Two Cylinder

Kawasaki

ENGINES

pulley. Release rope and allow recoil

spring to unwind. Remove retaining

nut (3) and components (6 thru 8).

Carefully remove rope pulley so that

recoil spring remains in cover. If neces-

sary to remove recoil spring, guard

aga ins t uncon t ro l l ed unco i l ing o f

spring which may cause personal in-

jury.

To assemble starter, install recoil

spring in cover so that spring is wound

in counterclockwise direction and outer

hook of spring contacts lug of cover.

Install rope pulley and rope so tha t lug

of pulley engages with inner hook of

recoil spring. Install washer (8), pawls

(7), spring (6) and pawl return spring

(5). Install retainer cover (4) so that

end of r e tu rn sp r ing (5 ) p ro t rudes

through retainer cover (4) and turn

retai ner cover one-third turn clockwise

to pre-load spring. Install washers and

retaining nut. If rope handle was not

removed during disassembly, position

rope in notch of rope pulley and turn

pulley two turns counter-clockwise to

pre-load recoil spring. If handle was

removed , tu rn rope pu l l ey coun te r -

clockwise two or three t urn s and insert

end of rope through rope out le t in

cover. Tension on rope should be ap-

parent. Tie a temporary knot to hold

rope and install rope hand le.

KAWASAKI TWO CYLINDER

CONDENSED SERVICE DATA

ENGINE MODEL

Bore—(mm)

Inches ^

Stroke—(mm)

Inches

No. of Cylind ers

Displacement—(cc)

Cubic Inches

Horsepower (c RPM

Cooling Type

Carburetor Model

Number Used

Ignition:

Type

Point Gap—(mm)

Inch

Timing Advance?

Timing BTDC (mm)

Inch

Measured a t

Spark Plug:

NGK

Electrode Gap (mm)

Inch

Fuel/Oil Ratio

=> May be equipped with C apacitor Discharge Ignition; all data is for Energy Transfer models.

T1A340F1

60

2.362

6 0

2.362

2

3 39

20.7

35 (w

7500

Free Air

H R

2

0.3-0.4

0.012-0.016

Y es

0.37

0.015

Retard

BlOE

0.5-0.6

0.020-0.024

20:1

T1A340S1

6 0

2.362

60

2.362

2

3 3 9

20.7

27.5 (a

6500

Axial Fan

HD

1

0.3-0.51

0.012-0.016

Y e s

0.37

0.015

Retard

B9ES

0.5-0.6

0.020-0.024

20:1

T1A400F1

6 5

2.559

60

2.362

2

3 9 8

24.3

40 (il

7500

Free Air

HD

2

T1A400S1

6 5

2.559

6 0

2.362

2

3 9 8

24.3

32 (ii)

6500

Axial Fan

HD

1

0.3-0.4

0.012-0.016

Y es

0.37

0.015

Retard

BlOE

0.5-0.6

0.020-0.024

20:1

0.3-0.4

0.012-0.016

Y es

0.37

0.015

Retard

B9ES

0.5-0.6

0.020-0.024

20:1

*T1A44OF2

6 8

2.677

6 0

2.362

2

4 3 6

26.6

45 @

7500

Free Air

H D

2

0.3-0.4

0.012-0.016

Y es

0.37

0.015

Retard

BlOE

0.5-0.6

0.020-0.024

20:1

T1A440S1

6 8

2.677

6 0

2.362

2

4 3 6

26.6

35 @ 6500

Axial F an

HD

1

0.3-0.4

0.012-0.016

Ye s

0.37

0.015

Retard

B9ES

0.5-0.6

0.020-0.024

20:1

ENGINE MODEL T1B340S1

Bore—(mm) 60

Inches 2.362

Stroke—(mm) 60

No. of Cylinders 2

Displacement—(cc) 339

Cubic Inche s 20.7

Horsepower RPM

Cooling Type Axial Fan

Carburetor Model WDA

Number Used 1

Ignition:

Type

Poin t Gap—(mm) 0.3 0.4

Inch 0.012 0.016

Timing Advance? Yes

Timing BTDC 0.14 mm

0.005 In .

Measured at Retard

Spark Plug:

NGK B9ES

Elec trode Gap—(mm) . 0.5

Inch 0.020

Fuel/Oil Ratio 20:1

T1B400S1

65

2.559

60

2.362

2

398

24.3

Axial Fan

WDA

1

0.30.4

0.0120.016

Y es

0.14 mm

0.005 In .

Retard

B9ES

0.5

0.020

20 :1

T1B440S1

68

2.667

60

2.362

2

436

26.6

Axial Fan

WDA

1

0.30.4

0.0120.016

Yes

0.14 mm

0.005 In .

Retard

B9ES

0.5

0.020

20:1

T1C340S2A

60

2.362

60

2.362

2

33 9

20.7

Axial Fan

WFIA

1

r n i

....

Electronic

25^

6000 rpm

B8ESA

0.75

0.030

20:1

T1C440S2A

68

2.677

60

2.362

2

436

26.6

Axial Fan

WFIA

1

GDI

....

Electronic

25®

....

6000 rpm

B8ESA

0.75

0.030

20:1

T1D250F1

51

2.001

60

2.362

2

245

14.9

Free Air

VM

1

ET

0.30.4

0.012-O.Oie

Yes

5®

.. . .

Retard

BR8ESA

0.5

0.020

20:1

318

ENGINES

CONDENSED

ENGINE MODEL T1D340F1

Bore—(mm) 60

Inches 2.362

Stroke—(mm) 60

Inches 2.362

No . of Cylinders 2

Displacement—(cc) 339

Cubic Inches 20.7

Horsepower RPM

Cooling Type Free Air

Carburetor Model VM

Number Used 1

Ignition:

Type ET

Point Gap—(mm) 0.3-0.4

Inch 0.012-0.016

Timing Advance? Yes

Timing BTDC 5°

Measured at Retard

Spark Plug:

NGK BR8ESA

Electrode Gap—(mm) . 0.5

Inch 0.020

Fuel/Oil Ratio 20:1

SERVICE DATA CONT.

T1D340A2A

60

2.362

60

2.362

2

33 9

20.7

Axial Fan

WF7

1

CDI

25°

6000 rpm

B8ESA

0.75

0.030

20:1

T1D440A2A

68

2.677

60

2.362

2

436

26.6

Axial Fan

WF7

1

CDI

25°

6000 rpm

B8ESA

0.75

0.030

20:1

T7C340FR1

60

2.362

60

2.362

2

339

20.7

Free Air

VM

2

Dual CDI

14 °

6000 rpm

BR9EVA

0.75

0.030

20:1

Kawasaki

T7C440FR1

68

2.677

60

2.362

2

436

26.6

Free Air

VM

2

Dual CDI

17 °

6000 rpm

BR9EVA

0.75

0.030

20:1

MAINTENANCE

SPARK PLUG. The recommended

plug for normal service is given in

CONDENSED SERVICE DATA Table.

A different heat range or type of plug

may be needed for a particular applica-

tion. Refer to ENGINE SERVICE

FUNDAMENTALS Section when se-

lecting a spark plug for other than

normal usage.

Some engines use a heat indicator

thermo couple instead of a spark plug

gasket. REMOVE GASKET if thermo

couple is used. Thermo couple sensor

(lead terminal) must be installed

DOWNWIND from cooling air blast

when spark plug is tightened; directly

to rear on free air models or at

7-o'clock position on axial fan units.

CARBURETOR. Mikuni, Tillotson or

Walbro carburetors are used. Refer to

the appropriate CARBURETOR SER-

VICE Section for overhaul data. An

external impulse line from engine

crankcase is used to operate fuel pump.

Be sure there are no vacuum or

pressure leaks.

IGNITION SYSTEM. Timing specifi-

cations for individual engines are given

in CONDENSED SERVICE DATA

Tables. Breaker point gap may be ad-

justed after removing recoil starter,

starter pulley and inspection cover. To

renew breaker points, the flywheel

must be removed.

On models having an energy transfer

type ignition system, timing marks are

found on fan cover and flywheel. Fly-

wheel has two "F" marks which are

180° apart. To check timing, connect

one lead of a light or buzzer to the

black wire coming from either cylinder

of the engine and ground the other lead

on the engine. Timing is correct if

points separate when one of the "F**

marks is aligned with the stationary

mark on the fan cover. Check timing of

other cylinder using corresponding

black wire and second "F" mark on fly-

wheel.

On models with capacitor discharge

system, ignition timing is checked

using an automobile type timing light

with engine running. To check the

timing, remove recoil st ar te r and

install a suitable power timing light.

Solidly support rear of machine with a

hoist so track can turn freely without

danger of accident. Start and run

engine at 6000 rpm. With timing light

directed at flywheel rim the scribed

*T " mark on flywheel should align with

cast timing boss on fan housing. If "T"

mark is clockwise from s tat ionary

mark, timing is retarded; if counter-

clockwise, timing is advanced.

Because timing is electronic, it

should not change once properly ad-

justed. The first step in adjustment,

therefore, would be to check for loose

flywheel nut, sheared flywheel key, or

loose mounting screws on stator base

plate. To adjust the timing, stop engine

and remove the three screws retaining

emergency starter pulley and belt

pulley. Remove the pulleys and, work-

ing through holes in flywheel, loosen

the two stator base plate mounting

screws. Move stator plate clockwise to

retard the timing or counter-clockwise

to advance the timing. Tighten screws

securely then recheck running timing.

LUBRICATION. The engine is lubri-

cated by mixing oil with fuel. A good

quality two-cycle oil designed for air-

cooled engines is recommended. Rec-

ommended fuel oil ratio for all engines

is 20:1. Mix fuel and oil thoroughly in a

separate container before pouring mix-

ture into fuel tank. For cold weather

blending, pre-mix the oil with a small

amount of gasoline and shake thor-

oughly until the mixture is liquid, then

blend with remainder of fuel. Do not

use kerosene or fuel oil for pre-mixing.

REPAIRS

TIGHTENING TORQUES. Recom

mended tightening torques are as

follows:

Cylinder head 16 ft.-lbs. (2.2 kg-m)

Crankcase nuts 16 ft.-lbs. (2.2 kg-m)

Crankcase bolts 5 ft.-lbs. (0.7 kg-m)

Flywheel nut 60 ft.-lbs. (8.3 kg-m)

Recoil starter mounting

bolts 5 ft.-lbs. (0.7 kg-m)

Spark plug 20 ft.-lbs. (2.8 kg-m)

DISASSEMBLY AND REASSEM-

BLY. Remove carburetor, muffler,

drive sheave and recoil starter. On

models with axial fans, remove fan belt

and fan assembly. Remove cooling

shrouds. Remove starter cup, flywheel

and ignition coils. Mark position of

magneto base assembly and remove the

two reta ining screws from slotted

holes; wiring loom fits in a grommet in

crankcase parting line and magneto

assembly cannot be lifted out until

crankcase is split. Remove cylinder

heads, cylinders and pistons and mark

so that they will be installed in their

original positions. Remove ten nuts and

one bolt and separate crankcase halves.

Refer to appropriate section to service

components.

To reassemble, reverse disassembly

procedure. Tighten crankcase nuts to

16 ft.-lbs. and crankcase bolt to 5

319

Kawasaki

ENGINES

ft.-lbs. Refer to Fig. 1 for tightening

sequence.

PISTON, RINGS & CYLINDER.

Piston pins are fully floating. Piston

rings are pinned in place as shown in

Fig. 2. Bottom ring is equipped with an

expander. Top ring is identified by "1

NPR'* stamped on upper surface of

ring. Bottom ring is stamped "2 NPR".

Notches of ring ends must be up when

ring is installed as shown in Fig. 2.

Piston ring end gap for 250 and 340 cc

mo dels should be 0.006 0.014 inch

(0.15 0.35 mm). Piston ring end gap for

440 cc m odels should be 0.008 0.016

inch (0.2-0.4 mm). Top ring side

clearan ce should be 0.004 0.006 inch

(0.1-0.15 mm) and lower ring side

clearance should be 0.002-0.004 inch

(0.05-0.1 mm) for all models. Piston pin

and piston pin bearing are available

only as a matched pair and must be

renewed as a set. It may be necessary

to heat piston to install piston pin.

Piston crown is marked with an

arrow as shown in Fig. 3 to indicate

piston position in cylinder. Arrow must

point towards exhaust por t . Pis ton

skirt to cylinder wall clearance should

be 0.0008 0.002 inch (0.02 0.05 mm) for

all engines. Cylinder has a chrome

bore. Small deposits of aluminum from

piston on cylinder wall may be re-

moved by very careful sanding. Cylin-

der should be inspected for cracking,

flaking or other deterioration of the

chrome lining. Also check for appear-

ance of underlying base metal through

chrome which indicates excessive wear.

CRANKSHAFT & CONNECTING

ROD ASSEMBLY.

The crankshaft and

connecting rod are available only as an

assembled unit and should not be dis-

assembled. Crankshaft main bearings

are a press fit on crankshaft. Support

crankshaft between counterweights»as

shown in Fig. 4 when pressing bearings

on shaft. Crankshaft runout should not

exceed 0.0012 in. (0.03mm). Radial play

of connecting rod big end should not

exceed 0.0009 in. (0.023mni). Crank-

shaft end play should not exceed 0.030

in. (0.77mm).

If crankshaft, bearings or crankcase

are renewed, crankshaft must be cen-

tered in crankcase by measuring the

clearance between counterweight and

crankcase wall at each end; then

varying the th ickness of se lect ive

washers (S—Fig. 5). It is suggested,

therefore, that if shaft bearings are

removed the washers be proper ly

identified and reinstalled on correct

end of shaft. If crankcase is the item

Fig. 1—Follow the above tightening se-

quence when installing crankcas e nuts and

boit. Refer to text for tightening torque.

Fig, 3—instaii piston so that arrow on piston

crown points towards exhaust port.

renewed, make a trial installation in

the new crankcase before bearings are

removed; then install thicker or thin-

ner washers as required to center the

shaft. Factory recommended method of

centering is to use dummy bearings

which are the same dimensions as

regular bearings but a slip fit on shaft

journals. Washers (S) are available in

thicknesses of 0.004, 0.008, 0.012, 0.016,

0.020 and 0.024 inch (0.1, 0.2, 0.3. 0.4.

0.5 and 0.6 mm).

ELECTRICAL SYSTEM.

Fig. 7

shows an exploded view of flywheel

magneto and CD ignition system used

on most models. Ignition timing should

be correct when timing scribe line (T)

aligns with timing boss on crankcase.

Timing can only be checked with a

power t iming light as outlined in

MAINTENANCE Section, but can be

adjusted without major disassembly by

reaching through holes in flywheel (1),

loosening the two slotted head screws

retaining base plate (5) to crankcase.

and moving base plate in slotted holes.

The condition of coils (2, 3 and 4) can

be checked with an ohmmeter without

removal of flywheel or major disassem-

bly. Disconnect the two individual

plugs and multi-plug leading to wire

loom (8). Check the pulser coil (2) by

connecting the two ohmmeter leads to

the individually connected (RED) and

(WHITE) leads; reading should be 23.5

ohms. Check the exciter coil (3) by

connect ing ohmmeter leads to the

individual (RED) lead and a suitable

engine ground; reading should be 195

Fig. S— View of engine crankshaft with end

bearings expioded. Shims (5) control end

piay and center shaft in crankcase.

Fig. 2—P iston rings are pinned as shown

{arrow).

Note that upper ring is installed so

that notches in ring

ends

are up .

Fig. 4— A support shouid be placed between

crankshaft counterweights when pressing

bearings on shaft.

Fig. e—Crankshaft unit instaiied in crank-

case upper haif. Counterweights must center

in crankcase within 0.005 inch {0.13 mm).

Refer to Fig. 5.

320

ENGINES

ohms. Check the lighting coil (4) by

connecting ohmmeter probes to the

TWO YELLOW leads in multi-plug;

reading should be 0.18 ohms.

Some models are equipped with a

temperature indicator light which con-

nects to a thermal switch threaded into

right cylinder head. Heat indicator

light should test 4 ohms when checked

between the terminals on back of light

bulb. Heat indicator thermal switch

which is threaded into cylinder head

should test at infinity when test probes

are connected to terminal wire and

threaded end and unit is at normal

room temperature. When unit is heated

to 500 degrees F. and retested, re-

sistance should be at zero ohms.

Some models are equipped with

individual temperature gages which

operate from thermocouples which sub-

sti tute for the regular spark plug

gasket for each cylinder. The gage is

calibrated to register from COLD at a

sensor temperature of 250 degrees F.

or below, to HOT at a temperature of

475 degrees F. or above; with inter-

mediate readings between the two

extremes. Gage unit can be considered

satisfactory if it registers '*COLD*'

when engine is first started; and

"HOT" when a jumper wire is touched

to sensor wire and a suitable ground.

Kawasaki

Sensor units are affected by cooling

air blast and should be installed

"downwind" from the direction of

cooling air flow; directly to the rear

(six-o'clock) on free air models or at

seven-o'clock on axial fan units. Sensor

unit should register 11,000 ohms at

60-70 degrees F. and resistance should

lower as temperature rises. Resistance

should be approximately 16 ohms at

455 degrees F.

RECOIL STARTER.

Refer to ex

ploded view of starter in Fig. 8. To

d i sas semble s t a r t e r , r emove s t a r t e r

from engine and remove waterproofing

plate. Pull rope out until it is possible

to position rope in notch of rope pulley.

Release rope and allow recoil spring to

unwind. Remove retaining nut (3) and

components (6 thru 8). Carefully re-

move rope pulley so that recoil spring

remains in cover. If necessary to

remove recoil spring, guard against

uncontrolled uncoiling of spring which

may cause personal injury.

To assemble starter, install recoil

spring in cover so that spring is wound

in counterclockwise direction and outer

hook of spring contacts lug of cover. In-

stall rope pulley and rope so that lug of

pulley engages with inner hook of

recoil spring. Install washer (8), pawls

(7), spring (6) and pawl return spring

Fig. 7—Exploded view of

typical engine electrical

system used on models

with CD ignition system.

1. Flywheel

2. Pulser coil

3. Exciter coil

4. Lighting coil

5. Base plate

6. CD unit

7. Ignition coil

8. Wiring harness

T. Timing mark

Fig. 8—Expioded wiew of recoii starter.

2. Starter cup

3. Nu t

4. Retainer

5. Return spring

6. Spring

7. Pawls

8. Washer

9. Rope pulley

10. Recoil spring

11. Rope

12. Cover

13. Handle

14. Retainer

Fig. 9—Exploded view of cooling fan and

housing unit.

1. Cover

2. Nu t

3. Lockwasher

4. PuUey half

5. Shims

6. Pulley half

7. Belt

8. Bearing

9. Shim

10. Snap ring

11. Housing

12. Bearing

13. Key

14. Fan

(5).

Install retainer cover (4) so that

end of return spring (5) protrudes

through retainer cover (4) and turn re-

tainer cover one-third turn clockwise to

pre-load spring. Install washers and re-

taining nut. If rope handle was not re-

moved dur ing disassembly, posi t ion

rope in notch of rope pulley and turn

pulley two turns counterclockwise to

pre-load recoil spring. If handle was re-

moved, turn rope pulley counterclock-

wise two or three turns and insert end

of rope through rope outlet in cover.

Tension on rope should be apparent.

Tie a temporary knot to hold tope and

install rope handle.

321

Two Cylinder

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