Briggs & Stratton

SERVICE MANUAL

BRIGGS & STRATTON

BRIGGS & STRATTON CORPORATION
Milwaukee, Wisconsin 53201

Model
19, 19D,
191000,
193000

No.
Cyls.

200000

1
1

23,23A,
23C, 23D,
23100,
233000
243000
300000,
301000
302000
320000
325000
326000

Engines in this section are four-cycle,

one cylinder horizontal crankshaft
models. Crankshaft is supported at each
end in bushing type main bearings which
are an integral part of main bearing support plate or by ball bearings which are
pressed onto crankshaft and fit into
machined bores of main bearing support
plates. Cylinder block and crankcase are
a single cast iron casting.
Connecting rod in all models rides
directly on crankpin joumal and is
splash lubricated by an oil dipper attached to connecting rod cap.
Early models use a variety of magneto
ignition systems with points and condenser either mounted externally or underneath flywheel. Late production models use Briggs & Stratton
Magnetron breakerless ignition system.
A float type carburetor is used on all
models and a fuel pump is available as
optional equipment for some models.
Refer to BRIGGS & STRATTON
ENGINE IDENTIFICATION INFORMATION section for engine identification and always give engine model and
serial number when ordering parts or
service material.

Bore

Stroke

Displacement

Power
Rating

3 in.
(76.2 mm)
3 in.
(76,2 mm)

2.625 in.
(66,675 mm)
2.875 in.
(73.025 mm)

18.56 cu. in.

(304.1 cc)
20.32 cu. in.
(333 cc)

7.25 hp.
(5.5 kW)
8hp.
(6kW)

3 in.
(76.2 mm)
3.0625 in.
(77.79 mm)

3.25 in.
(82.55 mm)
3,25 in.
(82,55 mm)

22.97 cu. in
(376.5 cc)
23.94 cu. in.
(392.3 cc)

9 hp.
(6.7 kW)
10 hp.
(7.5 kW)

3,4375 in,
(87.31 mm)
3,4375 in,
(87.31 mm)
3.5625 in.
(90.5 mm)
3.5625 in.
(90.5 mm)
3.5625 in.
(90.5 mm)

3,25 in.
(82,55 mm)
3,25 in,
(82.55 mm)
3.25 in.
(82.55 mm)
3.25 in.
(82,55 mm)
3,25 in.
(82,55 mm)

30.16 cu. in.

(494.2 cc)
30.16 cu. in,
(494,2 cc)
32.4 cu. in.
(531 cc)
32.4 cu. in.
(531 cc)
32.4 cu. in.
(531 cc)

12 hp.
(9kW)
13 hp,
(9.7 kW)
14 hp.
(10.4 kW)
15 hp.
(11.2 kW)
16 hp.
(11.9 kW)

plug is Champion J8 or equivalent. To

decrease radio interference use Champion XJ8 or equivalent spark plug. Electrode gap for all models is 0.030 inch
(0.762 mm).
CARBURETOR. All models are
equipped With a two-piece float type carburetor. Refer to Fig, B30 for a crosssectional view of carburetor and location
of mixture adjustment screws.
For initial carburetor adjustment,
open idle mixture screw 1 turn and main
fuel mixture screw IV2 turns.
Make final adjustment with engine at
normal operating temperature and run-

ning. Place engine under load and adjust

main fuel mixture screw for leanest mixture that will allow satisfactory acceleration and steady governor operation. Set engine idle mixture screw to
obtain smoothest idle operation.
As each adjustment affects the other,
adjustment procedure may have to be
repeated.
To check float level for all models, invert carburetor body and float assembly.
Refer to Fig. B34 for proper float level
dimensions. Adjust by bending float
lever tang that contacts inlet valve.
Check carburetor for upper body warpage using a 0.002 inch (0.0508 mm)

-THttOTTLf VALVE

Fig.
B30'-Cross-sectional
view of typicai two-piece
fioat type carburetor. Before
separating upper and lower
carburetor bodies, loosen
packing nut and unscrew
needle valve and pecking
nut. Use speciai screwdriver,
part number 19062 to remove
nozzle.

PUtL IHLET

MAINTENANCE
NCEOCE

SPARK PLUG. Recommended spark

Illustrations courtesy of Briggs & Stratton Corp.

VALVE

273

Briggs & Stratton

GENERATOR
check position of counterweight lever.
Lever should be in a horizontal position
with free end towards right.
FUEL PUMP. A diaphragm type fued
pump is available on some models as optional equipment. Refer to SERVICIMJ
BRIGGS & STRATTON ACCESSORIES section for service information.
Fig. B33 Check carburetor upper body for warpage. If a 0.002 Inch (0.0S08 mm) feeier gage can
be inserted between upper and iower bodies as
shown, renew upper body.

tmn fAifC
!/' fPfi

V + 1"
X-32

Fig. 83t Typical SAS automatic choke unit in

''HOT" position.

feeler gage as shown in Fig. B33. If upper body is warped more than 0.002 inch
(0.0508 mm) it should be renewed.
AUTOMATIC CHOKE. A thermo

stat operated choke is used on some

models. To adjust choke linkage, hold
choke shaft so thermostat lever is free.
At room temperature, stop screw in
thermostat collar should be located midway between thermostat stops (Fig. B31
& B32). If not, loosen stop screw, adjust
collar and tighten stop screw. Loosen
set screw (S-Fig. B31) on thermostat
lever. Slide lever on shaft to insure free
movement of choke unit. Turn thermostat shaft clockwise until stop screw contacts thermostat stop. While holding
shaft in this position, move shaft lever

Fig. B34~ Check carburetor float setting as

shown. Bend tang if necessary to adjust fioat
level.

until choke is open exactly Vs-inch (3.18

mm) and tighten lever set screw. Turn
thermostat shaft counter-clockwise until
stop screw contacts thermostat stop as
shown in Fig. B32. Manually open choke
valve until it stops against top of choke
link opening. At this time choke should
be open at least 3/32-inch (2.25 mm), but
not more than 5/32-inch (4 mm). Hold
choke valve in wide open position and

GOVERNOR. All models are equipped with a gear driven mechanical

governor. Governor weight unit is
enclosed within engine and is driven by
camshaft gear. Refer to Fig. B62, Bm
or B64 for appropriate exploded view of
model being serviced.
To adjust governor, loosen screv^
holding governor lever to governor
crank (46-Fig. B62, B63 or B64). Push
governor lever as far clockwise as it will
go. Tighten screw holding governor
lever to crank until it is snug, but not
tight. Push governor lever as far
counter-clockwise as it will go and
tighten screw securely.
Governor gear and weight unit can be
removed when engine is disassembled.
Remove governor lever, cotter pin and
washer from outer end of governor
crank. Slide crank out of bushing
towards inside of engine. Governor gear
and weight unit will then slide off of
shaft. Shaft can be removed from crankcase if necessary. Renew bushing in
crankcase for governor crank if bushing
is worn and ream new bushing, after installation, to 0.2385-0.239 inch
(6.06-6.07 mm).
Refer to Figs. B35 through B38 for
governor control and carburetor linkage
hook-up and adjustments.

COUITCI CLOCniSC

Fig. B3S-Views
showing
method of connecting different remote governor controis. Moving controi iever
wiii vary governor spring tension, thus varying engine
governed speeds. For views
showing remote throttle controis, refer to Fig. B36.

Fig. B32Typical B^S automatic choke in

"COLD'' position.

274

Illustrations courtesy of Briggs & Stratton Corp-

Briggs & Stratton

SERVICE MANUAL

Fig. B36-Views
showing
methods
of
connecting
remote throttie
controis.
When controi iever is in high
speed position, governor
controis speed of engine
and governed speed Is adjusted by turning thumb nut.
Moving control lever to slow
speed position moves carburetor throttie shaft stop to
decrease engine speed.

Plunger should be renewed if worn to a

length of 0.870 inch (22.098 mm) or less.
Plunger bore diameter may be checked
using B&S plunger bore gage, part
number 19055. If gage enters plunger
bore V4-inch (6.35 mm) or more, install
service bushing, part number 23513. To
install bushing, remove bearing support
from engine, then ream bore using B&S
reamer, part number 19056, drive
bushing in flush with outer end of
plunger bore with B&S driver, part
number 19057 and use B&S reamer,
part number 19058, to finish ream inside
of bushing.
When reinstalling flywheel, inspect
the soft metal key and renew if damaged
in any way.
NOTE: Renew key with correct B&S
part. DO NOT substitute a steel key.

IGNITION SYSTEM. Early models

use a variety of magneto type ignition
systems and late production models use
Briggs & Stratton Magnetron ignition
system. Refer to appropriate paragraph
for model being serviced.
MODEL 23C MAGNETO. Refer to
Fig. B39 for exploded view of magneto
used on 23C model engine. Condenser

SPEED ADI. NUTS

Fig. B37 View showing governor linkage,

springs and levers properly instaiied on 243000,
300000, 301000, 302000, 320000, 325000 and
328000 series engines. Refer to Fig. B38 for
remote control hook-up.
Illustrations courtesy of Briggs & Stratton Corp.

After flywheel is installed and retaining nut tightened, check armature air
gap and adjust as necessary to
0.022-0.026 inch (0.5588-0.6604 mm).
MODELS 19, 23 & 23A AND
SERIES 191000 & 231000 MAGNETO.
Refer to Fig. B40 for exploded view of
and breaker points are mounted on magneto used on these models.
Condenser and breaker points are
crankshaft bearing support plate (17)
and are accessible after removing fly- mounted externally in a breaker box
located on carburetor side of engine and
wheel and magneto cover (7).
Breaker point gap is 0.020 inch (0.508 are accessible after removing breaker
mm) and condenser capacity is 0.18-0.24 box cover (18-Fig. B40).
Breaker point gap is 0.020 inch (0.508
mfd.
Breaker point plunger can be removed mm) and condenser capacity is 0.18-0.24
from bore in crankshaft bearing support mfd.
When renewing breaker points, or if
when breaker points are removed.
oil leak is noted, breaker shaft oil seal
(16) should be renewed. To renew points
and/or seal, turn engine so breaker point
gap is at maximum. Remove terminal
and breaker spring screws and loosen
breaker arm retaining nut (19) so it is
flush with end of shaft (29). Tap loosened nut lightly to free breaker arm (21)
from taper on shaft, then remove
breaker arm, breaker plate (22), pivot
(23), insulating plate (24) and eccentric
(17). Pry oil seal out and press new oil
seal in with metal side out. Place
breaker plate on insulating plate with
dowel on breaker plate entering hole in
insulator. Then, install unit with edges
of plates parallel with breaker box as
shown in Fig. B41. Turn breaker shaft
clockwise as far as possible and install
breaker arm while holding shaft in this
position.
Breaker box can be removed without
removing points or condenser. Refer to
Fig. B42. Disassembly of unit is evident
after removal from engine.
To renew ignition coil, engine flywheel
must be removed. Disconnect coil
ground and primary wires and pull
spark plug wire from hole in back plate.
Fig. B38Remote governor control installation
on 243000, 300000, 301000, 302000, 320000, Disengage clips (8-Fig. B40) retaining
coil core (9) to armature (14) and push
32S0O0 and 328000 series engines.
275

Briggs & Stratton

GENERATOR

core from coil. Insert core in new coil

with rounded side of core towards spark
plug wire. Place coil and core on armature with retainer (7) between coil

and armature. Reinstall core retaining

clips, connect coil ground and primary
wires and insert spark plug wire
through hole in back plate.

15 16

Two types of magnetic rotors have

been used. Refer to Fig. B43 for view of
rotor retained by set screw and to Fig.
B44 for rotor retained by clamp ring. If
rotor is as shown in Fig. B44, refer to
Fig. B45 when installing rotor on crankshaft.
If armature coil has been loosened or
removed, rotor timing must be read^

PARALLEL

1 2 3

11

18 17

Fig. B39-Expioded view of magneto ignition system used on 23C modei engines. Breaker points and
condenser are mounted on bearing support (i7) and are endosed by cover (7) and fiywheei. Points are
actuated by piunger (i3) which rides against breaker cam machined on engine crankshaft.
1.
2.
3.
4.
5.
6.

Flywheel nut
Nut retainer
Starter pulley
Blower housing
Flywheel key
Flywheel

7.
8.
9.
10.
11.
12.

Breaker cover
Spark plug wire
Breaker point base
Breaker point arm
Breaker spring
Coil & armature

13.
14.
15.
16.
17.
18.

Plunger
Armature support
Back plate
Shim gasket
Bearing supfx)rt
Condenser

Fig. B4i When instaiiing breaker points on 79,

23 and 23A modeis and T9T000 and 23i000
series engines, be sure dowei on breaker point
base enters hoie in insuiator. Piace sides of
base and insuiating piate paraiiei with edge of
breaker box.

9 . 10

Fig, B42- To remove breaker box on f9, 23 and

23A modeis and i9i000 and 231000 series
engines it is not necessary to remove points and
condenser as unit may be removed as an
assembly.

SET SCREW

Fig, B40-Exploded view of magneto ignition system used on 19,23 and 23A models and i9i000 and
231000 series engines. Fiywheei is not keyed to crankshaft and may be instailed in any position;
however, on crank start modeis, fiywheei shouid be instaiied as shown in Fig. B47. Breaker arm (2i) is
mounted on shaft (29) which Is actuated by a csm on engine cam gear. See Fig. B48. Two different
methods of attaching magneto rotor (5) to engine crankshaft have been used. Refer to Figs, B43 and
B44,
1.
2.
3.
4.
5.
6.
7.

Starter pulley
Blower housing
Flywheel
Rotor clamp
Magneto rotor
Ignition coil
Coil clip

276

9.
10.
U.
12.
13.
14.
15.

Coil core
Back plate
Bearing support
Shim gasket
Rotor key
Armature
Primary coil knid

16.
17.
18.
1<).
20.
21.
22.

Shaft seal
Eccentric
Breaker IK)X c{)ver
Nut
Washer
Breaker ^K)int arm
Breaker iH>int Inise

23.
24.
25.
26.
27.
28.
29.

Pivot
Insulator
Condenser
Seal retainer
Breaker IKIX
Gasket
Shaft

ROTOR
KEY

Fig. B43 On some modeis, magneto rotor ist

fastened to crankshaft by a S9t screw which

enters hoie in shaft. Set screw is iocked inplace
by a second screw. Refer to Fig. B44 aiso.
Illustrations courtesy of Briggs & Stratton Corp.

Briggs & Stratton

SERVICE MANUAL
\CLAMP WITH CLAMP SCREW
. ANO LOCK WASHER

KEY

Fig. B47- On f 9,23 and 23A modeis and i9iOOO

and 23i000 series engines equipped with crank
starter, mount flywheel with pin in position
shown with armature timing marks aligned,

Ffg. B44-View showing magneto rotor fastened

to crankshaft with ciamp. Make certain spUt in mounting holes so arrow is aligned with
clamp is t>etween two slots in rotor as shown
and check ciearance between rotor and shoulder appropriate engine model number on
rotor. Tighten armature mounting
on crankshaft as shown In Fig. 845.

justed. With point gap adjusted to 0.020

inch (0.508 mm), connect a static timing
light from breaker point terminal to
ground (coil primary wire must be
disconnected) and turn engine in normal
direction of rotation until light goes on.
Then, turn engine very slowly in same
direction until light just goes out
(breaker points start to open). At this
time, engine model number on magneto
rotor should be aligned with arrow on
armature as shown in Fig. B46. If not,
loosen armature core retaining cap
screws and turn armature in slotted
FEELER CAUCE

lELER CAUCE

screws.
To install flywheel on models with
crank starter, place flywheel on crankshaft as shown in Fig. B47 with magneto
timing marks aligned as in previous
paragraph. On models not having a
crank starter, flywheel may be installed
in any position.
Magneto breaker points are actuated
by a cam on a centrifugal weight
mounted on engine camshaft (Fig. B48).
When engine is being overhauled, or
cam gear is removed, check action of advance spring and centrifugal weight unit
by holding cam gear in position shown
and pressing weight down. When weight
is released, spring should return weight
to its original position. If weight does
not return to its original position, check
weight for binding and renew spring.
MODELS 19D & 23D MAGNETO.
Refer to Fig. B49 for exploded view of
magneto system.

Fig. B48-Check timing advance weight and

spring on 19,23 and23A models and i9i000 and
23i000 series engines. Refer to text.

Condenser and breaker points are

mounted externally in a breaker box
located on carburetor side of engine and
are accessible after removing cover
(8-Fig, B49).
Breaker point gap is 0.020 inch (0.508
mm) and condenser capacity is 0.18-0.24
mfd.
Installation of new breaker points is
made easier by turning engine so points
are open to their widest gap before
removing old points. For method of adjusting breaker point gap, refer to Fig.
B50.
NOTE: When installing points, apply
Permatex or equivalent sealer to retaining
screw threads to prevent engine oii from
leaking into breaicer box.

U
Fig, B45-Modeis
having magneto rotor
clamped to crankshaft, position rotor 0,025 inch
(0.635 mm) from shouider on shaft, then tighten
clamping screw.

i
1 2

15

16

17

A
3

13

8 9 10 il 12
Fig. B49-Exploded view of magneto ignition system used on I9D and 23D models. Magneto rotor
(flywheei) to armature timing is adjustabie as shown in Figs. B51 and B52. Adjust breaker points as in
Fig. B50.
Fig. B46-With engine turned so breaker points
are just starting to open, align model number
iine on rotor with arrow on armature by rotating
armature in slotted mounting holes.
Illustrations courtesy of Briggs & Stratton Corp.

,
1.
2.
3.
4.
a
6.

^ ^ ,
Flywhee nut
Nutj^tainer
Starter pulley
Blower housing
^^ l ^ lY*""^
Flywheel key

7.
g.
9.
10.
n.
^2.
13.

Flywheel
Breaker box cover
Gasket
Condenser
Breaker points
Breaker spring
Lock nut

14. Coil & armature assy.

15. Armature mounting
bracket
16. Back plate
17. Bearing support
18. Shim gasket

277

GENERATOR

Briggs & Stratton

Breaker points are actuated by a
plunger that rides against breaker cam
on engine cam gear. Plunger and
plunger bushing in crankcase are
renewable after removing cam gear and
breaker points.
Magneto armature and ignition coil
are mounted outside engine flywheel.
Adjust armature air gap to 0.022-0.026
inch (0.5588-0.6604 mm).
If flywheel has been removed,
magneto edge gap (armature timing)
must be adjusted. With point gap adjusted to 0.020 inch (0.508 mm) and
flywheel loosely installed on crankshaft,
install flywheel key leaving retaining
cap screw loose. Disconnect magneto
primary wire and connect test light
across breaker points. Turn flywheel in
clockwise direction until breaker points
just start to open (timing light goes out).
Now, while making sure engine
crankshaft does not turn, turn flywheel
back slightly in counter-clockwise direction so edge of flywheel insert lines up
with edge of armature as shown in Fig.
B53. Tighten flywheel key screw, then
tighten flywheel retaining nut to
110-118 ft.-lbs, (149-160 N-m) torque for
19D model and to 138-150 ft.-lbs.
(187-203 N-m) torque on 23D model.
Readjust armature air gap as necessary.
SERIES 193000, 200000, 233000,
243000, 300000, 301000, 302000,
320000, 325000 & 326000 MAGNETO.
Refer to Fig. 54 for exploded view of
magneto system.
Condenser and breaker points are
mounted externally in a breaker box
located on carburetor side of engine and
are accessible after removing cover
(8-Fig. B54).
Breaker point gap is 0.020 inch (0.508
mm) and condenser capacity is 0,18-0.24
mfd.
Installation of new breaker points is
made easier by turning engine so points
TURN BREAKER
POINT SCREW
CLCXKWISE
TO INCREASE
GAP

FLYWHEEL
INSERT

Fig. B5i-0n i9D and 23p

modeis, magneto timing is
adjusted by repositioning
fiywheel on crankshaft,
Flywheei is then iocked into
proper position by tightening key screw and flywheel
retaining nut. Refer aiso to
Figs. B52 and B53.

Fig. B52- Turning engine in

normai direction of rotation
with flywheel and flywheei
key ioose. Turn engine siowiy untii breaker points are
just starting to open. Refer
to text and Figs. B51 and
B5X

Fig. B53-Turn
fiywheei
counter-clockwise on crankshaft until edge of flywheei
insert is aiigned with edge of
armature as shown in insert.
Then, tighten fiywheei key
screw and retaining nut.

WASHER

,020"
GAP

CONDENSER

Fig. B50- On aii modeis equipped with this type

of breaker points, ioosen iock nut and turn adjusting screw to obtain 0,020 inch (0.508 mm)
gap.

278

8 9 10 11 12

Fig, B54-Expioded view of i93000, 200000, 233iHiO and 243000 series magneto ignition system.
Magneto used on 300000,301000, 302000, 320000, i25000 and 326000 series is simiiar. Position of armature is adjustabie to time armature with magnsto rotor (flywheel) by moving armature mounting
bracket (15) on slotted mounting holeti. Refer to text and Figs. 855 and B56,
1.
2.
3.
4.
6.
7.

Flywheel nut
Nut retainer
Starter pulley
Blower housing
Flywheel key
Flywheel

8.
9.
10.
11.
12.
13.

Breaker box cover

Gasket
Condenser
Breaker points
Breaker spring
Lock nut

14. Coil & armature assy.

15. Armature mounting
bracket
16. Back plate
17. Bearing support
18. Shim gasket

Illustrations courtesy of Briggs & Stratton Coip.

SERVICE MANUAL

Briggs & Stratton

ARMATURE
Fig. B57~ After mounting
bracket is properly instaiied
(Fig. B56k Install armature
and coii assembiy so there
is a 0.010-0.014
inch
(0.254-0.35S6 mm} air gap
between
armature
and
fiywheei.

MOUNTING
BRACKET

.010" - .014"
AIR GAP

ALIGNMENT ARROWS
Fig. BBS-On 193000, 200000, 233000, 243000,
300000, 301000, 302000, 320000, 325000 and
32$000 series, time magneto by aiigning armature core support so arrow on support is
aiigned with arrow on flywheel when breaker
points are just starting to open. Refer to text for
procedure.

are open to their widest gap before

removing old points. For method of adjusting breaker point gap, refer to Fig.
B50.
NOTE: When installing points, appiy
Permatex or equivaient sealer to retaining
screw threads to prevent engine oii from
ieaking into breaicer box.

Breaker points are actuated by a

plunger that rides against breaker cam
on engine cam gear. Plunger (43-Fig.
B62) and plunger bushing (PB) are
renewable after removing engine cam
gear and breaker points. On 300000,
301000, 302000, 320000, 325000 and
326000 series engines breaker plunger
and plunger bushing are similar to those
shown in Fig. B62.
Magneto armature and ignition coil
are mounted outside engine flywheel.
Adjust armature air gap to 0.010-0.014
inch (0.254-0.3556 mm).
If flywheel has been removed,
magneto edge gap (armature timing)
must be adjusted. With point gap ad-

justed to 0.020 inch (0.508 mm) and armature ignition coil assembly removed
from bracket connect a test light across
breaker points. Disconnect coil primary
wire and slowly turn flywheel in a
clockwise direction until light just goes
out (breaker points start to open). At
this time, arrow on flywheel should be
exactly aligned with arrow on armature
mounting bracket (Fig. B55). If not,
mark position of bracket, remove
flywheel and shift bracket on slotted
mounting holes (Fig. B56) to bring arrows into alignment.
Reinstall flywheel, make certain arrows are aligned and tighten flywheel
nut to 110-118 ft.-lbs. (149-160 N-m) torque on 193000 and 200000 series
engines and 138-150 ft.-lbs. (187-203
N-m) torque on all remaining models.
Readjust armature air gap as necessary.
MAGNETRON IGNITION. Magnetron ignition is a self-contained
breakerless ignition system. Flywheel
does not need to be removed except to
change timing by moving armature
bracket or to service crankshaft key or
keyway.

To check spark, remove spark plug

and connect spark plug cable to B&S
tester, part number 19051 and ground
remaining tester lead to engine cylinder
head. Spin engine at 350 rpm or more. If
spark jumps the 0.166 inch (4.2 mm)
tester gap, system is functioning properly.
To remove armature and Magnetron
module, remove flywheel shroud and armature retaining screws. Use a
3/16-inch diameter pin punch to release
stop switch wire from module. To
remove module, unsolder wires, push
module retainer away from laminations
and push module off. See Fig. B57A.
Resolder wires for reinstallation and
use Permatex or equivalent gasket sealer to hold ground wires in position.
To set timing for gasoline fuel operation, install armature bracket so mounting screws are centered in slots (Fig.
B57B).
To set timing for kerosene fuel operation, install armature bracket as far to
left as possible (Fig. B57B).
Adjust a r m a t u r e air gap to
0.010-0.014 inch (0.25-0.36 mm).

ARMATURE MOUNTING
BRACKET

Fig. B57A-Wires must be

unsoidered
to
remove
Magnetron module.

MOUNTING SCREWS
Fig. BS$~Vi0w with fiywheei removed on
193000, 200000, 233000, 243000, 300000, 301000,
302000, 320000, 325000 and 326000 series
engines. Magneto Is timed by shifting armature
mounting bracket on siotted mounting holes.
Refer to Fig. B55 aiso.
Illustrations courtesy of Briggs & Stratton Corp.

279

Briggs & Stratton

GENERATOR

IGNITION ARMATURE
WITH MAGNETRON"
MOOULE ASSEMBLY

^ CAM GEAR SIDE

FLAT

MOUNTING
SCREWS
"CENTERED"
IGNITION ARMATURE
WITH "MAGNETRON"
MOOULE ASSEMBLY

Fig. B57B-Upper
view
shows position of armature
bracket for gasoline fuels
and iower view shows position of armature bracket for
kerosene fuels for correct ignition timing.

REPAIRS
CYLINDER HEAD. When removing
cylinder head note location from which
different cap screws are removed as
they must be reinstalled in their original
positions.
Always use a new gasket when
reinstalling cylinder head. Do not use
sealer on gasket. Lubricate cylinder
head bolt threads with graphite grease,
install in correct locations and tighten in
several even steps in sequence shown in
Fig. B58 according to type head used.
Tighten cap screws to 190 in.-lbs. (22
N*m) torque. Start and run engine until
normal operating temperature is reached, stop engine and retighten head bolts
as outlined.

Fig. B58-View of two different cylinder heads used.

Tighten cylinder head cap
screws in sequence shown
to 190 in.lbs. (22 N-m) torque. Refer to text for tightening procedure.

280

It is recommended carbon and leaci

deposits be removed at 100 to 300 hour
intervals, or whenever cylinder head is
removed.
CONNECTING ROD. Connecting rod
and piston are removed from cylindei:*
head end of block as an assembly.
Aluminum alloy connecting rod rides
directly on induction hardened crankshaft crankpin journal. Rod should b<?
renewed if crankpin bore is scored or
out-of-round more than 0.0007 inch
(0.0178 mm) or if piston pin bore is
scored or out-of-round more than 0.0005
inch (0.0127 mm).

MOUNTING
SCREWS
TO FAR
LEFT"

LUBRICATION. All models are

splash lubricated by an oil dipper attached to connecting rod.
Oils approved by manufacturer must
meet requirements of API service classification SE or SF.
Use SAE lOW-40 oil for temperatures
above 20*^ F (-7 C) and SAE 5W-30 oil
for temperatures below 20 F (-7 C).
Check oil level at five hour intervals
and maintain at bottom edge of filler
plug. DO NOT overfill.
Recommended oil change interval for
all models is every 25 hours of normal
operation.
Crankcase oil capacity for 18.56 and
20.32 cubic inch models is 3 pints (1.4 L)
and crankcase oil capacity for all remaining models is 4 pints (1.9 L).

Fig. B59Drawing of iower end of connecting

rod showing ciearance fiat and assembly marks.

REJECT SIZES FOR

CONNECTING ROD
Crankpin
Model
bore
Pin bore*
19, 19D
190000
1.001 in.
0.674 in.
(25.43 mm) (17.12 mm)
200000
1.127 in.
0.674 in.
(28.63 mm) (17.12 mm)
23, 23A,
23C, 23D,
230000
1.189 in.
0.736 in.
(30.20 mm) (18.69 mm)
240000
1.314 in.
0.674 in.
(33.38 mm) (17.12 mm)
300000,
320000

1.314 in.
0.802 in.
(33.38 mm) (20.37 mm)
*Piston pins of 0.005 inch (0.127 mm)
oversize are available for service.
Piston pin bore in rod can be reamed to
this size if crankpin Jbore is within
specification.
Connecting rod running clearance to
crankpin is 0.0015-0.0045 inch (0.03810.1143 mm) and piston pin to rod pin
bore clearance is 0.0005-0.0015 inch
(0.0127-0.0381 mm).
On 300000, 301000, 302000, 320000,
325000 or 326000 series engines, notch
on top of piston and letter "F" on side
of piston must be on the same side as
assembly marks on connecting rod
Illustrations courtesy of Briggs & Stratton Corp.

SERVICE MANUAL

Briggs & Stratton

23, 23A, 23C, 23D,
231000,233000

MOTCH

0,736 in,
(18.69 mm)

300000, 301000, 302000,

320000, 325000,326000 . . . 0.801 in.
(20.35 mm)
Renew piston pin if pin is 0.0005 inch
(0.0127 mm) out-of-round or if pin is
worn to, or below, rejection diameter
shown in chart.
END PLAY

.002"-.008"

Fig. B61 Crankshaft end play can be checked

as shown on models with main bearings which
are an integrai part of bearing support plates.
ASSEMBLY MARKS

FLYWHEEL SIDE

Fig. B60-On 300000, 301000, 302000, 320000,

325000 and 326000 series, assembie piston to
connecting rod with notch and stamped ietter
"F" on piston to same side as assembiy marks
on rod. Install assembiy In cylinder with
assembly marks to fiywheei side of crankcase.

(Fig. B60). Install assembly in cylinder

with assembly marks to flywheel side
of crankcase.
On all remaining models connecting
rod position in crankcase is determined
by clearance flat on rod as shown in
Fig. B59. Assemble cap to rod by
matching assembly marks.
Tighten connecting rod cap screws
on all models to 190 in.-lbs. (22 N-m)
torque.
19.
20.
21.
22.
23.
24.
25.
26.
27.

PISTON, PIN AND RINGS. Aluminum alloy piston has two compression
and one oil control ring and piston
should be renewed if top ring side
clearance in groove exceeds 0.007 inch
(0.178 mm) or if piston is visibly scored
or damaged. Piston should also be
renewed or pin bore reamed for 0.005
inch (0.127 mm) oversize pin if pin bore
is worn to, or greater than rejection
diameter shown in chart.
PISTON PIN BORE
REJECTION SIZES
Model
Pin bore
19, 19D, 191000, 193000,
200000,243000
0.673 in.
(17.09 mm)

PISTON PIN REJECTION SIZES

Model
Pin diameter
19, 19D, 191000, 193000,
200000,243000
0.671 in.
(17.04 mm)
23, 23A, 23C, 23D,

231000, 233000
300000, 301,000, 302,000,
320000, 325000, 326000

0.734 in.
(18.64 m m )
0.799 in.
(20,30 m m )

Ring end gap should be 0.0100.025 inch (0,245-0,635 mm) and compression ring should be renewed if end
gap is greater than 0.030 inch (0.75
mm). Oil control ring should be renewed
if end gap is greater than 0,035 inch
(0.90 mm).
Pistons used in 300000, 301000,
302000, 320000, 325000 and 326000
series engines have a notch and a letter
"F" stamped in piston (Fig. B60) which

Spark plug
Cylinder head
Gasket
Breather tube
Breather
Main bearing plate

21 20

19

Gasket

Engine crankcase &

cylinder block
28. Governor shaft
29. Governor gear &
weight unit
30. Camshaft
31. Cam gear
32. Tappets
33. Camshaft plug
34. Engine base
35. Gasket
36. Valves
37. Valve spring washers
38. Valve springs
39. Spring retainers or
"Roto-Caps"
40. Keepers
41. Gasket
42. Tappet chamber cover
43. Breaker point plunger
44. Governor control
lever
45. Governor spring
46. Governor crank
47. Governor control rod
48. Governor link
49. Governor lever
50. Output drive key
51. Crankshaft
52. Ball bearings (on
models so equipped)
53. Oil dipper
54. Rod bolt lock
55. Connecting rod
56. Piston pin retaining
rings
57. Piston pin
58. Piston
59. Piston rings

47

Fig. B62Exploded view of typical 19D, 23D, 193000, 2(H>000, 233000 and 243000 engines. Breaker piunger bushing (PB) and governor crank bushing (GB}
in engine crankcase (27) are renewable. Breaker piunger (43) rides against a lobe on cam gear (31),

Illustrations courtesy of Briggs & Stratton Corp.

281

GENERATOR

Briggs & Stratton

must face flywheel side of engine after
installation.
Pistons and rings are available in a
variety of oversizes as well as standard.

NOTE: A

chrome

piston

ring

set

is

availabie for siightiy worn standard bore

cylinders. No honing or cyiinder degiazing
is required for these rings. Cyiinder bore
can be a maximum of 0.005 inch (0.127

CYLINDER. Standard cylinder bore

diameters are listed in following chart.
STANDARD CYLINDER
B O R E SIZES
Model
Standard bore
19, 19D, 191000, 193000,
23, 23A, 230, 23D, 200000
231000, 233000
2.999-3.000 in.
(76.18-76.23 m m )
243000
3.0615-3.0625 in.
(76.79-76.82 m m )
300000, 301000,
302000
3.4365-3.4375 in.
(87.287-87.313 m m )
320000, 325000,
326000
3.5615-3.5625 in.
(90.462-90.488 m m )
If cylinder is worn 0.003 inch (0.076
mm) or more, or out-of-round 0.0025
inch (0.0635 mm) or more, it should be
resized to nearest oversize for which
piston and rings are available.

new bearings are loose on journals.

Bearings should be a press fit.

mm) oversize when using chrome rings.

CRANKSHAFT AND MAIN BEARINGS. Crankshaft may be supported at

each end in main bearings which are an
integral part of crankcase and sump or
ball bearing mains which are a press fit
on crankshaft and fit into machined
bores in main bearing support plates.
Crankshaft for models with main
bearings as an integral part of main
bearing support plates should be renewed or reground if journals are out-ofround 0.0007 inch (0.0178 mm) or more
or if main bearing journals are worn to a
diameter of 1,179 inch (29.95 mm) or
less for 19, 19D models and 191000,
193000 and 200000 series engines or
1.3759 inch (34.95 mm) or less for 23,
23A, 23C, 23D models and 231000 and
233000 series engines.
Crankshaft for models with ball bearing main bearings should be renewed if

21 20
23

19

Crankshaft for all models should be

renewed or reground if connecting rod
crankpin journal diameter is worn to, or
beyond crankshaft rejection specifications as listed in following chart.
CRANKSHAFT
REJECTION SIZES
Model
Crankpin journal
19,19D, 190000,193000
0.996 in.
(25.30 m m )
200000
1.122 in.
(28.5 m m )
23, 23A, 23C, 23D, 230000 .... 1.184 in.
(30.07 m m )
243000, 300000, 301000,
302000, 320000, 325000,
326000
1.309 in.
(33.25 m m )
Connecting rod is available for
crankshaft which has had connecting
rod crankpin journal reground to 0.020
inch (0.508 mm) undersize.
Crankshaft main bearing support
plates should be renewed if integral type

36

24

48

30
Fig. B63-^xpioded view of typicai modei 19, 23, 23A, 191000 and 231000 engines equipped with "Magna-Matic" ignition system; note ignition advance
weight (A W). Refer to Fig. B40 for ignition system.
Advance weight
Spark plu^
Air baffle
Cylinder head
HeJwJ ^Lsket
Breather tulK>
Breather
Hearing plate (plain
tuishin^)
^5H. Bearing plate (\v.i\\
In-urin^)
AW.
19.
20.
21.
22.
23.
24.
25.

282

2H. Cuisket
27. F^n^ne ixankca.^' &
cylin(ier l)l(H'k
28. (fovernor shaft
21 >. (Governor ^ear &
weight unit
3(, Camshaft
31. Cum ^ear
32. TapfH'ts
33. ('amshaft plu^

Knj^ne base
Giwket
Valves
Valve spring;
washers
38. Valve springes
39. S|irinjj retainers or
"Roto-('aps"
40. KeefHTS
41. (IjLsket
34.
35.
3fi.
37.

42. TapjH't chamUr

cov er
44. Cio\ 'ernor control
lev
45. (K)\ erntvr spring;
4(i. (tO\ ernor crank
47. (rt)\ ernor control
rcMi

48. (IO^ iTnor link

49. ()o\ ernor lever

50. O u t p u t drive ke>

51. Crankshaft
52. Ball U'arin^rs (on
nKMk'ls so e(iiiip(
53. Oil (iipjKT
54. KtMl lH)lt l(K-k
55. (^inntH'tinjj nxl
5(i. Ri'Uiininj; rinp*
57. I*isU)n pin
58. Piston
51>. F^iston rinjrs

Illustrations courtesy of Briggs & Stratton Corp.

SERVICE MANUAL

Briggs & Stratton

36 35

54 53

34

33

42

Fig. B64 - Expioded view of typical 300000, 30i000, 302000,320000, 325000 and 326000 engines. Balance weights, ball bearings and cover assemblies (2
and Z4) are serviced only as assemblies.
23. Gasket
1. Oil seal
12. Spring caps
24. Cover & balance assy.
46. (Governor crank assy.
35. Key
2. Cover & balance assy,
13. Valve springs
(nriagneto end)
36. Ball bearing
47. Gasket
(pto end)
14. Spring retainer or
25. Oil se^
37. Drive gear bolt
48. Engine base
3. (iasket
rotator
26. Retaining rings
38. Belleville washer
49. Valve lifters
4. "E" ring
15. Keepers
27. Piston pin
39. Govemor control
50. Govemor gear &
5. Idler gear
16. Breather assy.
28. Piston rings
lever
weight unit
6. Bearing support plate
17. Breather tube
29. Piston
40. Bearing support plate
51. Govemor shaft
7. Cylinder block
18. Idler gear
30. Connecting rod
41. Shim
52. Cam gear
8. Head gasket
19. "E"
ring
31. Oil dipper
42. Control rod
53. Camshaft
9. Cylinder head
20. Shim
32. Rod bolt lock
43. Link
54. Balancer drive gear
10. Spark plug
21. Cam bearing
33. Ball bearing
44. Governor lever
55. Belleville washer
11. Valves
22. Balancer drive gear
34. Crankshaft
45. Govemor springs
56. Drive gear bolt

main bearing bores are 0.0007 inch

(0.0178 mm) or more out-of-round or if
bearing bore diameter is 1.185 inches
(30.1 mm) or more for 19,19D models or
191000, 193000 and 200000 series
engines, 1.382 inches (34.1 mm) or more
for 23, 23A, 23C, 23D models or 243000,
300000, 301000, 302000,320000, 325000
and 326000 series engines. No service
bushings for main bearings are available.
Ball bearing mains are a press fit on
crankshaft and must be removed by
pressing crankshaft out of bearing.
Renew ball bearing if worn or rough.
Expand new bearing by heating in oil
and install on crankshaft with shield side
towards crankpin journal.
Crankshaft end play should be
0.002-0.008 inch (0.0508-0.2032 mm)
and is adjusted by varying thickness of
gaskets between flywheel main bearing
support plate and crankcase. Gaskets
are available in a variety of thicknesses.
When reinstalling crankshaft, make
certain timing marks are aligned (Fig.
B66 or B67).
CAM GEAR AND CAMSHAFT. On
19, 19D, 23, 23A, 23C, 23D models or
llustrations courtesy of Briggs & Stratton Corp.

191000, 193000, 200000, 233000 and

243000 series engines timing gear and
camshaft lobes are cast as an integral
part and are referred to as a "cam gear".
Cam gear turns on a stationary shaft referred to as a "camshaft". Reject camshaft if it is worn to, or less than, a
diameter of 0.4968 inch (12.62 mm).
On all remaining models cam gear and
lobes are an integral part referred to as
a "cam gear". Camshaft (53-Fig. B64)
rotates with cam gear (52). Camshaft
rides in a bearing in cylinder block on
pto end of engine and journal on camgear rides in renewable cam bearing (21)

A
Fig, B6S Synchro-Balance
weights rotate in opposite
direction
of
crankshaft
counterweights on 300000,
30i000,
302000, 320000,
325000 and 326000 series
engines.

on magneto end of engine.

Renew camshaft if worn to 0.6145
inch (15.6 mm) or less and renew cam
gear (52) if journal diameter is 0.8105
inch (20.6 mm) or less or if lobes are
worn to a diameter of 1.184 inches (30.1
mm) or less for 300000, 301000 and
302000 series engines or 1.215 inches
(30.9 mm) or less for 320000,325000 and
326000 series engines.
When installing cam gear in 300000,
301000, 302000, 320000, 325000 and
326000 series engines, cam gear end
play should be 0.002-0.008 inch
(0.0508-0.2032 mm) and is controlled by

B C

283

GENERATOR

Briggs & Stratton

using different thickness shims (20) between cam gear bearing (21) and
crankcase. Shims are available in a
variety of thicknesses. Tighten cam gear
bearing cap screws to 85 in.-lbs. (10
N*m) torque.
On models with "Magna-Matic" ignition system, cam gear is equipped with
an ignition advance weight (AW-Fig.
B63). A tang on advance weight contacts breaker shaft lever (29-Fig. B40)
each camshaft revolution. On all other
models, breaker plunger rides against a
lobe on cam gear.
On models with "Easy-Spin" starting
intake cam lobe is machined to hold intake valve slightly open during part of
compression stroke, thereby relieving
compression and making engine easier
to start due to increased cranking speed.
NOTE: To check compression on
models with "Easy-Spin" starting, engine
must be turned bacicwards.

"Easy-Spin" cam gears can be identified by two holes drilled in web of gear.
If part number of older cam gear and
"Easy-Spin" cam gear are the same except for an "E" following new part
number, gears are interchangeable.
On all models, align timing marks on
crankshaft gear and cam gear when
reassembling engine.
GOVERNOR WEIGHT UNIT. Tangs
on governor weights should be square
and smooth and weights should operate
freely. If not, renew gear and weight
assembly (29-Figs. B62 and B63) or
(50-Fig. B64). Renew governor shaft if
worn or scored.
GOVERNOR CRANK. With governor weight and gear unit removed,

AND BELLEVILLE WASHER

TORQUE 700 IN.-LBV

ing factory or field installed guide

bushings so new bushing, part number
231218 may be installed.
Valve tappet gap (cold) for 19, 19D
models or 191000, 193000 and 200000
series engines is 0.007-0.009 inch
(0.18-0.23 mm) for intake valves and
0.014-0.016 inch (0.36-0.41 mm) for exhaust valves.
Valve tappet gap (cold) for all other
models is 0.007-0.009 inch (0.18-0.23
mm) for intake valves and 0.17-0.19 inch
(0.43-0.48 mm) for exhaust valves.
To adjust valves, piston must be at
"top dead center" on compression
stroke. Grind end of valve stem off
squarely to obtain clearance.
V S ^ I V E CEAR
\ \

IDLER GEAR

Fig, B67 View showing balancer drive gear on

pto end of crankshaft being timed. With piston
at TDC, insert 1/4-inch (6,35 mm) rod through timing hoie in gear and into iocating hoie in
crankshaft bearing support piate.

remove and inspect governor crank;

renew if worn, (governor crank should
be free fit in bushing in engine crankcase
with minimum bushing to crank clearance. Renew bushing if new crank fits
loosely. Bushing should be finish reamed
to 0.2385-0.239 inch (6.0579-6.0706 mm)
after installation.
VALVE SYSTEM. All models are
equipped with renewable exhaust valve
seat inserts and intake valve seats are
machined directly into cylinder block.
Seats are ground at a 45 angle and seat
width should be 3/64 to 1/16-inch (1.2 to
1.6 mm). Service exhaust and intake
valve seat inserts are available and are
installed using special tools available
from Briggs & Stratton.
Valve face is ground at a 45 angle
and valve should be renewed if margin is
1/64-inch (0.4 mm) or less after refacing.
Valve guides should be checked for
wear using valve guide gage number
19151. If gage enters valve guide
5/16-inch (7.9 mm) or more, guides
should be reamed using reamer number
19183 and bushing number 19192 should
be installed.
Briggs & Stratton also had a tool kit,
part number 19232, available for remov-

SYNCHRO-BALANCER. 300000,
301000, 302000, 320000, 325000 and
326000 series engines are equipped with
rotating balance weights at each end of
crankshaft. Balancers are geared to
rotate in opposite direction of
crankshaft counterweights (Fig. B6Ei).
Balance weights, ball bearings and
covers (2 and 24 - Fig. B64) are serviced
as assemblies only.
Balancers are driven from idler geai-s
(5 and 18) which are driven by gears (22
and 54). Drive gears (22 and 54) are
bolted to camshaft. To time balancers,
first remove cover and balancer
assemblies (2 and 24). Position piston at
TDC. Loosen bolts (37 and 56) until
drive gears will rotate on cam gear and
camshaft. Insert a V4-inch (6.35 mm) rod
through timing hole in each drive gear
and into locating holes in main bearing
support plates as shown in Figs. B66
and B67. With piston at TDC and V4-inc h
(6.35 mm) rods in place, tighten dri\^e
gear bolts to a torque of 200 in.-lbs. (23
N-m). Remove V4-inch (6.35 mm) rods.
Remove timing hole screws (Fig. B63)
and insert Vs-inch (3.18 mm) rods
through timing holes and into hole in
balance weights. Then, with piston at
TDC, carefully slide cover assemblies into position. Tighten cap screws in pto
end cover to 200 in.-lbs. (23 N-m) torque
and tighten magneto end cover cap
screws to 120 in.-lbs. (14 N'm) torque.
Remove Vs-inch (3.18 mm) rods. Coat
threads of timing hole screws with Permatex or equivalent and install screws
with fiber sealing washers.

Fig. B68 Insert f/8-/nc/i

(3.19 mm) rod through timing
hole in covers and into hoie
in balance weights when instaiiing cover assembiies.
Piston must be at TDC,

Fig. B66View showing baiancer drive gear

(magneto end) being timed. With piston at TDC,
insert i/4'inch (6.35 mm) rod through timing hoie
in crankshaft bearing support plate.

284

Illustrations courtesy of Briggs & Stratton Co rp.