stainless steel 2

3 C-5200-7R Rubber spacer for fuel connector 2

4 C-6650-14 Lock nut, steel, plated 2

5 C-4506-3 Rubber bumper 2

6 A-6149P Mounting leg 4

7 A-4005 Mounting pad 2

8 A-6179 Rubber ring 8

9 C-5200-5 Rubber washer 4

10 C-5201 Frame 111 C-5200-6 Flat fender washer, steel, plated 4


13 C-5200-12 Bolt, hex, steel, plated 4

-- C-5200RK-11 Frame kit parts l ist 1

1

2

3

4

5

mark-3 service manual

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