CLUB CAR GOLF CART KF82 Engine FACTORY Service Repair Manual

KF82 KMOO-KF150 4-stroke air-cooled gasoline engine WORKSHOP MANOU

INTRODUCTION Kawasaki 4-stroke gasoline engine models, KF82, KF100 and KF150 are of the same basic design utilizing a cast iron cylinder, a precision die cast aluminum alloy crankcase and side cover, and heavy duty ball bearings mounted on crankshaft and counter balance shaft. Other standard features of this series include; • Electronic Ignition System The KF100 and KF150 are provided with the contact breaker ignition system type as an option. • Automatic Spark Advance • Electric Starter The KF150 is equipped with the electric starter as standard. The KF82 and KF100 are provided that as an option. Each model is available in two types. One is "D" type which uses an extended crankshaft for power take-off and other is "G" type which is a 2 to 1 gear reduction model utilizing an extended camshaft for power take-off. The procedures for assembly, disassembly and adjustment for all these models are almost identical. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic mechanical photocopying, recording or otherwise, without the prior written permission of Engine Division/Kawasaki Heavy Industries, Ltd. No liability can be accepted for any inaccuracies or omissions in this publication, al- though every possible care has been taken to make it as complete and ac- curate as possible. All procedures and specifications subject to change without prior notice or obligation. Illustrations in this publication are intended for reference use only and may not depict actual model component parts.

C3NTENTS A. GENERAL SPECIFICATIONS B. PERFORMANCE CURVES C. DIMENSIONAL SPECIFICATIONS D. OPERATION THEORY AND ADJUSTM 1. CARBURETOR 1-1 Carburetor Theory of Operation 1-2 Carburetor Structure in Practice . 1-3 Carburetor Adjustment 2. IGNITION SYSTEM 2-1 Classification of Ignition System 2-2 Basic Circuit and Operation Theory 2-3 Ignition Timing Adjustment .... 2-4 Automatic Spark Advance System 3. ENGINE SPEED GOVERNOR 3-1 Governor Theory of Operation .. 3-2 Speed Governor Adjustment in Prac 4. VALVE CLEARANCE 4-1 Valve Clearance Check 4-2 Valve Clearance Adjustment 5. REGULATION OF ENGINE R.P.M. .. 5-1 Governed Output Characteristics . 5-2 Idling Adjustment 5-3 No Load Max. R.P.M. Adjustment 6. SPARK PLUG GAP . E. DISASSEMBLY AND REASSEMBLY PR 1. DISASSEMBLY PROCEDURE 1-1 Fuel Tank and Fuel Filter 1-2 Spiral Case and Electric Starter . 1-3 Muffler, Carburetor and Contact Br 1-4 Flywheel 1-5 Cylinder Head and Side Base (1) . 1-6 Connecting Rod, Piston and Cylind< 1-7 Crankshaft, Camshaft and Balancer 2. REASSEMBLY PROCEDURE 2-1 Camshaft and Crankshaft 2-2 Piston and Connecting rod 2-3 Cylinder and Valves 2-4 Side Base (1) and Cylinder Head .. 2-5 Flywheel, Coil and Trochoid Pump 2-6 Muffler, Carburetor and Contact Br 2-7 Spiral Case and Electric Starter . . . NT f Ignition System 8 ce 10 13 13 14 14 14 14 15 15 15 17 17 ker )CEDURE 18 18 18 18 19 . . 19 20 21 22 22 23 23 24 25 26 28 .29 ker

2-8 Fuel Tank and Fuel Pipe 29 2-9 Supply of Lubrication Oil 30 F. SETTING TABLE 31 G. CLEARANCE TABLE 32 H. TROUBLESHOOTING 33 I. ELECTRIC STARTER 37 1. ELECTRIC STARTER (Bendix Type for KF100/KF150) 37 1-1 Specifications 37 1-2 Disassembly, Inspection and Servicing 37 2. ELECTRIC STARTER (Magnetic Shift Lever Type for KF82) 41 2-1 Specifications 41 2-2 Disassembly, Inspection and Servicing 41 3. PERFORMANCE TEST 46 4. TROUBLESHOOTING 47 J. ELECTRONIC IGNITION SYSTEM 48 1. INSTRUCTIONS 48 2. TESTING POINTS 48 2-1 Ignition Timing Check 48 2-2 Spark Check 48 2-3 Resistance Value of Coils 48 2-4 Testing GDI Unit or Ignition Unit 48 3. CHECKING OF GDI UNIT (for KF82/KF100) 48 3-1 Resistance Value of Coils 48 3-2 GDI Unit Check Table 48 3-3 Wiring 49 4. CHECKING OF TRANSISTOR IGNITION 49 4-1 Resistance Value of Coils 49 4-2 Inspection of Transistor Ignition (for KF150) 49 4-3 Wiring 49 K. WIRING DIAGRAMS 50 1. KF82/KF100 (Electric Start, Electronic Ignition Type) 50 2. KF150 (Electric Start, Electronic Ignition Type) 51

A. GENERAL SPECIFICATIONS Engine type Bore x stroke Piston displacement Conpression ratio Maximum output Rated output Maximum torque Fuel consumption ratio Ignition Spark advance Lubrication Carburetor Air cleaner Speed governor Fuel tank capacity Cylinder Crank case Main bearings Connecting rod Piston Piston rings Valves (EX. IN.) EX. IN. Starting Direction of rotation Dry weight KF82D KF100D KF150D Air cooled, 4-stroke, single cylinder, gasoline engine 80 x 68 mm 341 cc 6.0 : 1 8.2 hp/4,000 r.p.m. 6 hp/3,400 r.p.m. 1.7 kg-m/2,600 r.p.m. 300 gr/hp-hr 85 x 70 mm 397 cc 6.0 : 1 10 hp/3,600 r.p.m. 7.5 hp/3,200 r.p.m. 2.2 kg-m/2,600 r.p.m. 300 gr/hp-hr 95 x 82 mm 581 cc 5.8 : 1 14 hp/3,600 r.p.m. 10.5 hp/3,200 r.p.m. 3.2 kg-m/2,400 r.p.m. 300 gr/hp-hr Electronic ignition GDI Transistor Automatic spark advance Splash Trochoid pump Float type with idle mixture adjustment Semi wet type with washable pleated felt element Dry type with washable polyurethan element Semi wet type with washable pleated felt element Mechanical flyweight type 6.5 £ 82 10.52 Cu-Cr cast iron shell molding Aluminum alloy die-casting Aluminum alloy shell molding Aluminum alloy die-casting Ball bearings on each end of crankshaft and camshaft I-beam aluminum alloy I-beam, forged carbon steel forging with plain bearing I-beam aluminum alloy Low expansion aluminum alloy Two compression rings and one oil ring Two compression rings and two oil rings Heat-resisting forged steel. Stellite exhaust valve face Sintered alloy Cu-Cr cast iron Heat resisting steel Cu-Cr cast iron Recoil starter (Electric starter is optional) Electric starter C.C.W. viewed from P.T.O. side 40 kg 40 kg 67.5 kg

B. PERFORMANCE CURVES Maximum torque Continuous rated output Recommended matching zone Fuel consumption ratio 2000 3000 Crankshaft (PTO shaft) R.P.M. KF82D Maximum torque Continuous rated output Recommended matching zone 2000 3000 3600 Crankshaft (PTO shaft) R.P.M. KF100D Recommended matching zone gr/PS.hr 400 2000 3000 3600 Crankshaft (PTO shaft) R.P.M. KF150D The horsepower ratings shown herein are estab- lished in accordance with Society of Automotive Engineers Code J607. Power curves are corrected to standard condi- tions of sea level barometer and temperature of 15.6°C (60° F) and are developed from laboratory test engines equipped with standard air cleaner and muffler. The "Maximum B.H.P." curve represents performance of laboratory teat engines. Production engines will develop not /ess than 95% of the "Maximum B.H.P." when tested after run-in to reduce friction and after cleanout of combustion chamber, with valves, carburetor and ignition system adjusted to laboratory standards. Production engines when shipped, will develop not less than 85% of the "Maximum B.H.P." Engine power will decrease 3.5% for each 305m (1,000 ft.) avobe sea level and 1% for each 5.6°C (10°F) above standard temperature of 15.6°C (60° F). -2-

C. DIMENSIONAL SPECIFICATIONS KF82D KF100D KF150D -3-

D. OPERATION THEORY AND ADJUSTMEI 1. CARBURETOR 1-1 Carburetor Theory of Operation The carburetor functions to atomize the filiel from fuel line and feeds it into the cylinder as a combustible mixture. This is a delicate functional component of high accuracy and has the same operating principle as a sprayer. (Fig. 001) a MAIN SYSTEM Fuel is caused to be mixed with intake air the negative pressure in the venturi crea during the intake stroke of piston, as showr Fig. 001. In this venturi tube, the intake has high velocity and low static pressi by ted in air re, which draws fuel out of the float chamber. This fuel is atomized to fine particles by intake air of high velocity, and is drawn into (the cylinder as a combustible mixture. Intake stroke of p Carburetor (Fig. 001) b SLOW SYSTEM In the case of low speed running without the horsepower required is very small, ani intake airflow required is very slow. The throttle vaWe (2) is almost closed in ston the this state. As high negative pressure is generated on the back side of the throttle valve, the slow system is designed to draw air into this area. The air causes to draw the fuel melered precisely by the slow jet (6) and the I fuel drawn is mixed with the air to be a combustible mixture. The combustible mixture is adjusted by needle valve (8) and delivered into the venturi. (Fig. 002) (Fig. 002) c CHOKE SYSTEM Choke valve (3) should be closed as a rule for engine starting under low ambient temperature. As a result, there is almost no air flow to the venture (1), which causes a very high vacuum pressure in the venturi. Fuel is drawn into the venturi at a high rate, and a highly combustible air-fuel mixture is produced. (Fig. 002) d FLOAT SYSTEM The engine will malfunction unless the fuel level in the float chamber is always kept at a predetermined level. The float (4) is floating in the float chamber, and when the fuel level rises to a fixed level, the needle valve (5) closed the fuel inlet as the floating force overcomes fuel line inlet pressure. When the fuel level lowers, on the other hand, the needle valve opens per the attitude of the float and permits fuel to flow into the chamber. Thus the fuel level in the float chamber is always at a predetermined level regardless of the load being applied on engine. (Fig. 002) 1-2 Carburetor Structure in Practice The structure and functions of carburetors used for Kawasaki engines (KF82, KF100 and KF150) in practice are described below. a MAIN SYSTEM The main system functions to supply fuel during medium and high speed running. Fuel is metered by the main jet and is drawn into the main nozzle. At the same time, the air metered by the main air jet is mixed with the fuel through the main nozzle bleed hole, causing it to foam before reaching the venturi. This fuel mixed with air bubbles is again mixed with the air in the venturi which is drawn through the air cleaner and becomes an op- timum air-fuel mixture. (Fig. 003) -4-

CLUB CAR GOLF CART KF82 Engine FACTORY Service Repair Manual

You're Reading a Preview

Recently Viewed