Kawasaki pulley. Release rope and allow recoil spring to unwind. Remove retaining nut (3) and components (6 thru 8). Carefully remove rope pulley so that recoil spring remains in cover. If necessary to remove recoil spring, guard against uncontrolled uncoiling of spring which may cause personal injury. To assemble starter, install recoil spring in cover so that spring is wound ENGINE MODEL Bore (mm) es ^ Stroke (mm) es No. of Cylinders Displacement (cc) Cubic es Horsepower (c RPM Cooling Number Used Point Gap (mm) Timing BTDC (mm) Electrode Gap (mm) Fuel/Oil Ratio in counterclockwise direction and outer hook of spring contacts lug of cover. Install rope pulley and rope so that lug of pulley engages with inner hook of recoil spring. Install washer (8), pawls (7), spring (6) and pawl return spring (5). Install retainer cover (4) so that end of return spring (5) protrudes through retainer cover (4) and turn retainer cover one-third turn clockwise to pre-load spring. Install washers and ENGINES retaining nut. If rope handle was not removed during disassembly, position rope in notch of rope pulley and turn pulley two turns counter-clockwise to pre-load recoil spring. If handle was removed, turn rope pulley counterclockwise two or three turns and insert end of rope through rope outlet in cover. Tension on rope should be apparent. Tie a temporary knot to hold rope and install rope handle. KAWASAKI TWO CYLINDER CONDENSED SERVICE DATA TA340F.36.36 0.7 35 (w 7500 HR 0.0-0.06 0.05 0.00-0.04 0: TA340S.36.36 0.7 7.5 (a 00 0.3-0.0-0.06 0.05 0.00-0.04 0: TA400F.559.36 4.3 40 (il 7500 0.0-0.06 0.05 0.00-0.04 0: => May be equipped with Capacitor Discharge Ignition; all data is for Energy Transfer models. TA400S.559.36 4.3 3 (ii) 00 0.0-0.06 0.05 0.00-0.04 0: *TA44OF.677.36 6.6 45 @ 7500 0.0-0.06 0.05 0.00-0.04 0: TA440S.677.36 6.6 35 @ 00 0.0-0.06 0.05 0.00-0.04 0: ENGINE MODEL TB340S Bore (mm) es.36 Stroke (mm) es.36 No. of Cylinders Displacement (cc) Cubic es 0.7 Horsepower RPM Cooling Number Used Point Gap (mm) 0.3 0.4 0.0 0.06 Timing BTDC 0.4 mm Electrode Gap (mm). 0.00 Fuel/Oil Ratio 0: TB400S.559.36 4.3 0.00.06 0.4 mm 0.00 0: TB440S.667.36 6.6 0.00.06 0.4 mm 0.00 0: TC340SA.36.36 0.7 WFIA rni Electronic 5^ 00 rpm 0: TC440SA.677.36 6.6 WFIA GDI Electronic 5 00 rpm 0: TD50F 5.00.36 45 4.9 ET 0.0-O.Oie 5 BR8ESA 0.00 0: 38
ENGINES CONDENSED ENGINE MODEL TD340F Bore (mm) es.36 Stroke (mm) es.36 No. of Cylinders Displacement (cc) Cubic es 0.7 Horsepower RPM Cooling Number Used ET Point Gap (mm) 0.0-0.06 Timing BTDC 5 BR8ESA Electrode Gap (mm). 0.00 Fuel/Oil Ratio 0: SERVICE DATA CONT. TD340AA.36.36 0.7 WF7 CDI 5 00 rpm 0: TD440AA.677.36 6.6 WF7 CDI 5 00 rpm 0: T7C340FR.36.36 0.7 Dual CDI 4 00 rpm BR9EVA 0: Kawasaki T7C440FR.677.36 6.6 Dual CDI 7 00 rpm BR9EVA 0: MAINTENANCE SPARK PLUG. The recommended plug for normal service is given in CONDENSED SERVICE DATA Table. A different heat range or type of plug may be needed for a particular application. Refer to ENGINE SERVICE FUNDAMENTALS Section when selecting a spark plug for other than normal usage. Some engines use a heat indicator thermo couple instead of a spark plug gasket. REMOVE GASKET if thermo couple is used. Thermo couple sensor (lead terminal) must be installed DOWNWIND from cooling air blast when spark plug is tightened; directly to rear on free air models or at 7-o'clock position on axial fan units. CARBURETOR. Mikuni, Tillotson or Walbro carburetors are used. Refer to the appropriate CARBURETOR SER- VICE Section for overhaul data. An external impulse line from engine crankcase is used to operate fuel pump. Be sure there are no vacuum or pressure leaks. IGNITION SYSTEM. Timing specifications for individual engines are given in CONDENSED SERVICE DATA Tables. Breaker point gap may be adjusted after removing recoil starter, starter pulley and inspection cover. To renew breaker points, the flywheel must be removed. On models having an energy transfer type ignition system, timing marks are found on fan cover and flywheel. Flywheel has two "F" marks which are 80 apart. To check timing, connect one lead of a light or buzzer to the black wire coming from either cylinder of the engine and ground the other lead on the engine. Timing is correct if points separate when one of the "F** marks is aligned with the stationary mark on the fan cover. Check timing of other cylinder using corresponding black wire and second "F" mark on flywheel. On models with capacitor discharge system, ignition timing is checked using an automobile type timing light with engine running. To check the timing, remove recoil starter and install a suitable power timing light. Solidly support rear of machine with a hoist so track can turn freely without danger of accident. Start and run engine at 00 rpm. With timing light directed at flywheel rim the scribed *T" mark on flywheel should align with cast timing boss on fan housing. If "T" mark is clockwise from stationary mark, timing is retarded; if counterclockwise, timing is advanced. Because timing is electronic, it should not change once properly adjusted. The first step in adjustment, therefore, would be to check for loose flywheel nut, sheared flywheel key, or loose mounting screws on stator base plate. To adjust the timing, stop engine and remove the three screws retaining emergency starter pulley and belt pulley. Remove the pulleys and, working through holes in flywheel, loosen the two stator base plate mounting screws. Move stator plate clockwise to retard the timing or counter-clockwise to advance the timing. Tighten screws securely then recheck running timing. LUBRICATION. The engine is lubricated by mixing oil with fuel. A good quality two-cycle oil designed for aircooled engines is recommended. Recommended fuel oil ratio for all engines is 0:. Mix fuel and oil thoroughly in a separate container before pouring mixture into fuel tank. For cold weather blending, pre-mix the oil with a small amount of gasoline and shake thoroughly until the mixture is liquid, then blend with remainder of fuel. Do not use kerosene or fuel oil for pre-mixing. REPAIRS TIGHTENING TORQUES. Recom mended tightening torques are as follows: Cylinder head 6 ft.-lbs. (. kg-m) Crankcase nuts 6 ft.-lbs. (. kg-m) Crankcase bolts 5 ft.-lbs. (0.7 kg-m) Flywheel nut ft.-lbs. (8.3 kg-m) Recoil starter mounting bolts 5 ft.-lbs. (0.7 kg-m) Spark plug 0 ft.-lbs. (.8 kg-m) DISASSEMBLY AND REASSEM- BLY. Remove carburetor, muffler, drive sheave and recoil starter. On models with axial fans, remove fan belt and fan assembly. Remove cooling shrouds. Remove starter cup, flywheel and ignition coils. Mark position of magneto base assembly and remove the two retaining screws from slotted holes; wiring loom fits in a grommet in crankcase parting line and magneto assembly cannot be lifted out until crankcase is split. Remove cylinder heads, cylinders and pistons and mark so that they will be installed in their original positions. Remove ten nuts and one bolt and separate crankcase halves. Refer to appropriate section to service components. To reassemble, reverse disassembly procedure. Tighten crankcase nuts to 6 ft.-lbs. and crankcase bolt to 5 39
Kawasaki ft.-lbs. Refer to Fig. for tightening sequence. PISTON, RINGS & CYLINDER. Piston pins are fully floating. Piston rings are pinned in place as shown in Fig.. Bottom ring is equipped with an expander. Top ring is identified by " NPR'* stamped on upper surface of ring. Bottom ring is stamped " NPR". Notches of ring ends must be up when ring is installed as shown in Fig.. Piston ring end gap for 50 and 340 cc models should be 0.006 0.04 inch ( 0.35 mm). Piston ring end gap for 440 cc models should be 0.008 0.06 inch (0.-0.4 mm). Top ring side clearance should be 0.004 0.006 inch (0.- mm) and lower ring side clearance should be 0.00-0.004 inch (0.05-0. mm) for all models. Piston pin and piston pin bearing are available only as a matched pair and must be renewed as a set. It may be necessary to heat piston to install piston pin. Piston crown is marked with an arrow as shown in Fig. 3 to indicate piston position in cylinder. Arrow must point towards exhaust port. Piston skirt to cylinder wall clearance should be 0.0008 0.00 inch (0.0 0.05 mm) for all engines. Cylinder has a chrome bore. Small deposits of aluminum from piston on cylinder wall may be removed by very careful sanding. Cylinder should be inspected for cracking, flaking or other deterioration of the chrome lining. Also check for appearance of underlying base metal through chrome which indicates excessive wear. CRANKSHAFT & CONNECTING ROD ASSEMBLY. The crankshaft and connecting rod are available only as an assembled unit and should not be disassembled. Crankshaft main bearings are a press fit on crankshaft. Support crankshaft between counterweights»as shown in Fig. 4 when pressing bearings on shaft. Crankshaft runout should not exceed 0.00 in. (0.03mm). Radial play of connecting rod big end should not exceed 0.0009 in. (0.03mni). Crankshaft end play should not exceed in. (0.77mm). If crankshaft, bearings or crankcase are renewed, crankshaft must be centered in crankcase by measuring the clearance between counterweight and crankcase wall at each end; then varying the thickness of selective washers (S Fig. 5). It is suggested, therefore, that if shaft bearings are removed the washers be properly identified and reinstalled on correct end of shaft. If crankcase is the item ENGINES renewed, make a trial installation in the new crankcase before bearings are removed; then install thicker or thinner washers as required to center the shaft. Factory recommended method of centering is to use dummy bearings which are the same dimensions as regular bearings but a slip fit on shaft journals. Washers (S) are available in thicknesses of 0.004, 0.008, 0.0, 0.06, 0.00 and 0.04 inch (0., 0., 0.3. 0.4. and 0.6 mm). ELECTRICAL SYSTEM. Fig. 7 shows an exploded view of flywheel magneto and CD ignition system used on most models. Ignition timing should be correct when timing scribe line (T) aligns with timing boss on crankcase. Timing can only be checked with a power timing light as outlined in MAINTENANCE Section, but can be adjusted without major disassembly by reaching through holes in flywheel (), loosening the two slotted head screws retaining base plate (5) to crankcase. and moving base plate in slotted holes. The condition of coils (, 3 and 4) can be checked with an ohmmeter without removal of flywheel or major disassembly. Disconnect the two individual plugs and multi-plug leading to wire loom (8). Check the pulser coil () by connecting the two ohmmeter leads to the individually connected (RED) and (WHITE) leads; reading should be 3.5 ohms. Check the exciter coil (3) by connecting ohmmeter leads to the individual (RED) lead and a suitable engine ground; reading should be 95 Fig, 3 instaii piston so that arrow on piston crown points towards exhaust port. Fig. Follow the above tightening sequence when installing crankcase nuts and boit. Refer to text for tightening torque. Fig. S View of engine crankshaft with end bearings expioded. Shims (5) control end piay and center shaft in crankcase. Fig. Piston rings are pinned as shown {arrow). Note that upper ring is installed so that notches in ring ends are up. 30 Fig. 4 A support shouid be placed between crankshaft counterweights when pressing bearings on shaft. Fig. e Crankshaft unit instaiied in crankcase upper haif. Counterweights must center in crankcase within 0.005 inch {0.3 mm). Refer to Fig. 5.
ENGINES ohms. Check the lighting coil (4) by connecting ohmmeter probes to the TWO YELLOW leads in multi-plug; reading should be 0.8 ohms. Some models are equipped with a temperature indicator light which connects to a thermal switch threaded into right cylinder head. Heat indicator light should test 4 ohms when checked between the terminals on back of light bulb. Heat indicator thermal switch which is threaded into cylinder head should test at infinity when test probes are connected to terminal wire and threaded end and unit is at normal room temperature. When unit is heated to 500 degrees F. and retested, resistance should be at zero ohms. Some models are equipped with individual temperature gages which operate from thermocouples which substitute for the regular spark plug gasket for each cylinder. The gage is calibrated to register from COLD at a sensor temperature of 50 degrees F. or below, to HOT at a temperature of 475 degrees F. or above; with intermediate readings between the two extremes. Gage unit can be considered satisfactory if it registers '*COLD*' when engine is first started; and "HOT" when a jumper wire is touched to sensor wire and a suitable ground. Sensor units are affected by cooling air blast and should be installed "downwind" from the direction of cooling air flow; directly to the rear (six-o'clock) on free air models or at seven-o'clock on axial fan units. Sensor unit should register,000 ohms at -70 degrees F. and resistance should lower as temperature rises. Resistance should be approximately 6 ohms at 455 degrees F. RECOIL STARTER. Refer to ex ploded view of starter in Fig. 8. To disassemble starter, remove starter from engine and remove waterproofing plate. Pull rope out until it is possible to position rope in notch of rope pulley. Release rope and allow recoil spring to unwind. Remove retaining nut (3) and components (6 thru 8). Carefully remove rope pulley so that recoil spring remains in cover. If necessary to remove recoil spring, guard against uncontrolled uncoiling of spring which may cause personal injury. To assemble starter, install recoil spring in cover so that spring is wound in counterclockwise direction and outer hook of spring contacts lug of cover. Install rope pulley and rope so that lug of pulley engages with inner hook of recoil spring. Install washer (8), pawls (7), spring (6) and pawl return spring Fig. 7 Exploded view of typical engine electrical system used on models with CD ignition system.. Flywheel. Pulser coil 3. Exciter coil 4. Lighting coil 5. Base plate 6. CD unit 7. Ignition coil 8. Wiring harness T. Timing mark Kawasaki Fig. 8 Expioded wiew of recoii starter.. Starter cup 3. Nut 4. Retainer 5. Return spring 6. Spring 7. Pawls 8. Washer 9. Rope pulley 0. Recoil spring. Rope. Cover 3. Handle 4. Retainer Fig. 9 Exploded view of cooling fan and housing unit.. Cover. Nut 3. Lockwasher 4. PuUey half 5. Shims 6. Pulley half 7. Belt 8. Bearing 9. Shim 0. Snap ring. Housing. Bearing 3. Key 4. Fan (5). Install retainer cover (4) so that end of return spring (5) protrudes through retainer cover (4) and turn retainer cover one-third turn clockwise to pre-load spring. Install washers and retaining nut. If rope handle was not removed during disassembly, position rope in notch of rope pulley and turn pulley two turns counterclockwise to pre-load recoil spring. If handle was removed, turn rope pulley counterclockwise two or three turns and insert end of rope through rope outlet in cover. Tension on rope should be apparent. Tie a temporary knot to hold tope and install rope handle. 3