SERVICE MANUAL Walbro DIAPHRAGM CARBURETORS Walbro Engine Management Aftermarket DivisionINTRODUCTION... AIR AND FUEI ALTERNATIVE FUELS. TWO-CYCLE ENGINE! 5,6 THE FUEL METERING SYSTEM. ase 6,7 BUTTERFLY VALVE CARBURETORS. 78 VENTURI OPERATION......... 8 TROUBLESHOOTING. Determining Cause. Pressure Testing... Hard Starting Hot. NO Idle. Poor Idle. Poor Acceleration. Poor High Speed... Carburetor Disassembly. CARBURETOR REBUILD...... Mixture Screws. Fuel Pump.......... Welch Plug Removal. Circuit Plate Removal MAIN NOZZLE CHECK VALVE. REASSEMBLY...... PRESSURE TESTING...... ADJUSTMENTS... BARREL VALVE CARBURETORG...... WY SERIES. WZ SERIES.. BARREL VALVE CARBURETOR ADJUSTMENTS. AIR PURGE SYSTEMS. PRIMER SYSTEMS... ACCELERATOR SYSTEMS. GOVERNOR. TOOLS... Walbro Corporation 4INTRODUCTION Walbro Corporation AA aivese 25 the Walbro disghragm cartureine line has become, producing a manual to detail the repair of each specific Walbro carburetor would be ‘a monumental task, and the manual would be obsolete as soon as it was printed. Instead, what ‘we hope to do here is to show you the individual ‘components that are found in various combina- tons within our carburetors and show you how to troubleshoot and service them. ‘We hope this manual becomes a useful and profitable 1001 in your shop. As we develop new carburetor technologies, we will try to keep you up to date on further service techniques. If you have any suggestions or additions to the next prit please send us 2 note. Sincerely, uo} tL Las J. Salas Field Service Supervisor Afvermarket Division Walbro Engine Management Corp.The Air Alrtaken nto an engine is what acwally creates the power within the engine. Of course the aris useless ‘without fuel. Fuel burning causes th airto heat and cexpand.reating he power of ihe engine. Theamount of powor created is a function of the amount of air taken into the cylinder. Ifa small amount of ait is drawn inio the cylinder, the air density is low and a ‘small amount of power is produced. Since the engine is under a certain amount of intemal and external drag, ue power produced slightly overcomesthe drag and the engine runs slowly. As more air is admitted int the cylinder the ar density becomes higher and ‘more power is produced. The engine runs faster, or can cary a bigger load. “The air isnot sucked into the cylinder, itis pushed inby aunospheric pressure. At sca level atmospheric ‘pressure exerts 14.7 PSI upon everything around it ‘Of course, as you come up from the sea atmospheric pressure drops - enough so that for every 1,000 feet hove sea level an engine kooses about 3.5% of it’s power. ‘Anything that allows more ar to be pushed into the engine on the intake stroke will increase the engine’s Dower. A turbo or super charger increases air density by packing the air in tighter than etmosphericpres- sure can. Similarly, decreasing the air emperature increases air density, so colder air produces more power than hot cir. The Fuels For any fuel to burn most efficiendy it must be combined with aspecific amountof air. Thisspecitic airffuel ratio is called the stoichiometric. (press Your fiends with that one!) For gasoline, the best ratio is 14.6 Ibs. of air for each pound of gasoline. At this ratioall the available ar is combined with all the available gasoline w get the most power and least ‘emissions out ofthe engine. Unfortunately, an engine ‘will not survive cunning at this 14.6:1 ratio: it would quickly overheat, Forancaginctosurvive, it musérun ‘an aiesfuel ratio thatis 2 bit richer. ‘Arich mixture contains more fuel than the'“ideal” ‘Mostengines run ata ratio of 10.5:1 to 12:1, provide ing them with abit of excess fuel. The extra fuel is used to cool the cylinder components as the engine ‘uns. Since some fuel is being wasted atarich seting, ‘emissions are higher and power is slightly less, we ‘want the engine to ran just rich enough to keep cool “This is the mixture at which the carburetor is gener- ally sot ‘Opposite ofa rich mixture is 2 lean mixture - 190 ‘much air and not enough fuel. Again, running lean will overheat the engine. Hot engines lose their oper- ating tolerances and seize. Hot enginesare also prone todetonation, anexplesive uncven burringof the fuel ‘within the cylinder. Detonation putsextremeloadson ‘engine pars causing them 10 fal TaN GNV HIV Walbro Corporation 3a aa Ww ) L Wu = = < Fs Zz TT} br = 4 Walbro Corporation Alternative Fuels ‘The other two fuels that are sometimes used (gencrally as high performance aliematives to gaso- line) are the alcohols: methanol and ethanol. Both of ‘these fuels require a much richer mixture than gaso- line. Methanol needs an air-fuel ratio of 64:1, or bout2.25 times more fuel-to-air than gasoline. Etha- nolrequiresan air-fuel ratio of9:1,0r about 1.6times the fucl-to-zir of gasoline. Soifit takes so much more alcohol to get the same power as gasoline, why is it used as a high perform ance fuel? First, aleohols have a mach higher octane than ‘gasoline, and an engine can be built o run at higher ‘compression ratios without detonation, so the engine can produce more power. NOTE: This offers no ‘benefit for a standard gasoline engine, ‘Sccond, alcohols have ahigherlateathect ofevapo- ration. In other words, it takes more heat to evaporate alcohol than gasoline. Notice how cool a running carburetor gets it takes heat to vaporize any liquid. Alcohol takes the heat from the intake ar (the cooled air is denser) and the dense air packs the cylinder tighter, resulting in more power. An engine running ‘on 100% methanol will produce about 15% more power than when running on gasoline. Of cours, it vill alsobum overtwice asmuch fuel o gethatexta 15%. ‘Third, alcohol fucled engines run cooker than gaso- line engines. But keep in mind that ifan engine isrun ‘onalcohol while the carburetor is setfor gasoline, the engine will be running leaner and hower. ‘Walbro carburetors can tolerate the legal limits of alcohols present in todays fuels: 10% ethanol, 5% rethanal, and 11% of the ocane enhancer MTBE (Methyl Tertiary Butyl Ether), Careless blending can sometimes result in percentagesexceeding these levels, on a local basis. You may have noticed that the ‘material a the tip of the inet needles is now a red colored viton.andthat several fuel pump diaphragms are now made from a brown colored woven fibe:- glass. These new components were developed 10 ‘increase the alcohol resistance of our carburetors. NO carburetor will currently handle 100% alcohol fuels, foran extended period. If you wish to use alcohol in a high performance application, we recommend you comtact a local race shop for advice on carburetor modifications. ‘You can see from this short discussion on air and fuel thatthe carbureior has an important job. Not only does it maintain a constant proper air-fuel rato, it ‘must do so throughout all the various speeds, loads, and running conditions thatthe engine faces. Weare now ready 10 continue on and learn how it accom- plishes this.[REED VALVE INDUCTION Air Induction on the Two-Cycle Engine pest Sey eee a eae motorcycles and snowmobiles. eee ee carburetor is created by the motion of the piston, but eal caries Secrets. sees: cee an Sega See valve style engine a thin metal or pastc reed is used senressenst Scone" | cehcate loa be msde tocnsure thatthe air only flows in through the carbu- peared pest wibiioieal ‘stroke of the piston. The piston ported engine allows coe stone ee aoeneeeee One bigaivanage ote 2els engin sizes mono neaNiRO aa pai t doom ily on aa cmp fr Wea, is See ability © operate in any position. To make use ofthis one Se vente Pat FUEL PUMP (METERING DIAPHRAGM 3 cs Q (3) a fe) Ti m m 4 2 Fa m o (ae nerds ee aes operate in any position. In order to operate in any a | paimteyrenrsomaly aperingengeny | Ear i (namely the float and inlet needle, and the gravity FEPUCESCRAMY LOW REPLIES FLOAT flow fuel system) need to be replaced with mechani- cal devices. The diaphragm carburetor replaces the float witha metering diaphragm and uses a fuel pump inpplace of gravity feed. The Fuel Pump System ‘Thepower tooperate the fuel pump comes from the crankcase impulse, The pressure and vacuum pulses travel through either a drilled passage or an impulse line, The pump is made up of the diaphragm bubble anda series of check valves. The fuel purp provides IMPULSE pressure which the rest of the carburetor depends cn. INTAKE AR} AAs the piston moves up into the cylinder it creates @ low pressure area in the crankcase. This vecaum pulse travels through the impulse passage and draws up onthe pump diephragm creating a vacuum within the fuel chamber. Atmospheric air pressure is al- lowed into the fve! tank and pushes the fuel through the fucl filter, the fuel line, and opens the inlet check valve fill the vacuum. The vacuum elegesthe fue) ump's discharge check valve, Walbro Corporation § FUEL PUMP INTAKE.FUEL PUMP DISCHARGE MPU ro ‘fale 6 Walbro Corporation ‘As the piston moves down into the crankcase it pressurizes the air. The pressurizedair travels trough the impulse passage into the carburetor fuel pampy it then presses dowat on the diaphragm pressurizing the fuel. The pressurized fuel then close the inlet valve ‘and opens the discharge valve in the fuel pump. From the pump, the fuel travels to the Fuel inlet sereen, The screen has an important job as the final rotcction against dit inthe inlet needle and the seat ‘he inlet screen is sized in conjunction with de fuel filter selected by the engine manufacturer “The inlet needle and seat control fuel flow through the carburetor. It is essential that they be in good condition forthe carburetorto function properly. The actual seating areanceds to be quite small to seal back thepressure from the fuel pump. Becauscor the small seat area, the inlet needle and seat are susceptible to leaking caused by dirtanddebrs. Walbro carburetors will cither have a machined-in aluminum seat or a pressed-in brass stat. The pressed-inseatisusedonly forcase of manufacuring;isnouldnotbe pressed out for service, ‘The Fuel Metering System There are four components to the fuel metering system: 1) the Metering Diephragin;2) the Metering Lever: 3)the Metering Spring: and he TnletNeedle ‘The metering diaphragm isa very sensitive device. It rust respond instantly to slight changes inthe fuel vacuum withinthemeteringchamber. The diaphragm ismaleofanivile rubber compoundover wovensilk, with the convolution molded into allow for greater movement. A stiffener plate and bution are attached atthecenter. Because the diapiragi must respond to cach intake stoke of the engine, it must be of the proper weight and resiliency. IF iis too stiff or too thea it willnot respond fastencugh andthe engine will starve for fuel at high speeds. ‘The metering lever transfers the pressure of the spring tothe inet needle, hokling the needle closed and preventing fusl from flowing from the pump. ‘When the engine is mnning, the metering lever does not lift she needle of the seat; since the needle tp is undor pressure from tho ful pump, it lifts off the seat assoonas the metering diaphngm travels farenough down to overtide the spring force. Metering lever heights very important incortolling when and how {ar the inlet needle opens. If the levers set too high, theengine mayrunsich; itis toolow theengine wil ran lean,‘The metering spring does more than simply close the inlet needle. Italso helps determine the accelera- tion end deceleration characteristics of the engine. ‘The spring must allow the valve to open at just the right moment on acceleration or the engine will stumble, and it must close at the right time when the throttle is closed or the engine will flood, Therefore, ji important o maintain the proper metering spring inthecarburetor. We'lllookat the metering systemas itfunctions with the entire carburesor, ‘Start Up “The engineat startup hasa number ofequirements that differ from usual operation. The engine is often imes col a cold engine isnotas efficient at vapor izing uel besause heats required to vaporize liquid (Cranking speedsazemuchlovterthan running speeds, soairflow lhroughthecarburetor isnotsuongenough to make fuel flow into the air sucam. Fortunately these two problems can be overcome by creating & rich fuel/air mixture, Thisisdone wih eidhera primer = which injects ext gasoline into the carbureior throat - or a choke which greaily increases the vac- ‘uur in the carb tat allowing an unusually high amount of gasoline to enter the intake sir. With the choke closed, the intake vacuum of the engine is ‘maintained within une_carburetor throat. This high ‘vacuum causes all the carburetor’s fuel nozzles to Geliver the fuel into the intake air stream, Idle ‘Once the engine stants, the chokes opened and the ‘engine is idling. At idle, the throtle plate is nearly closed. There slow pressure on theengineside ofthe plcand high pressure (armospherc pressure) onthe ther side. The high pressure air flows into the r= rmainingiransition olesand mixes with vie fuel inde ie pockc, Ful is drawn out ofthe ile posket into the low pressure on the engine side of the throtle plate, As dhe Fuel is drawn out of the idle pocket it ‘reates a low pressure throughout the metering sys- tem. Atmospheric air enters through the vent 2nd presses on the metering diaphragm, The diaphragra presses on the metering level, releasing the spring pressure olf the inlet needle allowing enough fue! 19 come ino replace the fuel drawn out on that suoke. FUEL IMPULSE | INTAKE AE ENGINE vac a StS (oy Re [ates OE AW ets ee eek) ‘Walbro Corporation 7[ ruey "] Part Throttle IMPULSE| Atmoderate throitle settings, the throttle plate has WrARE AR) ‘opened farther to allow increasedairintothecombus- vacoun a tion chamber. In order to maintain the proper air/fuel mixture, alditional fel mast be mixed in, This fel comes from the idle progression holes, On most diaphragm carburetors no ais comes out of the pro- fresson holes at par throttle, Thore are some di phragm carburetors that do have an air bleed forthe ile circuit. These usually appear asa small hole Trading irom the ouside ofthe carb body into the die pockei. The air bleed helps 1 atomize the fuel and helps prevent intake manifold puddling. Puddling is the buildup of gesoline in a pool, which then ges sucked ino the engine and causes the engine © g0 4} sich, Atpart droid the main nozzle begin to con- : tsbute fuel. pu se c Wide-Open Throttle Operation ec ‘As the throttle plate is opened farther, it has less vacuun effect on the locaton of tne high and low pressure areas within the earburcor threat. AL wide-open tivo, air qui rashes through the carburetor to {il the cylinder. Since air reflis the cylinder soon — afcr the intake vacuum is created, there is not much low pressure air (vacuum) withinthe carburetor throat. ‘Alow pressure area must be crested within the throat to diaw fvcl into the air stam. This low pressurc is created with a venturi, NOTE: Depending on the carburetor design, une idle cicuit may or may not deliver fuel at wide-open thro. | r fe} = =z c Ww oa [o) ee 2 = = lu > Operation of a Venturi ‘Weattempttoforce thesameamount of ai through the restriction ofthe venturi asis “naturally” flowing through the larger front and hack of the carburetor throat, To get the same amount of air trough a HGH smaller hole, the air must spoed up. As it speeds up, PRESSURE| its pressure drops. This low pressure created at the ‘venturi draws fuel out of the main nozzle, Low PRESSURE HIGH VELOCITY. Low ‘VELOCITY 8 Walbro Corporation | g‘The high speed nozzle is positioned so the venturi vacuum draws fuel into the carburetor throst. Main Nozzle Check Valve ‘The main nozzle is under atmospheric pressure when the engine is at idle and low throttle, and it’s ‘underavacuum when the engine sat mediumand fall throu. To prevent ihe high pressure ar at ile from bleeding back into the fuel passages (which would isruptthe idle mixture). wemustplaceacheck valve in the high speed fuel passage (usualy right at the rmainnozzle). The check valve llowsthe flto leave the main nozzle, but does not allow air to come in ‘We have looked at what happens within the carbu- retor as it rans from startup to wide-open throttle, ‘now we'll look at troubleshooting carburetor prob- Jems and components. Troubleshooting Carburetor Problems ‘Since the carburetor is so dependent on the opera- tion of the engine to do its job, your first step in troubleshooting is to determine if you have a carbu- retor or an engine-caused problem, We will assume you have already performed the needed tests on the ignitionandcompression systems,as problems within these systems can be mistaken for carburetor prob- lems. Itishelpful to be able to test the intake systems PRESSURE, 5 I nD ! iS Sg rc ul no eS ° fo} = - =! r < a fo) ‘vacuum 00 ae Walbro Corporation 9(] F = fo) fe} Ba Hn i oo a =) fe} ir E Pressure tesing the fuel system, 10 Walbro Corporation for proper operation. On a four-stroke engine, per- Forming a Icak-down tes is quite helpful. On a two: stroke engine, performing a vacuum teston the erank- case is necessary. In the absence of these tests you cannct be sure whether you are dealing with a carbu- relor oran engine induction problem. Inthe absence of a leak-down gauge ora crankcase vacuum pump, the following tests can help pinpoint carburctor ot intake problems: + A good first testis spray some fuel into the spark plug holo, reinstall the plug, and ty to start the engine. If the engine fires, ‘youcan assume that ignition and compe Sioa are operational + Neat, spray some fuel intothe carb Uroat, Ii the engine firesagain, you can be protty sre thatthe problem is inthe carburelor, or at east the fucl system. If the engine stl doesn’t fire, you will need tp inspect the intake system andthe other components of the engine. + Ifthe spark plug is wet even though the ignition is good, the engine is geting too ‘much fuel to man, or the plug is wet with something other than fuel, ‘Sonowifyou'resure thatthe carburetoriscausing the problem, you can begin to troubleshoot the carbure- tor. + Proper thorough troubleshooting can only, be done ina systematic way, starting with the easiest things 1 check and moving on to the more difficult. On a carburetor, the check list from easiest to more difficult may 100k like this: 1. Mixture sorew settings 2. Fuel level and quality (drain tank) 3. Fuel tank venting 4, Fuel filter (replace) 5. Throttle and choke linkages 6 Air cleanerPressure Testing Pressurize the entire fuel system with the 57-11 amp and gauge. Youshould get pop-off and a e- ‘seat pressure. This checks the following things: fvel line for leaks and soft spots; fuel pumps for sucking valves and plagged inlet screen; inlet needle for ‘proper pop-cff and re-sat ‘As you have the pressure tester hooked up to te fuel linc, crank the engine over. On each intake sircke, the needle oa the $7-11 gauge should crop ‘This indicates that the metering diaphragm is allow- ing the ncedle to open and air is passing through the carburetor fuel passages into the throat. You may have to choke ue carburetor to perform this ts. Pop-off and re-seat pressures are not critical com. ponents of carburetor troubleshooting. You are plac- ing the carburetor in a very unnatural situation by pressurizing it with 30 pounds of ar. Pop-off and re: seal pressures may vary by 10 or more PSI from carburetor to carbaretor. The important thing is that ‘the needle does pop off atsome pont, and the re-seat ‘pressures belOFS] or above, This will ensure thatthe fucl pump pressure ozsnotoverside the ncedle since the pump produces 5-7 PSL Refer to the troubleshooting chart in the back of this manual tohelp you determine the possible cause ‘of a problem. Detailed below sre some fuel systems problems uns are not specifically listed on the chart. Hard Starting Hot Hot restart problems can oftentimes be traced to ‘vapor lockii te carb or fuel line. Vapor lock oocurs ‘when the fuel lines or the carburetor are heated above normal temperatures after the engine is shut off, and the liquid fuel wrns to vapor. Inspect the exhaust ‘system and air shiclds for damage. Make certain the insulator blocks and gaskets are the proper anes for your engine. This problem can becompoundedby the ‘wrong season blend of fuel. A cold weather Fuel will vaporize too easly in the heat. Another heat-related ‘problem can result in the fuel in the tank pressurizing, the carburetor 10 the point of the needle coming unseated, causing carburetorleakageand engine lood- ing. This problem can occur more rapidly with an alcohol fuel blend. A ich adjusted carburetor will compound 2 hot start problem by delivering even ‘more fuel into an already rich engine. Different en- gincsrequire various amounts of choketo start up hot. Some will flood too easily when hot: others may require choking to draw a vapor lock through the carburctor. Unforuunately, thse insights into what the engine“likes” can only come through experience with that engine, No Idle ‘An engine that fails to idle could be caused by several problems, Is the idle speed too low? Is there ‘excess drag on the engine? Poor crank seals or poor compression will ruin the idle. Carburetor problems by icking the matorng apr ‘tho nla noelar-saats blow 10 pi, of devs ot ress, folow ine rocedures on. 17 8 18. SNILOOHSATESNOUL Walbro Corporation 11fo) = = ° fe) = G Tey = a ro] fe) oc F 12 Walbro Corporation List the causes you have found which contribute Renata scars that will ruin the idle are: clogged idle circuits and progression holes; misadjusted idle mixtare serews sir leaks at the carburetor mounting gaskets; and leaking main nozzle check valves. A meiering lever set too high will cause the main nozzle to drip and produce an erratic, rich ideas will he wrong meter- ing spring. Poor Idle ‘A lot of poor idle problems can be traced to fuel puddling. Fuel pudding occurs when fuel vapor ‘comes out of suspension and forms pools of liquid ‘gasoline in the crankcase of a two-stroke engine, oF the imake uact. Some puldling i inevitable, as some fuel will be knocked out of suspension by the erank- shaft and connecting rod. The swirling of the fuel Within the crankcase can also kad to puddling, Pud- dling causes problems when the engine is moved or turned and the raw fuel is ingested into the combus- tion chamber. A rich idle mixture can aggravate fuel puddling, as will a high metering lever, pressurized fuel tank, or a dirty air cleaner. Usually a fuel pud- ling problem needs to be corrected by a beter internal engine design, but the problem is aggravated by poor carburation. Poor Acceleration Ifthe carburetor hasan accelerator pamp, you will ‘need fo determine that itis working properly. Referto Ue Accelerator Systems section ofthis manual. Most ‘engines accelerate offaslighily rich idle mixture. If te idlemixture is adjusted forthe perfect ile, that’s probably too lean for good acceleration. Ifthe meter ing leveristoo low, or the metering spring is to stiff, the mixture wil be 100 Jean for acceleration. Poor High Speed ‘Tne increased demand for fuel athigh speed opera- tion can overload the capacity of a diy fue! system or inlet seren, Soft fucl lines have a tendency to collapse under the increased draw at high speed. A pocrly ventilated tank will cause high speed fuel Starvation. sticky main nozzle vale orone swollen from stale fels wil nt allow gasoline through the high speed system, A governor on the carburetor or ignition will give the effec of poor high speed por formance when the engine overrans Carburetor Disassembly Nincty percent of all carburetor problems come from dirt and fuel gums, Before disassembling a carburetor, wash it thoroughly in clean solvent. A. clean, wol-lighted working surface is essential to ‘goad carburetor repair. The following tools will be ‘most useful at the carburetor repair bench:Softaved Vise Pen ight Neodle-nose pliers Magnifying glass Asst. Screwdrivers Compressed air Spray carburetor Small Balpeen hammer cleaner 57-11 Pressure Testor 500-500 Tool kit ‘Tovally disassemble the carburetor. Use the illus- tration in your catalog as 2 guide to ensure you've removed everything. Not every part shown on the breakdown will beincludedin your particular carbu- rotor. The best cleaner for Walbro carburetors is 2 spray type carburetor cleaner, The pressure in thecan ‘works to dislodge dirt, and the chemicals aren't as caustic as the dip tank cleaners. Ifa dip cleaner is ‘used, all plastic and rubber mustbe removed from the carburetor, and the carburetor should not be soaked for longer than 15 minutes. Bo @_ OP ae, S&S > ae ° Pa Ee ow te Fs m x fo} ) D m wo S = iw] Mixture Screws Inspectthe tips ofthe mixtureneedles; they should be fee of grooves. A ring you can see is ok, but you shouldn’t be able to fee! it with your fingernail. Be aware that if the needles are grooved, their seats will be ruined also. A damaged screw or Seat results in a very sensitive need. If the carburetor seemshard 10 adjust, always toorich ortoolean, the needlesandthe seats are probably ruined, Walbro Corporation 13fa) = = in wi a a re} Ee Ww ra =) a a q (3) 14 Walbro Corporation Fuel Pump The fuel pump is gencrally trouble free. But here are some problems that can arise. 1. The diaphragm eck valves can get stuck down by fuel gums and nish, preventing fuel flow through tho 2. The crush ribs in the cover that seal around each chamber can get damaged by rough treatment, allow- ing the fuel pump to leak or reducing its capacity. 3 The machined surface where the check valves se ‘can get scratched or nicked: if this happens the valves may not hold and pump capacity may be reduced or the pump may empty of fuel during storage requiring ‘excess cranking time to re-prime, Welch Plug Removal Removing the welch plugs is essential fora thor: ‘ough carburetor service jo. Removing the welch plugs is best done with the Walbro $00-16 tol. Hold the punch at a shallow angle to the welch plug and drive it through. If the punch isnot held ata shallow angle itcould damag the calibrated passages underneath the plug. Spray carburetorcleaner through the idle passages under th plug or plats. DO NOT use a drill o other tools 10 clean the pascages. These holes are precisely sized ‘and changing them - even a thousandth - will effect, the engine idle. When you are satisfied that all the passagesareclean, rinse the carburetorin solventand blow it dry. Circuit Plate Removal ‘The circuit plate will be held in by one oF two screws. Undemeath the circuit plate will be a gasket, and possibly adiaphragm. Take yourtime and fellow the passages underneath the plate and gasket. Make sure you know where the fuel is coming from and ‘where it is going to. Some carburcior kits have more than one circuit plate gasket in them, Make sure you use the proper gasket for your carburelor when reas- sembling it If youuse the wrong gasket, it will in the loss of fuel flow to one or both circuits. your ‘carburetor had a circuit plate disphragm, make cer- tain that it geis put back in, Tho circuit Dhragm scis as 2 main nazzle check valve Ifthe circuitplaies or welch plugs are leaking, fuel «will bypass themixture scrowsand the carburetor will run rich,Main Nozzle Check Valve ‘There are two types of main nozzles oa Walbro carburetors: the mechanical seal and the capillary seal. The mechanical seal check valves can all be checked quite easily. Locate the hole that supplies fuel to the main nozzle. Tais will generally be closeto the high speed. needle. Place the end of a piece of primer hose over the fuel hole; make sure the high speed needle is tured out a few turns. You should be able to ezsily blow through the valve into the carbureior throat, bt not able to suck air back as easily. If the hole is hard to reach with the hose, you can also plugthe supply holewith yourfingerandhold the hose over the main nozzle needle hole, If the check valve tests okay, no further action is needed on it. ‘The capillary scroon seals rely on the capillary action of gasoline against a fine wire screen to keep air from coming back through them at idle. Since there is no mechanical seal on these valves, they ccannot be tesied with the primer hose. Also, the capillary screen is susceptibleto clogging with debris that has managed to pass through the inlet screen. ‘Therefore, itis recommended that the welch plug or Ccupplugover the screenbe removed so he sereen can bbe cleaned and inspected. Refer to the carburetor paris list to see if the carburetor has a check valve screen, = = o z fe) WN N = a fe) =a m fe) Ea 4 = a < m Cup plug over screen Walbro Corporation 15‘Cup plug removed, ca i) E =~ 4 iS) i es 5) ir) = NI N le} 4 ES Eq = 16 Walbro Corporation lary sereen visible. Removing the cup plug to gain access to the check vvalveis best done with a# 8 bottoming tap or a Sram set screw. Screw the tap into the cup plug, then pull, the tap and plug straight out. ‘Walbro usesa number of main nozzle check valves. They are shown here along withthe proper methodot servicing them, NOTE: Before servicing the check valve, remove the high speed needle, ‘The mostpredominant check valve style in produc: tion now uses a capsule check valve. These are self- contained and are pressed into th carburetor body. If they need to be replaced, they are simply pressed on through into the carburetor throat. Some carburetors ttave along tube nozzle; Unese mus be pressed back out of the throat witha flzt blade screwdriver (Older model carburetors such ss the HDC contin «a three piece check valve system. This consists of a check valve disc, abrass retainer and a debris screcn, ‘Theretainer is removed withthe slide hammer puller '#500-501 in the 500-500 1901 kit. Some HDB carbu- retors use a similar system but use the screen as a capillary sealJOOTING CHART FOR DIAPHRAGM CARBURETORS Erase Lu eld BREE! [| 5 U" Neadie Needs Frequent Adjustnent tt} St - sy toass Up Votan oe ACCELERATION & DECELERATION (como O00) ‘Over Acclorauen HIGHSPEEDMany WA model carburctors use a similar chock valve retained with a smaller cap. This cepisserviced ‘with he pia punch sxyletooisin the 100! kit Too! 500- ‘502 is used to remove the ring over the check valve disk, and 500-14 is used to reinstall it Circuit plate siyle carburetors may use a simple ‘apper style check valve incorporated into a small diaphragm under the circuit plate. Take care toinsll the comect circuit plaic diaphragm, as the wrong one ccan shut off all the fuel through the carb. ‘The check valves are generally trouble free, but they willgetclogged up with fuel gamsand should be removed before dip tank cleaning. | Inlet Seat Seak a cotton swab in carb clearer and use it to remove fuel gum from theinletseat. Do not insert ny hard to's into the seat as they can damage it. On a carburetor that has had a Tot of use, eventually the inlet seat wll become worn, When this happens, the needle willno longer holdpressure andthe carburetor ‘must be replaced. During cleaning, spray carburctor Cleaner through all passages toensure they ae free of ‘obstructions = S =z z fe) ix] i SI ui fe) et Lu co) ~z = FS < m Walbro Corporation 17 Re ssi48 Walbro Corporation Carburetor Reassembly To begin reassembly, intl the cizeuit plate or new welch plugs. Lay the welch plug into its well; apply athin ing of nal polish around the edge ot the plug and drive it flat. Make sure the welch plugs are dhiven fat or they may interfere with the metering diaphragm movement, Wipcallthenail polish of the plug, toleaveathin ring round the edge. Te sealant acts as an extra measire to ensure the plug doesn't leak. Ifthe plug leaks you will ntce tat dhe ile needle becomes less effective. Tool 500-15 is the proper tool fr welch plug installation If the carburetor has a cup plug over the main nozzle, be careful to not install it too deeply into the ‘main nozzle well. [F pressed in too far, it can restrict Ue How of fuel from the tip of the high speed needle. resstho cup plug in just far enough 80 its upper edge seven with the metering chamber floor. Next, reassemble the fuel pump. Install the inlet sereeato the properdepth. Instalinew, original Walbro ‘gaskets and diaphragms. Remember that the pamp diaphragm goes on next tothe carburetor body. No- tice thecrushribs onthe underside of the pump cover, ‘These are essential for good sealingand shouldnotbe damaged. Install the inlet needle metering lever and spring, ‘Setihe metering lever height using the 500-13 gauge. This height is very imporant so make sure it is correct. If you are using an older gauge on a WZ.or WY carburetor, use he gauge tab marked forte WA and WT carburetors.Final Pressure Testing Place a small amount offal in the inlet needle well Now pressure test the carburetor again withthe 57-11 ganze. Observe the pop-off and re-set pres- Sure, Ifthe carburetor docs not hold pressure, im rmerse itn solvent to determine where i s leaking ‘Smal bubbles around the fuel pump cover are okay, bt you should not get bubbles from under the inlet needle antl the needle pops off. fits ekay, continue assembly ‘Bubbles from unde the inet nose, only ater pep. ‘mal bubbles a the fel pump geste! are not herml Walbro Corporation 1920 Walbro Corporation Install the metering gasket and diaphragm IN ‘THAT ORDER. The metering diaphragm cover has 4 vent hole either in the center or on the side, I's imponant to install the cover so the hole is facing ‘away from the engine fan, This way the hole doesnot get sawdust blown into it. Ifthe fan does not blow ‘across the carburetor, install the cover with the hole facing the normal downward position if you have a choice. ‘Your last step is to install and preset the fuel noedles.LIGHTLY turn the needlesin until they seat, then back them out 11/2 tums. This setting will be richer than the finaladjustment. Final adjustment will bbedone with the enginerunning. Someenginc manu- facturers recommend a preset other than 1 1/2 turns; it so, follow their directions. Final Adjustment Idle Mixture: ‘The idle fuel mixture is usually adjusted first. Start. the engine and let it reach its normal operating tem- perature. Begin lowly tuming the idle mitre crew clockwise. As you turn it in, the engine speed will increascand then stat to decrease asthe mixture gets leaner. Note thenzedie position atthe point when the ‘engine speed starts to decrease; this is called the lean érop-offpoint. Back the needle outand the spced will again increase as the mixture passes through opti- ‘mum toward rich. Not the position of the needle when the speed again starts todocrcase; this is the rich ‘drop-off point. Your final needle seting is halfway ‘between the rich and the lean drop-off points. Once the mixture is set, the idle speed nevds tobe adjusted. Settheidle speed atthe recommended R.P.M., or just below clutch engagement, High Speed Mixture: ‘The high speed mixture is adjusted much the same ‘way. With the engine at wide-open thrid, ind the rich and lean drop-off points, and set the’ mixture Dewween them WARNING: REMEMBER THE EFFECTS OF RUNNING AN ENGINE LEAN. RUN THE EN- GINE FOR ONLY AN INSTANT AT THE LEAN DROP-OFF POINT. Iftheengine seems torunrichat highspeed when not Under a load, check to see if it has 2 carburetor _govemor. See page 30 or information on Walbro car- bburetor governors. Once the carburetor is adjusted, re-chock the idle speed and make sure the engine accclcrates smoothly. If t stumbles on acceleration, enrich the idle mixture slightly. If poor acceleration sill occurs, determine ifthe carburetor is equipped with an accelerator system and that it is working ProperlyBarrel Valve Carburetors ‘The theories of operation of te barrel valvecarbu- rotor is very similar to that of the butterfly valve carbaretor, but the actual operation is quite different In the butterfly valve carb, the throte plate con- trols the ar flow into the engine. To increase engine speed and power, more air is admitted to fll the cylinder. In order to maintain the proper air/fuel ratio forengine operation, the amount offuel mustinerease (¢ decrease in proportion to the amount of air. At higher ai volumes the ar flow through the venta is adequate 10 draw fuel out of the main nozzle, The ‘more air, the more fuel in fairly equal proportions. At lower engine loads, the engine isnot drawing a lot of air, In fact. the air flows through the venturi easily ‘without drawing fuel out of the main nozzle. At these low engine loads and speeds, we mast provide fuel delivery at other points with higher manifold vac- ‘uums. These other delivery points arc the idle and progression holes, where higher vacuum is ereaid by the position of the throite plate. ‘The barrel valve carburctors use a mechanical con- teoloverthe fue flowing intothe iniakeairratherthan relying on the air flow alone to contol it. The barrel still regulates the air flow like a throttle plate, but instead of fuel entering the air stream at the main nozzle and tree or four progression holes, the fuel ‘enters tho air strcam from only one spot - the fucl nozzle. Since the barrel resiricts the air flow both before and after we main nozzle, the main nazzle is ‘always acted upon by the same amount of vacuum, essentially a variable venturi. A moveable neadle in te fuel nozzle conurols the fuel flow at all throwle settings. The needle moves into the fuel nozaleat low throtile and out of the nczzle at wide-open throtile, ‘The needle movement is contolled by the Uuowle samp. Theadvantage of the barrel valve design is that itprovidesforaveryevenair/iuclmixture troughout all uiroule setings. Presently, there are two model classifications in the barrel valve lin: the WY's and the WZ's. The WZ's are characterized by the pres- ace of of a built-in air cleaner, and the air flow through tho carburetor makes a 90-dogree bend. The WY’S have the most diversity. There are currently eight WY models: WY, WYE, WY), WYK, WYL, WYM, WYP, and the WYF (which is a float-styls carburetor). The WY all havethe fuel pump and the metering diaphragms stacked on one side ofthe carb body. Some of the WY's have metal bodies, some have plastic bodies. Most are fixed jet carburetors, but the WZ and some WYK’s have adjustable main Jets. Despite this varity, the WY"s all operate in ‘much the same way. As the throttle lever isrotated by the throtle cable, the hole within the barrel comes into aligament with the bole through the carburetor body. Atthe same time, the throttle pin follows up the ramp under the throtUe lever. The pin, ising up the ramp, lifts the barrel and the fuel ncedle so thatthe needle exposes more of the slot in the side of the nozzle to the air srcam, Les] Pd es] es] m | oo < 5 < tu) ce} bd es oO <4 a ™ S| fo} a on Walbro Corporation 21‘The Operation of the WY ‘The fuel pump passages are cast into the body. Crankcase impulse is delivered 10 the fuel pump on c im = va a 26 Walbro Corporation cHEOK VALVE ‘Depressing the bub forces al cul the ovriow ube, Releasing the bulb closes the discharge valve and ‘opens the inlet valve. The vacuum travels through a ‘channel and into the me‘cring chamber. Here it draws down on the metering digphragm, opens the inlet ‘needle, and draws fuel from the tank through the fuel pump. (Once the bulb is full of fut, all the air has been removed from the fuel sysicm. One critical compe- nent to this system is the check valve located before the nozzle. This prevents air from coming in through the fuel nozzle when the bulb ereates the vacuum in themeteringchamber. A harrel valve carburetordoes not need a check valve atthe nozzle otherwise. Newer air purge systems usc a rubber double- ‘acting check valve in place of the two spring loaded disc valyes.The buterfly valve carburetor air purge system works the samo way as the barre} valves. However. the third check valve preventsirflow back Io the metering chamber from both the high speed ‘nd the idle circuits. These carburetors fa separaie main nozzle check valve Datterfly valve carburetors. Primer Systems Presently only WZ and some WYK models have ‘primer systems. The primer system works in much the same way as the sir purge, but insiead of simply ‘Pumping the fuel back to the tank it also pumps fuel ino cithera state box or a tater wick, The saver wickis.a porous foam wick that absorbs the fuel from the primer and makes it available to theengineatstart up. The one possible problem with the primer system is the poteatal for flooding the engine ifthe bulb i pressed too many times. To overcome this problem, ‘Walbro offers carbureiors with a starter box. The starter box stores a metered amount of fuel 30 when ‘the starter bution is pressed, fue! is delivered to the starter wick. On WZ's the starier wick is locaied bbehindthe intake cup. WYK carburetors usea primer sysiem withthe starter wick under the botiom ofthe Darel. The WYK's with starter boxes have an addi- tional spring lozded diaphragm that pressuriaes the fuel being put into the starter wickt ‘tha Bulb ature te shapa, fal ie drawn though the fl pump and “he metering chamber to fil ha bo lean mma is generally only a matter of cleaning and servicing eee eon oor eerene eee ataieeisibe check valve or the nozzle check valve is stuck open. ‘Any defect that provents the carburetor from getting fuel to the engine will also prevent the air purge or primer from working (with the exception of the nozzle check valve); if it is stuck closed, the engine will not run but the primer will work. If tis stuck ite ae germany autres Tesora ages eae tae seer eenw ce tate ‘the whole assembly out, then press a new one in, To test any check valve, determine the proper direction of flow through the check valves and test for it with the primer hose (like you did with the main nozzle check valve). zu ss = fu es oy) 4 7) pe ful = 7) (On starter box equipped carbustos, the ful ls divaried tothe wick ony ‘nen the starr button Ie prosand Walbro Corporation 27LE El WIDE OPEN THROTTLE 7) = Ww = BS no i = 4 oc wi a Wi oO 3} 7 28 Walbro Corporation WIDE OPEN THROTTLE — Accolerator System: ‘There are three styles of accelerator pumps found on Walbro diaphragm carburesors, AI uee are wed to provide an extra shot of fuel to earch the mixaure ‘when the throte is first opened. Theadvantage ofthe accelerator system isthatitallowsthe idle mixture 10 be setat optimum, rather than slighty rich, allowing the engine toile beter. Piston Pump: ‘The piston pump system consists of a small brass piston in a cylinder, drilled into the carb body. The piston isheld into a iat spot on the throttle shaft by a spring. When the thratleis opened the pisionisifted ‘out of the flat spot and pressurize the fucl behind it. ‘The fuel is forced through a channel and is injected {no the main nozzie or metering chamber. Crankcase Impulse: This system uses the pressure pulses from whe crankcase to pressurize the metering chamber. A pressure passage (similarto the one thatruns the fuel pump) is channcled up io a hole in the carburetor ‘body. When thethrotileis opened, ahole through the tote shalt lines up with a hole in the body. This allows the pulse to travel into the chamber on the dry side of the metering diaphragm, forcing the dis- phragm down and allowing the inlet needle to open.Boot Style: ‘This system uses a small rubber bladder to hold a shotof fuel. The inside of the bladder is connected to the metering chamber, oF directly 1 the carburetor twoat. As in the impulse style accelerator, a hole leads fromanimpulse source through the centerofthe throttle shaft and into a small brass cap surrounding the rubber boot. When the throttle is opened, the impulse pressure is allowed to flow around the out- sideof teboot collapsing itand forcing fueloutof the inside ofthe boot and into the carb throat ‘Troubleshooting the accelerator sysiem is gener- allyamatir of keeping the passages clean. Ifyouare having trouble with engine acocieration, check foran accelerator pump and make sure it’s operating, IMPULSE SINALSAS HOLVHATSOOV Walbro Corporation 29Governor Systems ‘The govemor is another option available to Walbro customers. It works OIF the vibrations created in a running engine, The governor consists of a spring ‘hich holds a bell against 2 seat, When the engine exceeds its govemed speed, the vibration of the ball overrides the spring. When this happens, fuel is allowedto bypass tne ball and flowsdirecily from the meteringchamberinto heearbdvoat Theich mixure ‘causes the engine to slow down. Generally there is no service needed onthe gover- nor system. Ifyou cannot get the mixture to lean out, make sure the governor ball is not stuck open. Keep in mind that the engine will actrich as itreaches its ‘governed speed, so you will notbe able to lean itoat at no-load, wide-open throtle. To adjust the high speed mixture on agoverned engine you will have io Ioaddown theenginetoadjustthe high spced mixtuce because on many engines the governed speed can be reached befor te main nozzle is delivering fuel. This style governor sysiom has also boon incorpo- rated info the main nozzle on some carburetors GOVERNOR ‘Govemer installed ina carburetor 30 Walbro Corporation‘The proper tools add efficiency and profession- alismto the carburetorrepair job. The 57-11 pressure tester and the $00-500 too kit are also availableas package; order the 400.595 from your distributor to receive both. Any of the tools in the 500-500 kit are also available separately from your Welto distribu tor. The 57-11 pressure gauge pump canbe rebuilt, using the K1-Gauge rebuild kit TOOL.NO. 500-13 Walbro Corporation $1Walbro Engine Management Aftermarket Division 6242-A Garfield Steet Cass City, Michigan 48726-1325 Telephone (989) 872-2131 o-1022 FAX (989) 872-7036