For Briggs & Stratton Discount Parts Call 606-678-9623 or 606-561-4983

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

As much as we would all like to have a short, simple and effective way of troubleshooting engine problems,
there is no short cut to accurate and effective troubleshooting. There is no magic bullet, no teaching method
that will change the learning curve drastically. Effective and efficient troubleshooting results from a
combination of a thorough understanding of theory, logical as well as accurate testing procedures and
experience.
The purpose of this session is to provide the technician with the necessary information and procedures to
effectively diagnose and repair carburetion system problems correctly and efficiently the first time. Listed
below are the three areas this section of your notebook will cover in detail.
Most carburetor system problems fall into three distinct categories:
S Starting Problems
S Performance Problems
S Leakage
There are times when a carburetor may exemplify all three of the problem categories at the same time. This
can be confusing. The information, tests and procedures that follow can be used when a singular problem
occurs or when multiple problems are evident. Understanding carburetor theory of operation, following the
tests and procedures carefully as well as collecting accurate symptom information will provide you with all of
the tools needed to effect an accurate and efficient repair.
If you wish to learn more about carburetor theory or troubleshooting, contact your regional Central Sales
and Service Distributor or the Customer Education Department at Briggs & Stratton.
In order to isolate the various systems for troubleshooting (ignition, compression and carburetion) this text
assumes that the recommended ignition system test (using a #19368 spark tester), and a cylinder leakdown
test (using a #19413 leakdown tester) have been performed and the technician has no data indicating that
these systems could be defective in any way.

12

1996 Technical Update Seminar

www.mymowerparts.com

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

Starting Problems
CHOKE OPERATION
As simple as it sounds, there are a significant
number of starting problems that could be solved by
a proper choke adjustment process. The Golden
Rule of the systematic troubleshooting process is
Do the easiest thing first.
The customer complaint of Hard starting or Hard
to start cold, starts fine warm will lead the seasoned
technician immediately to a complete check of the
choking system, cables and linkage. Too often the
carburetor is removed, cleaned and re-installed only
to find the problem was a cable out of adjustment.
Fig. 1

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.

Fig. 3

1996 Technical Update Seminar

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

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

Starting Problems (cont.)
STARTABILITY TESTS
There are two simple ways of confirming that the
choke or primer system is delivering fuel to the
combustion chamber. As stated previously under
PRIMERS, remove the air cleaner and visually
inspect the gasoline stream created in the throat of
the carburetor when the primer bulb is depressed.

Fig. 4

ANTI-AFTERFIRE SOLENOIDS

On a choke type carburetor, after verifying the choke

plate is fully closed, inspecting the spark plug is the
easiest way to confirm that fuel is being delivered. If
the spark plug is not wet with gasoline after repeated
attempts to start the engine, it indicates that fuel is
not being delivered. An extremely wet plug may
indicate that the choke could be stuck closed or the
engine has been over-choked or over-primed.

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

14

1996 Technical Update Seminar

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

PERFORMANCE PROBLEMS
Performance issues are the most common carburetion problems seen in the day to day operation of a repair
facility. Performance problems come in many varieties. We will cover the most common symptoms and the
recommended procedures for successfully troubleshooting the problem.
S Engine wont idle hunts and surges/runs poorly at idle
S Engine hunts and surges/runs poorly at top no-load speed
S Engine hunts and surges/runs poorly under load
In many of these cases, the common problem is a lack of fuel or lean condition as opposed to an overly rich
condition. Most hunting, surging and performance problems can be directly attributed to an obstruction of
fuel flow.

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.

SEPARATING THE GOVERNOR SYSTEM FROM CARBURETION SYSTEM

Separating a possible governor problem from a carburetor problem can be different for each complaint or
combination of complaints. This is where the use of carburetor theory becomes very important. To begin the
troubleshooting process, make sure the governor system, linkage and spring(s) are in the proper positions
and orientations without interference from sticks, grass or other debris. Some engines have multiple
positions for the governor spring. Any deviation from the correct position will cause symptoms that are
difficult to accurately diagnose and correct.
Once the governor system is inspected for obvious problems, the next step is to check the static governor
adjustment. The procedure is in the repair manual for the engine series you are working on.

1996 Technical Update Seminar

15

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

HUNTS and SURGES AT IDLE (ONLY)
An engine that hunts and surges at true idle (when
the linkage is against the idle speed adjustment
screw and after idle mixture adjustment) can only be
caused by a fuel delivery problem or an air leak.
Because the throttle plate is held stationary in the
carburetor bore, a rhythmical hunting & surging
problem must be caused by an improper air/fuel
mixture related to an air leak or an obstruction in the
idle circuit.
The reasoning behind this statement is that at true
idle, the governor has no effect on the engine at all.
The governor spring produces no force at true idle.
Fig. 7

ENGINE HUNTS and SURGES AT

GOVERNED IDLE
Perform an idle mixture adjustment (if so equipped).
To separate the governor system from the carburetor at governed idle speed, hold the throttle plate
linkage against the idle speed adjustment screw
and increase the idle speed to the governed idle
specification. If the engine runs well without any
hunting or surging, return the engine to the correct
true idle speed.
Next, bring the engine up to the proper governed
idle speed using the governed idle spring. If the
hunting and surging returns, chances are good that
you have a governed idle spring or linkage problem.

Fig. 8

ENGINE HUNTS & SURGES AT TOP

NO-LOAD SPEED (ONLY)
To determine if this symptom is caused by a
carburetor or governor problem, follow the same
procedure described for hunting and surging at
governed idle speed.
Once the idle mixture adjustment is performed (if so
equipped) and the engine idles smoothly, increase
the engine speed using the idle speed screw. You
must hold the throttle plate linkage against the idle
speed adjustment screw until the engine reaches its
top no-load speed.
Fig. 9

16

Keep in mind that without any appreciable load, the

circuit providing the fuel is the idle/transitional
circuit.
1996 Technical Update Seminar

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

ENGINE HUNTS and SURGES AT TOP NO-LOAD SPEED (ONLY) CONT.

If the engine continues to hunt and surge, chances are good that the carburetor is causing your problem.
The reasoning behind this is that with the idle speed screw controlling the throttle plate position (therefore
the engine speed) the governor has no real effect on the performance of the engine.
If the engine runs well while controlled by the idle speed screw but continues to hunt and surge while being
controlled by the governor spring, the governor system would then be suspect. Check the governor linkage
for resistance or binding then replace both the governed idle and the main governor springs.

ENGINE HUNTS and SURGES UNDER

LOAD (ONLY)
The chance of a governor system causing a hunting
and surging condition under load is very remote.
The reason for this is that when the carburetor
delivers fuel under load, it is feeding fuel almost
exclusively through the main nozzle. Most loads are
constant enough to maintain the rpm of the engine.
Once the engine is doing work, the governor system
has little additional effect on the performance of the
engine.

Fig. 10

HARMONIC HUNTING AND SURGING

It is possible that at some speed settings, the governor spring could begin to vibrate excessively. This can
result in very unstable governing. To test for this rather uncommon but possible problem, run the engine at
the speed that it hunts and surges the greatest. Observe the motion of the spring. If the spring seems to be
oscillating or vibrating excessively, take a pencil and place the eraser end lightly against the vibrating spring.
This should dampen the vibration. If the hunting and surging disappears, replace the governor spring with
the exact part number dictated by the model, type and code numbers of the engine.

1996 Technical Update Seminar

17

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

COMBINATION SYMPTOMS

There are times when an engine will exhibit multiple symptoms. This is where your troubleshooting skills will
be tested time and time again. It is important to remember basic carburetor theory while performing your
tests.
Multiple symptoms tend to follow a pattern in which common combinations are found.

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

ENGINE RUNS POORLY UNDER LOAD

Other than compression component problems
(which we have tested and eliminated) an under
load performance problem is almost exclusively
caused by debris in the main jet/nozzle or air bleeds.
To assist in determining which of these components
may be at fault, examine the exhaust system while
the engine is under load. If black smoke is evident
when the engine becomes symptomatic, chances
are there is an excess of fuel. That would indicate
that there is an incorrect float level setting, a clogged
main air bleed or debris is lodged between the
needle and seat.
Fig. 12

18

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.

1996 Technical Update Seminar

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

PERFORMANCE PROBLEMS SPECIAL HELP
USING THE CHOKE AS A DIAGNOSTIC
TOOL
Using the choke as a diagnostic tool is one of the
quickest and easiest methods of determining
whether you have a lean condition causing your
performance problem.
After making all possible carburetor adjustments, try
SLOWLY closing the choke plate while the engine is
performing poorly. If performance improves, the
engine is experiencing a lean condition. If performance gets worse, you may have a rich running
condition.
Fig. 13

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

USING A KNOWN GOOD TEST

CARBURETOR
Another common practice (that is practical in some
instances) is to attempt to confirm a carburetor
problem by installing a known good carburetor on
the engine.
Taking into consideration shop labor rates, the time
to remove and replace the component as well as the
cost of the carburetor may make the practice of
troubleshooting smaller carburetors impractical.

Fig. 15

1996 Technical Update Seminar

19

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

LEAKAGE
One of the most annoying problems in the field is that of carburetor leakage. Many years of research have
gone into effective remedies for this problem and true factory defects are very uncommon. It has been
determined through testing, that a large portion of the carburetors returned to Briggs & Stratton for warranty
consideration have been found to be structurally acceptable. Most carburetors that are returned from the
field have been contaminated with dirt, debris or water.

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

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

FLOAT STYLE CARBURETOR LEAKAGE WHILE STATIC
To help technicians more accurately diagnose the true cause of a leaking carburetor, the Customer
Education Department has put together some procedures and specifications for all of our float style
carburetors.
Briggs & Stratton Carburetor
Specifications/Procedures (All Types)
Needle/Seat minimum sealing pressure:
Static test 2 qt. (1.9-2L) fuel tank:

2 psi (14kPa) (wet with fuel) for minimum of 5 minutes

12-18 (30-45cm) above the inlet fitting

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.

LEAKAGE WHILE STATIC

To tell where a static leak is occurring, remove the
carburetor from the engine and remove the float
bowl. Invert the carburetor with float and needle
installed. Wet the needle and seat area with a small
amount of gasoline. Use the thumb type pump
(with clear non-rubber hose) to pressurize the inlet
needle to a minimum of 8 psi (55 kPa). The inlet
needle should pop off and re-seat at 2 psi (14 kPa)
or greater. If the needle does not seal, clean or
replace and test again. If the needle seals and holds
pressure at 2 psi (14 kPa) or greater for at least 5
minutes, consider it acceptable. If the carburetor still
will not hold 2 psi (14 kPa) for 5 minutes or continues
to exhibit a leak when the engine is in service,
additional testing is indicated.

Fig. 17

POROSITY/EXTERNAL LEAK TEST

To test a carburetor for porosity or external leakage,
invert the carburetor and submerge in a water bath.
Hold the float with a finger to assure a seal between
the needle and the seat. Pressurize the inlet needle
to at least 8 psi (55 kPa). If there is porosity in the
carburetor, bubbles will be present, erupting from
the casting between the brass seat insert and the
metal casting or from the fuel inlet fitting.
Caution: Excess finger pressure will cause damage
to the needle and/or seat surface. The viton portion
of the needle and seat combination should be
replaced after performing this test.
Fig. 18

1996 Technical Update Seminar

21

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

FLOAT STYLE CARBURETOR LEAKAGE WHILE STATIC
TEST RESULTS
If the pressure test reveals no bubbles from any
component parts, check the float carefully by
immersing it in warm water and watching for bubbles
erupting from a seam. If all components test good, it
is safe to assume that the original leakage problem
was cased by dirt or debris.
To effect a repair that will retain a high level of
quality, it is important to follow the next steps without
deviation.

Fig. 19

SUCCESSFUL FIRST TIME REPAIR TIPS

To maintain a high level of success repairing leaking
carburetors caused by dirt or debris, the first place to
start is the fuel supply. The fuel tank should be
drained completely and inspected for debris, dirt or
scaling (if the tank material is metal). Clean or
replace as indicated.
After confirming the integrity of the tank, remove all
fuel lines and filters and replace with new. It is highly
recommended that fuel filter part #493629 be used
in all but a few rare instances.
The only instance where the #493629 filter should
not be used is when the fuel supply is gravity feed
and the bottom of the fuel tank is less than 1
(2.5 cm) above the inlet fitting of the carburetor.

Fig. 20

GO THE DISTANCE
INLET
SEAT
CAVITY

Fig. 21

22

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

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

FLOAT STYLE CARBURETOR LEAKAGE WHILE STATIC
An engine that exhibits leakage after it sits for a period of time can be caused by a number of problems. The
most common of these is dirt. Any imperfection on a needle or seat surface, such as a small particle of dirt,
can cause an engine to perform well in all other scenarios but still leak after sitting a period of time. In
addition to dirt, an improperly vented fuel cap can allow pressure to build in the tank which could overcome
the float assembly and result in a sporadic leak.
All fuel filters are rated by the size of the particle they will allow to pass. If the filter size is too large, debris
capable of plugging the jets will enter. If the filter size is too small, the fuel flow will be reduced and may cause
an engine to run lean.
When an engine is not in use, the fuel in the bowl is exposed to the atmosphere via the bowl vent. Fine
particles of dirt or debris that normally would be suspended in the fuel and pass completely through the
carburetor, settle out and end up at the lowest point between the fuel inlet fitting and the inlet needle. As the
fuel slowly evaporates, the float responds by lifting the inlet needle very slightly off its seat. The dirt present
moves in and lodges itself between the needle and seat. Now a slow but steady flow continues into the bowl,
eventually showing up as a static leak.

STATIC LEAK TEST

One method used successfully in the field to static
leak test a carburetor is done with a simple 2 qt.
(1.9-2L) free standing tank. Fill the tank with
gasoline and place it between 12 and 18 (30-45
cm) above the test bench measured from the bottom
of the fuel tank. Attach the fuel line to the carburetor
to be tested and open the in-line fuel shut off. See
Figure 22. Place a piece of paper under the
carburetor and let it stand in a large catch basin or
drain pan. The carburetor should not exhibit any
leakage if left to stand overnight.

Fig. 22

DONT CAUSE YOUR OWN LEAK

One last service tip may help relieve some problems
seen in the field. When a fuel filter is removed, a
small amount of the inner rubber hose is rolled up as
the barbed end of the filter is pulled out. This small
amount of rubber can find its way into the carburetor
and cause obstructions as well as leaks. The debris
is very small and difficult to see with the naked eye.
Whenever you remove a fuel filter, replace the fuel
line. Especially if the carburetor has exhibited a
chronic leak.
Never use a bolt or threaded object to plug a fuel line
during repair. The threads will cut the rubber hose
and aggravate the debris problem.
1996 Technical Update Seminar

Fig. 23

23

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

FLOAT STYLE CARBURETOR LEAKAGE WHILE RUNNING
There are some situations that could cause a symptom of leakage while operating. These are rare and can
be challenging to troubleshoot accurately. Most cases of leakage during operation can be attributed to the
same problems that cause static leakage. There are however, additional possibilities when it comes to this
scenario. It should be noted that there are two types of leakage while running.
The first type of leakage is external. This could be caused by deteriorated tank and strap assemblies and
loose, torn or missing external gaskets (adjustment nut packings or bowl nut washer etc.). The second type
of leakage is internal. A symptom of this would be an engine that displays a leak through the brass drain
insert in the throat of the carburetor or wets the air cleaner element with fuel. This type of leakage can be
caused by any number of problems:
S Loose or damaged main nozzle (2 piece flo-jet)
S Clogged air filter element (externally vented carburetors only)
S Excessive vibration
S Incorrect fuel inlet seat size
S Improper float level
S Clogged muffler
S Porosity in the carburetor casting
S Improper valve clearance
S Intake valve seat loose

24

1996 Technical Update Seminar

Carburetion Troubleshooting & Repair Procedures

TROUBLESHOOTING CARBURETION SYSTEMS

SPECIFIC CARBURETOR TROUBLESHOOTING REPAIR TIPS
TWO PIECE FLO-JET LEAKAGE

Fig. 24

The two piece flo-jet carburetor has a unique design

that can cause some misunderstandings in the field.
This carburetor has a main nozzle/jet that bisects
the carburetor body. Near the base or large end of
the main nozzle/jet tube is a chamfered area that
provides a seal between the emulsion cavity and the
fuel bowl of the carburetor. If there is any defect, dirt
or corrosion on the surface of the sealing area
(either the brass tube or carburetor casting) the
carburetor could exhibit a leak. The symptoms
include: unexplained and inconsistent leakage
while at rest, leakage during long coast down
periods, poor overall performance.

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

TWO PIECE FLO-JET LEAKAGE (cont.)

If the sealing area integrity is in doubt, take the old
nozzle and remove the threads with a bench grinder.
Place a small amount of lapping compound on the
nozzle at the taper and insert it into the body of the
carburetor. With a jet screwdriver, gently lap the
nozzle just as you would when you lap a valve in.
Remove the old nozzle and clean the carburetor
body completely.

Fig. 26

1996 Technical Update Seminar

Using a new nozzle/jet, install the Teflon washer

from a # 391413 carb repair kit over the tube and
seat it on the sealing surface of the new nozzle and
install. The Teflon washer acts like a gasket
providing a better sealing surface for both the
nozzle/jet and the body of the carburetor.

25

Carburetion Troubleshooting & Repair Procedures

ADDITIONAL SERVICE TIPS

S The proper and thorough cleaning of a float style carburetor includes the removal of all parts
including the welch plugs (on larger carburetors).
S The use of commercial carburetor cleaners is limited to a total soaking time of 30 minutes.
S Always use good quality carburetor spray solvents with long nozzles. These help immensely in
reaching internal orifices and passageways.
S Always wear eye protection when cleaning a carburetor. The spray from the aerosol can easily be
deflected and get into your eyes.
S The removal, cleaning and inspection of the inlet seat area is critical for optimum performance
especially in chronic leakage cases.
S Always install new fuel lines and fuel filter (#493629 recommended) when repairing a unit with a
carburetion system leak.
S Always instruct the customer to use the fuel shut off valve when transporting the equipment. If the
unit does not have a shut off valve, install one.
S Always clean your hands and work surface before starting any carburetor repair.

26

1996 Technical Update Seminar

Carburetion Troubleshooting & Repair Procedures

Notes

1996 Technical Update Seminar

27