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PRIMERS
Some engine models use a primer bulb system to force fuel up through the main nozzle and into the venturi. This adds additional fuel to start the engine. To verify that the primer is indeed working, remove the air cleaner assembly and look directly into the throat of the carburetor. A pulse of fuel should be seen when the primer is depressed. The amount of fuel coming out of the nozzle is directly related to how hard and often the primer bulb is depressed.
Fig. 2
FUEL SUPPLY
A simple check of fuel supply and delivery to the carburetor is accomplished by mechanically clamping off the fuel line in order to stop fuel flow, then removing the line from the inlet fitting of the carburetor. See Figure 2. With the fuel cap installed, release the clamp, and allow the fuel to run into a container approved for gasoline. The fuel flow should be as wide as the inside diameter of the line. If the engine is equipped with a fuel pump, remove the spark plug high tension lead(s) (attach the leads to a good engine ground) and perform the same style test. The fuel should be delivered with distinct pulses at cranking speeds. 13
Fig. 3
Fig. 4
ANTI-AFTERFIRE SOLENOIDS
Begin troubleshooting the solenoid by checking for battery voltage at the spade connector (with the key switch in the start as well as the run position). The next check is to listen at the bowl of the carburetor for a distinct click when the ignition switch is turned to the on position. If a distinct click is not heard, remove the solenoid for further testing. To test the solenoid itself, attach one pole of a 9 volt transistor radio battery to the spade terminal and the other pole to the solenoid case or black ground wire if so equipped. A sharp distinct movement of the plunger should be seen. A poor solenoid ground connection or dirty/stale fuel are common causes of anti-afterfire solenoid problems.
Fig. 5
DEBRIS
Any debris lodged in the main jet of a carburetor can cause an engine to appear under-choked. In some cases (even on primer systems) the debris in the jet can completely stop any fuel from flowing into the throat of the carburetor. The lesson here is that there are multiple factors that can affect startability. The faulty operation of the choke is common but not the singular answer for all hard to start cold situations.
Fig. 6
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In excess of 95% of all (carburetor) performance problems are caused by dirt or debris in the system.
Most performance problems are described as hunting and surging in various modes of operation. Hunting and surging at idle, top no-load or under load make up the majority of customer complaints. A challenge in diagnosing performance problems in a carburetion system is deciding whether you have a governor problem or a carburetor problem. With this in mind, the first test for a technician is to differentiate between the governor and carburetor systems.
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Fig. 8
Keep in mind that without any appreciable load, the circuit providing the fuel is the idle/transitional circuit. 1996 Technical Update Seminar
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Fig. 10
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ENGINE HUNTS and SURGES AT IDLE and TOP NO-LOAD; RUNS WELL UNDER LOAD
An engine that exhibits these symptoms and runs well under load is a classic example of where understanding carburetor theory will help in the diagnosis. The circuit that is feeding the fuel to the engine during idle and top no-load is essentially the same, the low speed circuit. If the engine runs well and produces acceptable power under load, then the main jet, main fuel supply, and main air bleed can be presumed good. The problem must reside in the idle/transitional circuit. Carefully check the pilot jet (if equipped) or the transitional holes for debris.
Fig. 11
If the exhaust exhibits no smoke, and has no black residue on the muffler deflector, chances are that it is the main air bleed or main jet that is obstructed.
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The primer can also be used as a diagnostic tool but with slightly less accuracy as it is more difficult to control the amount of fuel each pulse supplies.
CLOGGED/DAMAGED MUFFLERS
A clogged/damaged muffler or spark arrestor can cause poor performance as well as an apparent carburetor leak. The classic symptoms of a muffler problem are: Lack of power, difficulty in achieving rpm Distinct change in exhaust sound level or quality Gasoline soaked air filter Noticeable large plume of gasoline vapor around the carburetor (with the engine running) To check the muffler for problems, replace the muffler and re-test. (Dont forget that a loose exhaust valve seat can closely mimic a clogged muffler).
Fig. 14
Fig. 15
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The overwhelming majority of carburetor leaking problems are caused by DIRT OR DEBRIS.
Fig. 16
Carburetor leakage problems typically fall into three categories: S Leakage while not running (known as static leakage) S Leakage while running S Leakage during/after coast down When attempting to troubleshoot carburetor leakage problems, it is especially important that you not automatically assume a component is good or overlook any possible cause. Although an overwhelming majority of the leakage is caused by dirt or debris, there is a small percentage of carburetors whose component parts may cause a symptomatic leak. Because of the relatively high return rate for leakage repairs reported from the field, extra care in proving the integrity of the carburetor is very important to increase the rate of first time, successful repairs. 20 1996 Technical Update Seminar
The tools suggested by Briggs & Stratton to perform the following troubleshooting tests are: Walbro 4 cycle thumb pump part # 57-21, McCulloch carburetor pump part # 215432 or a similar equivalent. Before testing a float style carburetor with air pressure, be sure that the float assembly contains no liquid. Any retained liquid causes increased weight and reduced buoyancy.
Fig. 17
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Fig. 19
Fig. 20
GO THE DISTANCE
INLET SEAT CAVITY
It is important to go the distance and remove every removable internal part and check for dirt or debris. Many well intentioned repairs have returned to the shop due to dirt hiding in some small, difficult to expose area of the carburetor. If the inlet seat in the carburetor body is removable, do so, especially in the case of a chronic or repeated leak. Check in the repair manual for the proper procedures. Dirt and debris can hide behind the seat and, if disturbed, may cause leakage at any future time. If any dirt or debris is found, all (removable/replaceable) jets, air bleeds and pilot jets should be carefully checked, cleaned or replaced. 1996 Technical Update Seminar
Fig. 21
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Fig. 22
Fig. 23
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Fig. 24
BENCH TEST
You can quickly and easily bench test this condition. Install the nozzle/jet assembly into the lower carburetor body. Thread a 1/4 bolt into the base at the speed control bracket boss to use as a handle. Grip the bolt head in a vise and position the body so that it is level. See Figure 25. Add fuel to the bowl until it is three quarters full. If the tapered sealing area is intact, there will be no fuel leakage into the carburetor throat.
Fig. 25
Fig. 26
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Notes
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