þl ¡r, ,¡,1 C-f-c.

--$-"o{
\
, JiÌ ù-1.
$-J
tìr{ìlii'{ ' > ^ \
¡:-- *- l * L ! * j

r\ -
/\ /
sló'-"^'-,'{¡i
! Åo*#s,-.*- ."ku*
ARONA o*"'i Á*q-- ¡\-.
/ i

5,o
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-,i

Íf ,' .,-.
"l; .'
I r-{. ::t.{)
I Main characteristics
ll Use of the engine
lll G e n e r a lm a i n t e n a n c e
lV Overhaulingand tuning operations
V Revensegean adjustment
Vl Shafting maintenance
Vll Spare pants
 TABLE of GONTENTS

- MAIN CHARACÎERISTICS

T e c h n i c o ld q f q poge r 5

,+f
'd|fÐ CYûrzuþ,*',{, ÀJTr;tTc
Desígn-engineering ond construct¡on feolures , ó 1 r J ç-L ¡ -/ |

. i . i

II - USE OF ÏHE ENGINE

t' / ' 't !\ 1 , i ¿l t -
, /
¿ ;¡t:1"
r T¡),.¡'r{ Uí'qJ¡+û;)
¡ v { , / l i ì i " r w

::'r) 1rû '

foQ(,**di, " j {u.,',,,"
Fuel ond lubricont supply toble 7

Storting I
ú,t
\ 1
Storting d¡ftìculties
PREFACE
Sloppíng of the engine I

Operolive irregulorities 9

Generol, operolive rules ond regulotioris D l0

ß l '
¿
II - GENERAT IIIAINTENANCE

Lubricotion t0
Periodic inspeclions ond odiustments tl

- O V E R H A U T I N GA N D Ï U N E - U P O P E R A T I O N S

Cylinder heod disossembly t3

Cylinder disossembly . D t4 Between the covers of thís rnclrluaL

Cylinder heods' lightenÌng procedure r5 you wíl| find all the instruetions neces-
Reducer geor qnd rocker qrm group disossembly t5
sary for the trouble-free operation of
Drive shoft disossembly l5 your KARONA> Diesel engíne, o's well
Volve liming .r .. 16
as those for its proper rn;o)intenance.
Iniector pump t¡ming ¡ 18
Its reliable operation, long workíng-Iífe
span, a,nd mínimum wea,r and tear de'-
/ - REVERSEGEAR ADJUSÏfiIENÏ pend on your everyday and con'Lplete
eornpliance with thern.
/I - S H A F T I N GM A I N T E N A N C E t9 Therefore, we recoffLrnendtha't you at'
tentívely reo,d a,nd scrupulously adhere
III . SPAIE PARÎS LIST 21 to them.
 :ar:.i';., -l'{-l'll¡lfiC¡Ì'l
FEED D I A G R A M
I . MAIN CHARACTERISTICS

ÍECHNICAL DATA

Four (4) stroke,direct iniection,Dieselengine C { 1¡ ol ß r

Numberof Cylinders,2 (two),verticol
+1illúoo5-&r
P i s t o nd i o m e t e ro n d s t r o k e8 0 x 8 5 m m . ( 3 .l 5 x 3 . 5 5 i n c h e s )

854 cubic centimeters(52 cubic inches)

Pistondisplocerr€rìt:

Woter cooled
I Fuel tonk ó Pipe - Fuel tonk to filter ''
å\j' :
2 Fuel filling cop 7 Pipe - Iniector pump fo inieclor nozzles
3 Fuel filter 8 Overflow pipe
4.".Fuelcock 9 Nozzles holder
5i)'iiieçto¡ pump lO Pipe - Fuel filter to iniector pump

.
ir.i,i.jÍ.'':t.:"
':]
...,. LUBRICATION
DIAGRAM *i::Ì.;il¡ir
'.

'.., ..
,-11. :
:i 'r :
..:,;:-

'
Fig. I Fis. 2
-,:]:.::]:;;:
-:::
t!/i:¿;)'

-':',..f'::'.
ììi ì Fuel tonk cop l3 Electric stqrling mofor
2 Fuel level pipe l4 Fuel tonk
3 Engine woter dischorge pipe l5 Fuel filter
Ió Volve lifting lever
, 4 Exhqust monifold
l7 Cylinder woler dischorge cock
5 Slorting crqnk hole
l8 Oil filter
ó Oil pressure díol gouge l9 Engine stopping push-butfon
. 7 Governor knob 20 Smoll, rocker orm odiustmenf
I Reverse geor shiftíng lever cover
9 Coupling flonge 2l Iniector pump
I Oil filter in the oil sump I Union l0 Cop wifh oil level dip-stick 22 Smoll, bottom inspection openi¡.rg
2 Oil pump 9 Oil gouge pipe ì I Engine oil removol pump 23 Smqll, electric storting inslr.uinènt
3 Cortridge oil filter ponel i
l0 Eelivery lipe - Oil sump to t2 f;ìnè retoining top 24 By-pass volve for indicotion'i
'
4 Oil,:gouge comshoft /' ìlil

5 Cciqlshoftlubricoting pipe
(, l\; w^- y! {y". of oil pressure
I I Oil dipstick ond oil filling cop
ó Uniön | ,r ,,r t à t I
12 Engíne oíl removol pump irjt-ù-;( ",tr+¿^Qfu¡¡
" Ö.ÁÇ,0**
7 Oil pressureodjusting screw 13 Pipe for engine oil remoVol pump I Pf{
,¡iì..t:$ / (i.,-"., 1r-. ,--,
 ":----f

DESTGN-ENG|NEER|NGond CONSTRUCI|ON FEATURES II . USE OF THE ENGINE

FUEL AND IUBRICANT SUPPLY ÍABLE

' (4) stroke,direct inlectiontype.
" ARONA Dieselenginesore of the four
RECOMMENDED
FUELAND LUBRICANTS
T h e i r m o i n t e c h n i c o lc h o r o c t e r i s l i cos r e o s f o l l o w s . . .
þroi'¡2s A G I P F.'I LUBRICANTS FUEI.
o) the woter cooling operotion is effected by meons of o Èross body pump,
complete with stoinless,sleelshofts, .For fhe dependo-
Ambient temperoture ble, trouble-free
operotion of the
b) the lubricotionsystemis of the forced circuittype, completewith o geor- engine, os well os
Cold Climote Temperofe Climote Tropicol Climofe
type oil pump. for the protection
The oil filter itselfis of the cortridge,derivotiontype. lt is equippedwith o of the iniection
set volve. The lotter, which is completewith o distributionline, servesthe comPonenrs, use
E n gi n e Molor S.l SAE l0W M o t o r S . l S A E2 0 W / 2 0 M o t o r S . l S A E3 0
fuel hoving ihe
p u r p o s eo f l i m i t i n gt h e , d e g r e eo f p r e s s u r et o t h e c y l i n d e rh e o d f o r t h e following chorocte-
Reversegeor O.
subsequentlubricotionof the comshoftond the volve cups,os well. ristics:
I
An oil pressure r e l i e fv o l v e ,c o m p l e t ew i f h o b o l l t y p e s p r i n g .i s i n s t o l l e d Reduction O. D
- Heot vqlue:
I
o n t h e e n g i n e ' sb o s e ,b e l w e e nt h e t i m i n gc o s eo n d t h e c y l i n d e r l.t , i n l u r n , seor not less lhon
I
ollows for the odiusrmentof the pressure,os one con see by observing Iniector I 0500 colories
I O. Motor S.ì SAE ì0.W M o t o r S . l S A E2 0 W / 2 0 M o l o r S . ì S A E3 0
(kiloco Iories)
d r o w i n gN . l , p o g e 2 2 ( p o r t N . 7 4 f 5 1 . pumP ¿ per kilogrom
Anothei, by-pos Tubricontuolu",ffin is, in turn, instolledin the timing I
Oil both oir I (41ó67 B.th.u.)
cose (point 24, poge 5), permitso f urtherodiustmentof the pressure. filter I
O. Motor S.l SAE l0W M o r o rS . ì S A E2 0 W / 2 0 M o t o r S . l S A E3 0
. Speèific weight:
(eventuol)
0,830-+0,8ó0
|
c) A specioldevicefocilitotesthe exoct odiustmentof the iniectionodvonce Vorious I
kilogroms per

( s e ep o g e 1 9 - F i g u r el 4 ) . Iubricoting I G' Greose 30 þreose JU G r e o s e3 0 cubic decimeter

nipples - Diesel index:
I more thon 52
d ) T h i sp o r t i c u l o sr e r i e so f D i e s eel n g i n e si s s u p p l i e do n d d e l i v e r e de q u i p p e d Storling
I O. M o T o rS . l S A E l 0 W M o t o r S . l S A E2 0 W / 2 0 Motor S.l SAE30
with o 2: I rotio.reduction geor thot revolvesin the somedirectionos thot moror G. Greose 30 Greose 30 Greose 30 - Engler viscoìity,
I 2 0 ' c ( ó 8 ' F . ):
of the cionkshoft. Dynomo G. G r e o s e3 0 ureose JU Þreqse JU t . 3 - +1. 9 ..
I
T h e o t h e rt e c h n i c ocl h o r o c l e r i s l ioc rse . . . Thrust I - Sulphur conlents:
beoring I O. Motor S.l SAE l0W Motor S.t sAE 20 w/20 M o t o r S . l S A Eà 0 not more thon
- o h i g h l e n s i l es t r e n g t h ,o l l - o l u m i n i u me n g i n e b o d y , c o m p l e t ew i t h o nndds'u, ppppo o
o r t sI* l tl x%
f | | | | .il- lì,.,
n i c h r o m ec o s ti r o n c y l i n d e r qs nd heod. WARNING: T h e e n g i n e s h o v e t o b e o p e r o t e d o n l y w i t h A G I P F .l . M O T O R S . ì d e l e r g e n t o i l s h o v i n g t h e v i s c o s í f y . . , . l . ' l i , :
rotings indicoled in the toble in relotii¡n to the climotic condit¡ons in which they operote. '.'f
-''o lþht olloy. press-forgedpiston equipped with speciol piston rings, W h e r e A G I P p r o d u c i sq r e u n o v o i l c b l e ,t h e e n g i n e ' sm o n u f o c t u r e r e c o m m e n dlsh e u s e o f ,
the firstone chrome-ploted. - D ¡ E S E LE N G I N E S :" H D " O I L - S . l ( D G - D Ms e r v i c eo f t h e A P I c o t e g o r y )
- V A R I O U SL U B R I C A T I N G N I P P L E SL. I T H I U MG R E A S E ( N . L . G . IN . . 2)
- o n o m p l y d i m e n s i o n e cd h, r o m e - m o l y b d e n u
s tme e lc r o n k s h o f ct ,o m p l e t e
with hordenedond ground,connectingrod iows.li is supported,on the
s i d e ,b y r o l l e r b e o r i n g s . '
SUPPLIES
1 þ sc o n n e c t i n g
r o d s o r e m o u n l e do n i n d i u r - r e t o l , l o m i n o t eb e o r i n g s .
ruel a tn lne ruet tonK 9 l i t e r s( 4 0 . 9 i l m p . G o l s . ) '
- the geor-typetiming system,ond in odditionto the storfer-which is, in oil In the Engine 3 k i l o g r o m s( ó . ó 0 p o u n d s )
furn, instolledin o very convenientposition-olso confrolsthe reduction o¡l In the Reverse Geor Vz kilcgrom (l pound)
g e o r s h o f tw h i c hi s b u i l t - i n t ot h e e n g i n e .
- o centrifugoltype governorwhich is sensitive
to loqd vqriotions. c. fuel O; - Oil ,G.-.Greose
i. -- .ü
L' ;'1.' -;;;'

LflrÇtRouCF,B?o 7 ,¡f'.'1
 FUE¡.AND TUBRICANTSUPPTY
l) Fuelsupply.Merelypour the fuel ¡ntothe tonk. use o firterequippedfunnel
. i n d o i n gs o .
2) Lubricontsupply. Insertrhe oil throughthe breotherplug instolledon the
timing systemhousingond in the quontity indicotedon poge 7. Be sureto
use o filter equippedfunnelto do so.
r
Then,checkthe levelof the oil in'thesumpby meonsof the relotivedip-stick
suppliedfor this purpose.In cosethis shouldbe the fìrsttime oil is inserted,
then it musf be borne.in mind ond token into considerotion thor, on re-
movingthe dip-stick,rherehosst¡llto be o troceof oil opproximotely5 mm.
(0.20 inches)obove the moximumlevel mork groovedtfrereon.
In cose the engine is instolledin on inclinedposition,be ottenrivewhen
checkingthe levelof the oil os, in o coseof thistype, the morksgroovedon
the dip-stickno longer hove ony reol significor'*. rn view of ihis foct, ¡t
wíll be necessoryfor the owner/operororto devisenew, oil level reference
morks,so os ro be oble to occurotelycheckthe level of the oil in relofion
to the degreèof inclinotionof the engineitself.
3 ) s e o w o l e r p u m p p r i m i n g .N . B .- l m p o r t o n t !I:n o r d e rt o i n s u r eo r o p i d p r i -
ming of the pump, the suctionpipe hos to be perfectlyoir tight. lf it is
not, ond if the pump'simpelleris ollowed to operotewithoutwoter, ¡t con
be eosily domoged,ond perhopsseriouslyso.
on the occosionof the initiol storting, ond if possible,it is odvisoble
t o m o n u o l l yf i l l t h e e n g i n ew i t h w o f e r t h r u t h e t o i l p i p e i n s t o l l e do n t h e
exhoustmonifoldond which,for this operotion,hos to be dismonlledond
removed.
ENG¡NESTARTINGAND STOPPTNGCONTROT
l) Reversegeor confrol.Checkond be sure thot the.reversegeor lever is in
n é u t r o l( i n t h e m i d d l e ) .
2) Accelóiàtorcontrol.Turn the knob opproximorery3/4ths of the woy for-
word (towordsthe tonk).
.3) Decompression. Move the smoll lever, instoiledon the cvlinder heod co-
sing,towordsihe tonk ond up to the point where it comesin contoctwith
its relotivestoppingnotch.
4) Bleedingof the fuel supply circuif(on first storringthe engine).open the
volve instolledon the pipe, so os to ollow the fuel to fìow to the iniector
pump.
For those engineswhich ore suppliedond deliveredequippedwith o se-
porote filter, loosenthe screw instolledon the cover of the filter for the
escopeof the oir. Then,loosenthe plug on the iniectorpump ond, in so
doing, let o little fuel flow out ond continueio flow unfil suchtime os one
notesihot with the flow of the fuel, the escopeof the oir hos olso ceosed.
Once this hos occurred,then retightenthe iniectorpump,splug.
Move the smoll,decompression lever, insertthe cronk os for os it wiil go
8
i n t o i l s r e l o t i v e s l o t - l i k eo p e n i n g i n s t o l l e d o n i h e c y l i n d e r h e o d , o n d t h e n
. l u r n t h e e n g i n e o v e r . A t o n e o n d t h e s o m e t i m e , u n s c r e y vt h e f u e l s u p p l y
l i n e s ' c o n n e c t i o n sw, h i c h o r e i n s l o l l e do n t h e i n i e c t o r ,s o o s t o o l l o w { o r t h e
escopeof the oir existingin the tubing. After opproximotelyten seconds
( 1 0 " ) o f c r o n k i n g , r e l i g h t e nt h e c o n n e c t i o n sE . venif the motor is supplied
o n d d e l i v e r e d e q u i p p e d w i t h e l e c t r i cs t o r t i n g , i t i s o d v i s o b l e t o m o n u o ì l y
effect this operotion, so os to ovoid running down the bottery.
5 ) E n g i n e s f o r t i n g .W h i l e s l i l l u s i n g t h e h o n d - o p e r o t e dc r o n k , t u r n t h e e n g r n e
o v e r u n l ì l s u c h l i m e o s o n e h e o r s t h e c h o r o c t e r i s l i c - s o u nodf l h e i n i e c t o r s .
Then, ond without reducingthe engine lurn oVei speed, immedioiely re-
t u r n t h e d e c o m p r e s s i o nl e v e r t o i i s o r i g i n o l p o s i t i o n .A l w o y s l o l l o w f h r o u g h
o n l h e f u r n o v e r w i t h l h e h o n d - o p e r o t e dc r o n k , u n t i l t h e e n g i n e h o s o c t u o l l y
been storted.
A s f o r o s e l e c t r i c s t o r t i n g i s c o n c e r n e d ,t h e u s e o n d o c t i o n o f t h e h o n d -
operoled cronk is reploced by thor of the slorting motor which, by its very
n o t u r e , d o e s n o t n e c e s s i t o l et h e v o l v e l i f t i n g o p e r o t i o n .
ó) Engine storted. lmmediotely reduce the engine's speed by rototing the
speed governor's knob towords the reverse geor. Then, Iel the engine
i d l e f o r o t l e o s t f i v e m ì n u t e si n o r d e r t o - W o r mi t u p . C h e c k o n d b e s u r e t h o t
woter flows steodily ond uninlerruptedly frgm the exhoust pipe.
I t i s d o n g e r o u st o o p e r o t e t h e e n g i n e u n d e r i . " n o - l o o du c o n d i t i o n s ,o n d o t
o high number of rpm, until it hos hod o chonceto worm up (ond espe-
ciolly if it hos noi yet been broken-in).
7) Oil pressure check. Eoch time the engine is slorted, ond ofter it hos be_en
ollowed lo run for o littlewhile, checkond be surefhot the poinier of the
d i o l t y p e o i l p r e s s u r eg o u g e i s w i t h i n t h e l i m i t so f t h e r e d s l r i p e .
8) Forword, or reverse, geor engqgemenl. Move the reverse geor lever eilher
forword or bockword.
The shifting into reversegeor musl olwoys be done when the engine is
i d l i n g , o t h e r w i s el h e r e v e r s eg e o r i f s e l f c o n i u s t o s e o s i l y o s n o Ì b e d o m o -
ged ond, possibly, seriouslyso.
9) Engine stopping. Turn the speed governor's knob to such on extent os to
i d l e t h e e n g i n e . T h e n , p r e s st h e p u s h - b u t t o n- i n s t o l l e do n t h e s i d e o p p o -
site lhol of the speed governor knob - os for down os it will go.
OPERAT TVE'RREGU¿AR'T'ES
T h e m o i n i n d i c o t i o n so f e n g i n e o p e r o t i n g i r r e g u l o r i t i e so r e : m i s s i n g ,t h e e m i s -
s i o n o f s m o k e f r o m l h e e x h o u s t p i p e , o n d o n o t i c e o b l ód e g r e e o f i r r e g u l o r i t y
in the number of revolutions.
'|
) l f r h e e n g i n e i s m i s s i n g ,c h e c k o n d b e s u r e i h o l . . .
o ) t h e o r e n o o i r b u b b l e s i n t h e i n i e c t i o n c o m p o n e n t s( p u m p , f i l t e r , p i -
ping-tubing, et cetero);
b) lhe fuel filter is cleon;
c) the fuel flows os ii should in the pump;
 d) there ore no trocesof woter in the fuel; r e n d e r e dm o r e { l u i d d u e t o t h e e l e v o t e dt e m p e r o t u r e- w i l l f l o w o u I i n
e) the injeciorpqmpíssmoll pistort$¿notworn our; greoter quontity.
" ' i -fll{+'ïtì['t
Ð the iniectohìlsett'ònd thot, os o direct ond noturol resuli, it functions Aftetwords, repeot the obove-desc¡ibgdoil chonging opergtr¡o'ltr.,.e,.y.erfY.,.ninety
properly ond thot, most imporfont of oll, ils holesore not blocked. (90) hoursof operotion.
s) there is not o lock of compression; (h'-t) E o c ht i m e t h e o i l i s c h o n g e d i,t i s o l s o n e c e s s o rtyo p r o c e e dw i t h t h e r e p l o c e -
h ) thot the volvesdo not hove o fendencyto dñ:If in theìr guides; m e n t o f l h e o i l f i l t e r c o r t r i d g ew h i c h i s , i n l u r n , i n s t o ì l e di n s i d et h e s m o l l ,
i ) the engine is not foultily timed becouseof on erroneousrebssembly c y l i n d r i c o l - s h o p etdo,n k - l i k ec h o m b e rs h o w n i n t h e p h o t o g r o p ho n p o g e 5
ondf or reinstollotion; ( N . l 8 ) . T h e c h o m b e ri l s e ì fc o n b e r e m o v e db y u n s c r e w i n tgh e s c r e ws t o y
l ) t h e l u b r i c o t i o np r o c e s si s o s i t s h o u l db e ; i n s t o l l e di n t h e m i d d l eo f i t .
m ) t h e c o o l i n go f t h e e n g i n e' ' s e l fi s o s i t s h o u l db e . I n t h i s r e s p e c tc, h e c k
l f t h e o i l p r e s s u r seh o u l d ,p e r c h o n c ee, x c e ' 1 4 . 8 k i l o g r o m sp e r s q u o r ec e n t i -
t h e o p e r o t i o no f l h e w o c i r c u l o t i o np u m p .
m e t e r ( ó 8 . 2 5p o u n d sp e r s q u o d r ei n c h ) ,t h ' , , r e p l o c et h e o i l f i l t e r c o r l r i d g e
2) lf fhe enginedoes,notturn over of o conslont,sfeody-numberof rpm.,ihen w i t h o u tf u r t h e rd e l o y .
c h e c ko n d b e s u r et h o t . . . l f , o n t h e o t h e r h o n d ,t h e o i l p r e s s u r e s h o u l dr e s u l t o b e l e s st h o n 1 . 8 k i l o -
o) the governor'sleversore not rubbing ogctinsieoch other; g r o m sp e r s q u o r ec e n t i m e t e(r2 5/ z p o u n d sp e r s q u o r ei n c h ) t, h e n u n s c r e wo n d
b) the gqyer:ngr,ls splins, viz., port N. 70ó0, os depictedin drowing N, 4, removethe conneclion,i.e., port N .Egå7, drowing N. Íi next, unscrewoncl
, orlrpege:29;¡risnot completelybrokeno.frmêrelyworn out. d r o w i n gN . l , o n d
r e m o v et h e s c r e wo f t h e r e l i e f v o l v e ,v i z . , p o r t N . Z f f
t h e n i n s e r to n 8 m m . ( 0 . 3 1 5i n c h ) d i o m e t e ri r o n d i s c ,w h i c h s h o u ì dh o v e o
GENERAI.,OPERATIVERUIES AND REGUIATIONS t h i c k n e sos f o p p r o x i m o t e l y2 m m . ( 0 . 0 7 9i n c h e s )b, e l w e e nt h e s m o l l , i n s i d e
Do not subiectthe engineto the moximumlood duringthe first fifty (50) hoürs s p r i n go n d t h e s c r e wi t s e l f .
of operotion. Once this.,breok-in time period hos elopsed,then check the O n c e h o v i n gd o n e s o , t h e s m o l l s p r i n g w i l l n o p r o l l y b e m o r e c o m p r e s s e d ,
d e g r e eo f t i g h t n e s s ' oof l l t h e e x t e r n o ln u t so n d b o l t s ,i n c l u d i n gt h e n u t st h o t t e n s e ro n d , o s s u c h w , i l l p r o d u c ei t s e f f e c to n t l ' f e " s m o l l . . v ool vned , i n s o d o i n g ,
fosten lhe heod ond the cylinderto the cronkcose.As for os these nuts ore i n c r e o s et h e o i l p r e s s u r e .
'the
concerned, specifiedtighteningtorque is 5,2 kilogromsper meter (3.35 However,if - ofter oll is soid ond done - this shouldnol prove to be sufrì-
poundsper foot) with o cleon,dry nut. cìent, fhen proceed in like monner on the by-possvolve (port N ]Sg¿
It is odvisoblenot to let the eng.ineidle for o long period of time under < no- d r o w i n gN . 1 ) .
.:1
lood " conditionsÈlf one shoulddo so, the inevitobleresult-with the possoge ;
of time - will be the formotionof depositsin the combustionchomberond PER|ODfC ÍNSPECT|ONSAND ADJUST/IE^fÍS ,.'.,,1
stickingof the compression rings.
Whenever,under normol operotingconditionsond circumstonces, Eù.êiy!wohundþd(200}.hoursofoperotion,chek-bymeonso{ìthefee|er
one should
note on excessive gouge suppliedfree-of-chorge-with the engine 'lhe degree.ofplti¡rlbetween :,:
emission of smokefrom the exhoustpipe, inspectthe iniector
ond, if necessory, cleon it. Howeverif - ofter oll is soid ond done - this t h e v o l v e c u p so n d t h e c o m s . " A s s u m i nngo, l u r o l l y t, h o t t h e e n g i n èh o s b e e n :'
'cold', the
r r p o r t i c u l oor p e r o t i v ei n c o n v e n i e n ó
ce o l o s t o n d s t i fl lo i s o m et i m e o n d , o s o d i r e c to n d n o t u r o lr e s u l t i,s
h o u l dp e r s i s tt,h e n c h e c kt h e t i m i n go f t h e
iniectorpump. In doing so, usethe.overflow systemdescribedon poge 18. degree of ploy hos to be neithermore nor lessthonlL4-..Iß When checking
the degreeof ploy, lhe tip of the comshos to be turnedtowordsthe top.
.. But;if,ofter hovingeffectedeven this controlprocedure,the diffìcultyin ques-
r"'tionshouldstill not hove been eliminoted,then the bestlhing to do is to hove A d e g r e eo f p l o y , w h i c h i s m o r e ,o r l e s s l, h o n 0 . 4 m m . ,c o n b e f h e c o u s eo f
the entire iniectionopporoius;checked by o workshopspeciolizedin this field. v o r ì o u sf u n c t i o n odl i f i ì c u l t i e st o, s o y n o t h i n go f o l t e r i n gt h e d u r o t i o no f t h e '
timing system'sstrokeswith-o consequentreductionin overoll mechonicoleffì-'
'&i ¿lÌ\qs¡
: ciency.Thereforê,it will be necessory to odiusttþis degreeof ploy ond, once
'ì"$ry;$5 '
III . GENERATMAINTENANCE h o v i n gd o n e s o' ! ú;: , þ r e c h e c ki t o s s h o w ni n F i g u r e \ 3 .
.

' i1 '
ili¡
I.UBR'CAT'ON
After the first fhirty (30) hoursof operotion,completelychongethe oil, sub-
stitutingthe old with new. In order to removethe oil from fhe pon, use the
p u m p , v i z . , p o r t N . 1 2 5 3 3 ,d r o w i n gN . 4 , p o g e 2 8 . T h i so p e r o t i o n i,. e . ,l h e . -
droining of the oil from the pon, is done immediotelyofter the engine hos. ..1,1=
b e e nf u r n e do f f . I n i h i sw o y , o n d b y s o d o i n g ,t h e o i l - w h i c hw i l l h o v eb e e n . . .
Every two hun{,S.({(2-00),,h,o-üIsróf,ope-rqtion, reploce the fuel filter corrrid9.e.,
Firstof oll, unscÉwthe b-oltinstolledin the middleof the fuel frlfei cortridge's
b o d y .T h e n ,l o w e rt h e f i l t e r c h o m b e rt,o k e o u t l h e o l d c o r t r i d g e , o n d thenput
o new one in ils ploce. h nolurolly goes without soying,of coùtse,thot lhe
o l d f i l t e r c o r t r i d g e . c o nn o l o n g e rb e u s e d .A t l h e s o m et i m e , c h e c ko n d b e
s u r et h o t t h e g o s k e t r - i n s t o l l e do r o u n dt h e e d g e o f t h e f u e l f i l t e r c o r t r i d g e ' s
body - is slill in good condition.lf, on exominotion,the controry provesto

10 11.
 be the cose, it will nofurolly be necessoryto remove ii ond reploce it with o
o t t e n d t o s o m e o f t h e o v e r h o u l i n g . o n dt u n i n g o p e r o t i o n s ,i t i s o l l b u t i n d i s p e n -
new one.
soble to'hove shop equipment opt ond suitobleto the end in view, To soy
Everyfive hundred(500) hoursof operorion,removethe corbon depositsfrom nothing of exlensive experience. Therefore, in view of th¡s foct, the engine,s
t h e h e o d ,t h e p i s t o nt,h e c y l i n d e i o
, n d t h e v o l v e sw h i l e ,o t t h e s o m et i m e ,o n o monufocturer sirongly odvises the owner/operolor not to rÍomper with the
if necessory, see to it thol the volve seotsore reqround. t u n i n g o f l h e e n g i n e , u n l e s sh e k n o w s w h o t h e i s d o i n g . ì,,
Any ond oll eventuol tompering, on the port of the owner/operotor, with the
F i s .3 tuning of lhe engine, ond which con be eosily recognized os such by onother,
quolified individuol, will outomoticolly resuh in the immediote involidotion of
our guoronlee.

jrt T h e c o m p l e t eo v e r h o u l i n go f t h e e n g i n e i t s e l f h o s T o b e e f f e c l e d i n o c c o r d o n c e
w i t h t h e d e g r e e o f s e r v i c e o b i l i t yo f t h e e n g i n e i t s e l f .

cytfNDER HEAD DTSASSÈ/I4B|y

'r
fr:)ìr'i.
e n g i n e c o n t i n u e st o b e t r o u b l e - f r e e .
lf seo woter is used for the coolìng of the engine, it is odvisoble to every
o n d t h e n c h e c k t h e c o n d i t i o no f t h e z i n c r e t ã i n i n g p r u g . ( s e e F i g u r e
inspection, it evidences signs of corrosion, ii is noturoliy odvisqble to remove
it ond substitute if with o new one.
- The component ports of one iniector musf never be used os replocement
Y'B'
those of qnother-
IV . OVERHAUTINGAND TUNING OPERATIONS
In lhis chopfer ore described those operotions wh¡ch, noiw¡thstondingfhe foct
of their not hoving to be ottended to on o periodic bosis, con noneiheless
be
considered os " preventive" mointenonce ond, os such, poy dividends to
fhe
owner/operotor in the long run under fhe form of depenáoble,trouble-free
operotion ond correspondingly increosed engine life. However, in order to
.femóvd-
nui!.¿tef
Firsr of oll, disntont-lerhe worer pump, ond ihen remove th" i,Ël'åi'.ä
A f t e r h o v i n g r e m o v e d t h e c h o i ñ t h o t o c t s o s o c o u p l i n g o n t h e c o m s h o f t ,t h e n
u n s c r e wI h e n i n e ( 9 ) n u l s t h o t f o s t e n t h e c y l i n d e r h e o d . O n c e t h i s h o s b e e n
d o n e , l h e n , s l o w l ys l i p t h e h e o d o f f f n e s c r e w s l o y s .
O n c e t h e c y l i n d e r . h e q dh o s b e e n d i s o s s e m b l e do, . n d o f t e r h o v i n g i e m o v e d t h e
iniector holder ond the volves (includingthsr$rings, so os to be oble to
releose the semi-cone volve orrestors by meons of the speciol tool supplied
for this purpose - see Figure 4), then remove the corbon deposits. Use o wire
b r u s h , o r o s c r o p e r ,f o r t h i s p u r p o s e .
P o i n s t o k i n g l yo n d t h o r o u g h l y b r u s h t h e v o l v e s o n d , i n s o d o i n g . b e i n g s u r e
t o r e m o v eo l l t h e i n c r u s t o t i o ntsh o t h o v e o c c u m u l o t e dt h e r e o n .l f , o n i n s p e c t i o n ,
lhe seots - be they on the volves, or be they on the cylinder heod - os well
o s t h e v o l v e s t e m so n d t h e v o l v e g u i d e s , r e s u l t t o b e i n g o o d c o n d i t i o n ,t h e n
is porticulor o l l o n e h o s t o . d o i s t o p r o c e e - d , . , w iot h s i m p l e r e g r i n d ì n g w h i l e , o t t h e s o m e
time, opplying o light coot offiêmery poste on the volve ond/or heod seofs.
'Then,
b y m e o n s o f o p l u n g d r , i ì h r p o r to n o l t e r n o t i n g m o t i o n t o l h e v o l v e s f o r
one fou_rth(1/4t11)r"oÍo furn. Every now ond then, chonge its position. (see
F i g u r e5 ) .
now
Whenever, on inspection,the volves ondf.or cy.lìnder heod seots prove to be
ì) rf, on
. . r . r , u n i f o r m l y s m o o t h , t h e n o l l o n e h o s l o d o i s t ö ' c l e o n l h e e n f i r e o s s e m b l yw i t h
lúia$tn -oi'l,so os to remove ony ond oll troces of obrosive rirotter.On reossemblyond
r e i n s i o l l o t i o ng, r e o s e i h e v o l v e s t e m sw i t h o b l e n d o f o i l o n d p e t r o l i u m .
ports for
lf, on exominotion, the volve seots on the cvlinder heod hove deterioroled,
i t w i l l n o t u r o l l y b e n e - c e s s o rtyo r e g r i n d t h e m . T h i s h o s t o b e d o n e b y u s i n g
o milling mochine wiih on ongle of l2Oo ond which is guided, in the volve
g u i d e h o l e s ,b y o n 8 m m . ( 0 . 3 1 5 i n c h ) d i o m e t e r s p i n d l e . ( s e e F i g u r e ó ) .
T h i s o p e r o t i o n i s d o n e w i t h t h e m o x i m u m c o r e p o s s i b l eo n d , o t t h e s o m e t i m e , . .
m i l l i n g t h e v o l v e s e o t s o s l i t t l e o s p o s s i b l e .O n c e t h i s v o l v e s e o t r e g r i n d i n g : . 1
o p e r o f i o n h o s b e e n c o m p l e f e d ,o p p l y o l i g h t c o o t o f e m e r y p o s t e i n t h e s o m e , ,
woy os previously,described. In view of the foct thot the specifìed 0.4 mm;
degree of ploy betweén the coms ond the volve cups hos o fendency to
decreose os o result of the regrinding operotion, it will noturolly be necessory

I2
l:.i;'., I3
 io restorethis degree of ploy with the replocementof the volve cops with
oppropriotesized thicknesses,or else by loweringthose olreody instolledby
grinding.
the controryprovesto be the cose,it will then be necessory to proceedwith
o c o m p l e t eg r i n d i n g .T h e m o x i m u md e g r e eo f b o r i n g ,t o w h i c ht h e c y l i n d e r s
c o n b e s u b i e c t e di ,s 0 . 7 m m .
l m p o r t o n t- D o n o t i n s t o l ln e w r i n g s o n c y l i n d e r st h o i h o v e b e c o m ew o r n
due to ovolity, or foper, becousethis would only worsenthe seol conditions
w h i c h o r e , i n t u r n , o s s u r e d( i n s o m e m o t t e r o r m e o n s )b y t h e s l u d g e o n d
cqrbon deposits.

CY¿INDER HEAD TTOHTENING PROCEDURE

The tighteningof the cylinderheod is done in lwo, successive stoges,viz.,
l ) T i g h t e nt h e b o l t sw i t h o d y n o m o m e t r iw c r e n c hi n t h e o r d e r . i n d i c o t e di n -
Figure7 up to o volue of i.8 kilogromsper meter (ffi poundsper foot¡. ßú'J
2 ) T h e n ,w h i l e s t i l l f o l l o w i n gt h e o r d e r i n d i c o t e di n F i g u r e7 , s c r e wt h e b o l t s
d o w n o s f o r o s t h e y w i l l g o , i . e . , u n t i l t h e c o r r e c t ,t o r q u e v o l u e o f 5 . 2
kilogromsper meter (ffi poundsper foof) hos been ottoined. ryl b
l f o n e d o e sn o t h o v eo d y n o m o m e t r iwcr e n c h ,t h e n o n .i n i f i o l ,l l g h l i i g h t e n i n g
is effected.Thisis then followed by o finol tighteningof the bolts os for down
os they will go (but without,however.exoggeroting).
F i s .4

OO?O

RTDUCERGEÁR AND ROCKER ARM SUPPORT . GRO!.'P D'SASSEMBLY

Wheneverit becomesnecessory to dismontiefhe reducergeor ond rockerorm
'
s u p p o r tg r o u p ,t h e p r o c e d u r e
t o b e o d h e r e dt o i n d o i n gs o i s o s f o l l o w s . . .
First of oll, removethe clutch, or the reversegeor, ond then unscrêwthe
two (2) screwswhich, in turn, fosten the supportto the cronkcose,ond the-n
iiii slip the cronkcoseoff the stud bolts.

', DRIVE SHAFÍ DTSASSEMBLY

Fig. ó
The procedureto be followed in the disossemblyof the drive shoft is os
CYIINDER DISASSEMBLY follows...
l)Rem3y¡,'thecomshoftcoup|ingchoin(portN.WdrowingN.2,
A f t e r h o v i n g d i s m o n t l d dt h e c y l i n d e r h e o d , u n s c r e wt h e e i g h t ( 8 ) n u t s t h o t [qge."-14].
r-h,
fqsten the cylinder itself to the cronkcose.lf the degree of weor. or the 2) QÈ-ftù the eight (8) bolts lhot fosten the cylinder io lhe cronkcose
Í l
degree of ovolify, of'.the eylindersis not more thon 0.2 mm., then it will (pqrï'N. 89oz).
b e b u t e n o u g ht o r e g r i n dt ih e m w i t h ' o h o n i n gm o c h i n el.f , o n t h e o t h e r h o n d , 3) Slipoff the cylinder. :
" {:.,
.r15'
 4) Remove the smoll cover (port N T h . ë , ¡ o m p o n e npt o r t s i n q u e s t i o no r e t h e f o l l o w r n g . . .
,7óZ!J, ond then unscrew the connecting
rod bolts
5) Remove the connecting rods together with the pisfons. i)i,t¡q smoll cover ond the spocer, if the engine is of the indusiriol lype
(seeFigure l0);
ó ) D e t o c h t h e f l y w h e e l h o u s i n gc o r t e r , b y u n s c r e w i n go n d r e m o v i n gi h e r e l o -
tive fostening bolts. b ) t h e s m o l l c o v e r o n d t h e g e o r b e v e l , i f t h e e n g i n e i s s u p p l i e do n d d e l i v - q ¡ . " e d
7) D i s o s s e m b l et h e f l y w h e e l o n d i h e s m o l l c o v e r ( p o r t N . 9 S 0 Z ) . e q u i p p e d w i t h o r e v e r s eg e o r ( s e e F i g u r e ì 2 ) .
-ëfr='
8) Then, slip out the cronkshoft.

VALVE TfltlfNc
whenever, for ony reoson whorsoever, the cronkshoft, or rhe reducer geor
ono rocKer orm supporï group, or else ony component port of lhe liming
s y s l e m ,o r e d i s m o n t l e do n d r e m o v e d f r o m T h e e n g i n e , i t w i l l b e n e c e s s o r y i, n
r e o s s e m b l i n go n d r e i n s t o l l i n gt h e m , t o e f f e c t t h e r e l o f i v e t i m i n g o p e r o t i o n .
T h e p r o c e d u r et o b e o d h e r e d t o i n d o i n g s o i s o s f o l l o w s . . .
- B e g i n b y m o n u o l l y r o t o t i n g t h e c r o n k s h o f t ,o n d c o n t i n u ed o i n g s o , u n t i l t h e
top deod center position is ottoined with the piston (storter rid"1. The top
deod center positioncon be felt, i.e., peiceived by the senseof touch,
t h r o u g h f h e m e d i u m o f o s l e e l w i r e i n s e r t e d i n t h e i n i e c t o r ,h o l e . T h e n ,
m o k e o m o r k o n t h e p u l l e y i n c o r r e s p o n d e n c et o t h o t o n ï h e f l y w h e e l
h o u s i n gw h i c h ¡ s , i n t u r n , i n d i c o t e dw i t h t h e l e t f e r s, , p . M . S ., , ( p u n t o M o r t o
S u p e r i o r e ) ,i . e . " T . D - C . " ( T o p D e o d C e n t e r ) . T h e r e o s o n f o r d o i n g . s o i s
toindicotethetopdeodcenterposition(seeFigur.e'.).

Fisì. I 0 Fig. 12

A f t e r h o v i n g o s s e m b l e d o n d i n s t o l l e d t h e r o c k e r o r m s u p p o r t - s m o l lc o v e r
group, slowly turn the engine over by hond, in its correct direciion of rototion,
o n d w i t h o l l t h e g e o r s i n t e n s i o n ,o n d c o n t i n u ed o i n g s o u n t i l t h e m o r k s - i n d i -
coting the top deod çs¡ts¡ - ore once ogoin motched up (os previously
m e n t i o n e d ) ,w h i l e t h e t i p s o f t h e c o m s w i l l , o n t h e o t h e r h o n d , b e t u r n e d
towords the top.

O n c e o g o i n , c h e c k t h e h e i g h t o f T h e t i p s o f t h e c o m s i n r e s p e c tt o t h e s u r f o c e
Fis.8 o f t h e h e o d . T h e h e i g h t i n q u e s t i o nh o s t o b e p e r f e c t l y e o u o l f o r b o t h .
I""-
A n y e v e n t u o ld i f f e r e n c ei n h e i g h t , b e l w e e n t h e t i p s o { i h e c o m s , o n d t h e h e o d , ,lr,:::r'r
'
N e x t , m o n u o l l y ' : i r o l o t teh e t i m i n g g e o r , . o n d c o n t i n g e d o i n g s o , u n t i l s u c h l i m e con be corrected by loosening the three (3) screws thot fosten the geor onto -;.- ;¡:.' ,:i',
t.'-''j.
os bolh the coms, obove the piston (timing geor side);:hove ottoined o positio¡ t h e s t o r t i n gs h o f t . T h i s c o n b e m o s t e o s i l y o n d r e o d i l y d o n e b y u s i n g ö l 4 m m . .,¡!
w h e r e i n i h e t i p i t t u r n e d t o w o r d s t h e t o p o n d . o t o h e i g h t , , t h o ti s p e r f e c t l y
equol to tlot,gf the surfoce of the heod, os indicored in-Figure 9. Howevei,
'#' (0.55 inch) wrench. Access to the oforementioned screws con be eosily ond
r e o d i l y g o i n e d t h r o u g h t h e s m o l l , i n s p e c l i o no p e r i u r e i n s t o l l e d o n t h e t i m i n g
'being
Figurg 9, The coms - rhot ore checked - ore thãse on the piston system side.
i1.
( f l y w h e e ls i d e ) .
.':i In this woy. the shoft con be iototed the distonce necessory,in respect to lhel::ï
...ì:, once this Bo¡ition hos been ottoined, then reinstoll the reducer geor ond the g e o r , i n o r d e r t o o t t o i n t h e d e s i r e d p o s i t i o nw i t h t h e c o m s .
rocker orfslisupport group while, ol the.s'ornetime, cheçkirig to be sure thot ; L
the mork$- mode on the following componentporfs - octuoily motch up O r r c e l h i s h o s b e e n d o n e , l h e n t i g h t e n t h e s c r e w so n d c h e c k l o s e e t h o t t h è l
with eoch other in lhe process of doing so. v o l v e s o p e n o n d c l o s e i n o c c o r d o n c ew i t h t h e d i o g r o m r e p r o d u c e d i n F i g . ì 3 . , .

16 L7
 not prove to be sufiìcientin order to obtoin the correcttiming,then loosenthe
'J']tí3rockerorm pin clip ond, with o screwdriver, chongethe positionof the rocker
orm pin. q6¡0
A s t h e r o c k e ro r m p i n i s o f t h e c o m , o r e c c e n t r i ct ,y p e , i t - i n i t s t u r À -
o l i o w sf o r t h e io d v o n c i n go, r r e t o r d i n go, f t h e i n j e c t i o np e r i o di t s e l f .
A n d l o s t l y t, i g h t l ys c r e wo n d c h e c kt h e t i m i n go n c eo g o i n .

"_l \ \l/
a_

/y*t'*'-,t-
,r8.0.c. F i s .l 3
Tìminggeor diogrom - thèi'doto refer ro o 0.4 mm. degree of proy between
Fis. l5
lhe comsond the volve cups.

,NJECTOR PUMP Tí,MING Fiø. 14

ll ¿
, lf, during the dismontlingof the rockerorm supporlgroup ne¡therthe rocker
,,ir:t$
ß 1

I
o r m . s u p p o r tp i n ' s c l i p , n o r t h e o d i u s t i n gs c r e wi n s t q i l e do n t h e l o l t e r . h o v e 44r.it:'"
not been touched,then the iniectorpump shouldbe perfectlytir.¿,,wít itu V . REVERSE
GEARADJUSTMENT
;ì
e.ngine.lt is, however,nonetheless odvisobleto effect o check'withtheil,,:over- The reverse geor is of ihe crown wheel ond plonetory geor type. lt is directly
flow " method;In order to do so,,proceedos follows... incorporoted into lhe engine from the port opposiie thot of the flywheel. lt is
o) line up the two (2) morksindicotingthe top deod center,i.e., o u t o m o l i c o l l yl u b r i c o t e db y t h e e n g i n e ' so i l .
one on the
p u l l e yo n d t h e o t h e ro n t h e f l y w h e e lh o u s i n g( s e eF i g u r e ' Sp. á g e In moving the control lever towords lhe liming cose, the forword geor is engo-
. ló);
b) unscrewthe connectoron the storterside, tñe smoll-springonà,the ged; .in moving it, i.e., the control lever, in the opposife direction, the reverse
'icelivery smoll,
volve of fhe iniectorpump. Then,rescrewonly thl connector,but geor is engoged. The moin shoft is mounted on boll beorings.The outside
only ofter hovingequippedit wilh o srno!r;,curved pipe b e o r i n g f u l f i l l s b o t h o s u p p o r t o n d o t h r u s tf u n c fi o n .
'by os shownin tig. 14.
open the fuel flow volve, ond lhen turn thó lywheei; hond, in' iîs correct In order to odiust the clutch, first of qll.remove the smoll cover (port N._gæ),
,'directionof rototion,'ondcontinue,,{oing so until the ,ort - mode to the left t h e n i n s e r tt h e p r i c k p u n c h i n t h e m i d d l e h o l e o f t h e o d i u s t i n g r i n g n u ' t - o n d
on the flywhe.elhouiing ond which.is,in turn, indicotedwith the refiers,< A. begin io push ond continue doing so until fllËiåorh hos been r."lãorui. In order
P .> , ( i n i e c t op
r u m p o d y o n c e -) . ¡ s l i n e d u p w i f h , i h e ; m o r k
modeon the fly_ to tighten the clulch, turn the rting nut tovü'o'r,dsr¡¡hé right; to looden it, i.e., the
wheel itself.(seeFigurelS) :':1."i'
clutch, turn the ring geor towords the left.
lf the injecto.rpump is timed with the engine,then the outflow of the fuer ln order to odiust the reverse geor, remove lhe smoll cover (port. N g)
wiri.r
end, when this porticulo4positionhos beefi.ofioined.Any eventuol,possibler:'
a
o n d o d i u s tt h e p i n n u t s ( p o r t N . ó i Z 3 ) .
difference con be corrected by rernovingihe smoil, ,.o.tu,. or, fi*-l''
:: , .
c,ovqr(N. 2Q Figure2, poge 5), ond then looseningthe screw- instolled "i[;;rt onl¿-u¡r¡ {,¡i}igi$gi) l
-fqla ' vl - SHAFT;ING
the rockerq¡¡5 - 1ryþiçh, in turn,rlocksthe other ierticol ogoinstth"-i"i;t.;
pump. In this'"woy,ond by so doing, the iniectorpurp .on be odiusted
1"1,í ì
- '/ '
AND SCREWPROPETLER
MAINTENA-NCE
by The screwprqpgLlerond the shoftingore mode of o corrosionresistonlolloy,

".$
merely.turn.ing it towor:dsthe top, so os to od-xgnce the octuol iniecfionpnose, while the busffigs (port N. D-30-C-8970), oh the orher hond, or,,therwo ends
orturningittowordsthebottom,soostod6F4yitTheonlytoo|one].needs
, of the toil shofi;:r;6r" fobricotedof speciolmoteriol.The toil shoft liner heod
to do so, o simplescrewdrúer. .
.is ( D - 3 0 - C8 9 ó 8 )i s e o u i p p e dw i t h o n o d j u s t o b l ep o c k i n gg l o n d f l o r n g e( D : 3 0 - C -
Never tighten the odiustingljcrewmore thqn;rthrge(3) completeturns; then,
,., 896h whichhos to be lubricoted,once o doy, by iniectinggreoseinto the re-
''.:,.'.I',.'î.i'osfordownositwi||go.Wheneverthisdegreeofiighteningshoulá lotive nipplefor lhis purpose.
l,¿r."1Ì¡
IB ..,.,.''t"' ijþ t9
 IMPORTANTE
t^ çr+å,Lf.r^tk
Per le richieste di pezzi di ricombio i Sigg. Clienii sono pregoti di indicore
chioromente:
il numero di riferimento
lo corrispondenle dendminozione
lo quontitò richiesto
il ripo ed il numero di motricolo del motore
il n.ome e cognome ed ¡ndirizzo preciso del richiedente

CONDIZIONI PER LA FORNITURA DI PARÍT DI RICAMBIO

I prezzi sono quelli in vigore oll'otto dello fotturozione per merce reso fronco
n3; stobilimenti.
ll pogomento deVe essere fotto onticipolo o conrrossegno.
Lo merce vioggio o rischio e pericolo del comprorore.
D e c l i n i o m o o g n i r e s p o n s o b i l i t òp e r r i t o r d i o p e r d i s g u i d i .
VII GATALOGOPARTI DI RICAMBIO
A ¡ g , h e p e r i p e z z i d i r ì c o m b i ov o l g o n o l e n s . c o n d i z i o n ig e n e r o l i d i v e n d i t o .

M o t o r i G A 1 O lB - G M l O l B
INSTRUCTIONS
:¡Forordering spore ports:
, l ) S t o t eu n c o n d i t i o n o ltlhye t y p e o n d s e r i o ln u m b e ro f t h e e n g i n e .
2 ) A l w o y sg i v e n u m b e ro n d n o m eo f t h e p o r t o r d e r e de x o c t l y ' i no c c o r o o n c e
with this cotologue.
3) Specifyhow the ports ore to be despotched.
VII SPARE PARTS GATALOGUE
':' ::
4) Stole nome ond oddresscleorlv.
5 ) T h e . g o o d so r e . f o r w o r d e do t t h e b u y e r ' sr i s k o n d A r o n o d e c l i n e so n y Engines type CA. 1O/B
l i o b i l i t yf o r d e l o y so r m i s c o r r i o g e s . :
6) The supply of spore ports is sublectto our Generol Conditionsof sole. GM. 1O/B
't-.1

. INSTRUCTIONS
Pour lo commondede piècesdétochées:
l ) I n d i q u e ri à ;t y p u e t l e n u m e r od e m o t r i c u l e
du moteur. VII GATOLOGUEDES PIEGES
2) Préciser touioursréférenceet désignotionde lo piècescommondée.
3) Indiquerle moyende tronsportrequis.
DETAGHEES
4) Communiquerle nom et l'odresseexocte.
5) Lo morchondise estexpédiéeoux risqueset périlsde l,ocheteur Moteurs type CA. 1O/B
6) Les piècesdétochéessont fourniesoux conditionsGénérolesde vente
Arono. .. CM. 1O/B
.:.::::'"
20
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A CILINDRI
INCASTELLA
E
CYL 22
BLOC
 I NCASTELLATURA
CILINDRI
CYLINDER BLOCK
BLOC CYLINDRE Tavola1
DE NOMINA ZIONE
NAME OF PART
DE S IGNA TION

2153 Tnnnn na¡+a zin-^ I

3205/1 Guornizione vite fissoggio vqschetto filfro nofto t

3205/l Guornizione vite ottqcco tubczione olio sul corter 2
3205/l Guornizione vite vqlvolino pressione olio J

3205/3 Guornizione rubinetto scorico ocquo I

3682/l Vite per roccordo corpo volvolo I
3682/1 Vite oftocco tubozione olio sul corler t
4437 Dodo fiss. vqlvolino pressicne olio I
54t3 Dodo fiss. volvolino pressione olio I
5857 Toppo per sfioto I
6298 Rubinetlo scorico ocquo ì
6874 Guqrnizione per corpo sfioto . I
6979 lngronoggio sullo pompo olio . t
7027/1 Vite prigioniero fiss. pompo olio 2
7027/2 Viie prigioniero fiss. filtro nofto 2
7028/1 Vite prig¡on¡ero fiss. portino loto volono 6
7028/2 Vite prigioniero fiss. cqrler dist¡þÙ2. q corter cilindri J

7028/3 Vite prigicniero per coperchic corpc motore

.8
7025/4 Vite prig. sul ccrter cilindricc per ottocco corler distr. 2
7028/4 Vite prigioniero fiss. cqrler dislribuz. o corter c¡l¡ndr¡ I
7028/4 Vile prigioniero fiss. supporto serbotoio 6
7038 Aftqcco tubqzione olio sul corter I
7050 Vite prigioniero fiss. fihro olio 2
7050 ViÌe prigioniero fiss. cilindro o corter- 4

r r ì ,'i!":,. '
7067
7299/ |
Tubozione dol filiro nôftci ollo pompo iniezione
V¡1e tubozicne sul filtro nqfTo
I
3
7369 Roselto per vite sullo tubozione dol filtro olìo pompo
.\
",ìffig*..
'l.ffir., 7369
iniezione
ì.
Rosetto per vite sullo tubqzione dol serbotoio ol filtro
:
7369 Guornizione per vite fiss. voschetto.filtro olio
73e2 Chiovelto per olberino condultore:.pcmpo olio
À\
}$ 7388 Grono chiusuro foro corter lol
7435 Vife per volvolino pressione olio
7437 Molletlo per volvolinq pressioneolio sul corter
7438 Guorni¿ione per vite vqlvolino press. olio sul corter
* 7686 Guornizione per coperchio corpo rotor"(þftev)
7694 Portino! ispezione molore
7853 Tqrghettq motore
ß81) Zinco per motore
8834 Guornizione per ioppo porto zinco
8904 Q,,nna'+a.-.h^+^i^

8907 Corter
9263 V i t e p e r r q c c o r d ot u b o z i o n i
.¡{:j,¡'"

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