PBEFACE CONTENTS

This service manual corresponds Specifications Rewindstarter

with the design features of the Designand function 33
STIHL 08. S chain saw starting Clutchand chaindrive Troubleshootingchart 33
fr om machinenumber4819800.lm- Des iqn and function 5 Disassembly 34
portant modificationson machines Troubleshootinqcl-a"l Installation
5 of a new
before this number wrll be refered Disasserrblvund ."ou,, staner rope
6 34
to so that this rnanualcan be laken Feassemblv 7 Replacingthe rewindspring 35
as a basisfor properrepairwork. Tensioningthe rewindspring 35
Engine 8 Replacing the plasticring 36
Any failure of the saw may have Design 9 Generalrepair 36
several trouble sources. When Trouble shootingchart 9
trouble shooting we recommend Exposing the cylinder 10 Oil pump
therefore to observe the "Trouore Disassemblyof cylinder and Design and function 37
shootingchart" of all chaptersand prston 11 Troubleshootingchart 38
al so to use the illustratedspare Reassembly of cylinder Disassemblyand repair 39
partslist. and piston tl
Disassemblyof crankcase- Carburetorand air tilter
Technicalmodifications which will Removalof crankshaft 14 Design and function 41
become necessary after publica Reassemblyof crankcase 15 Troubleshootingchart 43
tion of this repair instructionwill Installingthe crankshaft 15 Pressuretesting(tightnesstest) 45
be broughtto your attentionby our Pressure test with positjve Disassembly
"TechnicaI Informations". pressure(tightnesstest) 16 Repair 46
Pressure test with negative Carburetoradjustment 49
This service shop manual as well pressure 1B Air filter 49
as all TechnicalInformationsbeing
subject to modificationsshall only Fuel hose 50
be handedto personellwhich ls In lgnition System
chargeof serviceand repair. Design and function 19 Throttledevice
Trouble shooting 20 and choke shutter slide 51
Handing over or lending this ma- Spark plug 21
nual to other personsis prohibited High tensionlead 22 Manualfor specialtools 52
Short circuitwire 23
lgnition stop switch 24
Flywheel
Armatureplate 26
lgnitioncoil 26

STIHI:
AndreasStihl
Condenser
Breaker point set
Checkingthe ignition timing
28
29
30
Postfach | 760 Adjustingthe ignition timing 31
D -7050Waiblincen Magnetoedge gap 32
SPECIFICATIONS
o
Specificationsare subiect to
changerYithoutnotice! o

Engine: S I IHLsing le cylinder two-cycleeng inewith specialchromium

imp regnated cylinder walls.
Piston d isplacement: 56 cm3(3.42cu. in)
Cylinderbore: 47 mm (1.85in)
Pistonstroke: 32 mm (1.26in)
Compression: o q.1

Max.torque: 3 58 Nm (2.64lbf. ft)

5000r.p.m.
Max.allowedTevolut Lons: 10.000r.p.m.
Mean idle speed: 2000r.p.m.
Crankshaft: Three-part
Crankshaftbearing: Groovedball bearing
Crankpin: 14,4mm (0.57in) i. diameter
Pistonpin: 12 mm (0.47in) i. diameter
Pistonpin bearing: Needlecage
Bewindstarter: Frictionshoe systemwith auto-
maticrewindingof starterrope
Startingassistanceby half throttle
lock button
Starte r rope: 4,5x 1000mm (0.12x40 in) i. d.

Sealing test of crankcase: Testingpressure(positive

pressure)0.5 bar (7.25lbf /in'?)
Testingpressure(negative
pressure)0.26ar (2.9lbf./in2)

Clutchr Heavyduty centrifugalclutchwith pressed-onlinings67 mm (2.64in)

in d iameter
al,,t.h andr ^am ant .t Approx.2800r.p.m

Fuel System: Carburetor: All positiondiaphragmcarburetor

with integralfuel pump
Highspeedadjustmentscrew H: 3/r-1 turn open
Low speedadjustmentscrew L: 3/a-1 tu rn open
(Basiccarburetoradjustmentfrom Y
snug seat of adjustmentscrews)
Pressuretest of carburetor: Testingpressure(positive
pressure)0.5 bar (7.25lbf./ in') v
 3

o
o

FueI tank capacity: 0,76 | (1.6 pt)

FueI mixture: Fuel mi x 1 :40 w i th
S TIH L tw o-cycl e eng i ne oll;
I :25 for other branded
tw o-cycl e enq ne oi l s
A i r f l l t er: B ound w i re mesh fi l ter

lgnitionSystem: Flywheelmagnetowith breakerpoints,fullyenclosed

Magnetoedge gap: 6. . .9 mm (0.24.. .0.35 in)
Air gap: 0.2 . . . 0,3mm (0.008.. . 0.012in)
Advancedignition: 2 0 mm (C08 in) beforetop dead
center
Advancedignitionangle: 260
Breakerpointgap: 0,4 mm (0.016in)
Condenser: Capacity0,15. . . 0,19rrF
Armaturecoil: Resistances
Primary winding
Secondarywinding
Bosch no. 2204211 060
066 1,0...1,4o 5,1 ...6,9k9
2204211051
up to Boschmanufacturing
date523 1,9...2,5A 5,0...6,7kQ
starting from Bosch
manufacturing date524 1,2...1,7 s2 5,0...6,7kQ
Sparkplug BoschW 7 A
Heat range175
Electrodegap 0,5 mm (0.02in)
Spark plugthread: M 14X1,25;12,7mm (0.5in) long

Tighteningtorquesfor screws for Crankshaftnut

and nuts: lgnitionside
Sprocketside
Cylinderbasescrews:
Spark plug:
9 CountersunkscrewsM 4:
CylinderheadscrewsM 4:
Screwsand nuts M 5:
a Screwsand nuts M 6:
29.4Nm (21.7lbf.ft)
29.aNm (21.7lbf. ft)
9.8 Nm (7.2lbf. ft)
24.5Nm (18.1lbf.ft)
2.0 Nm (l.4 lbf.ft)
2.5 Nm (1.8lbf.ft)
4.9 Nm (3.6lbf. ft)
6.9 Nm (5.1lbf. ft)
4

o
O

CuttingAttachment: Guide bars: Duromaticguidebarswith stellite

ti^ni^^ et tha hrr n^aa

Rollomaticguidebarswith star
shapedrollernose
Bar lengths: Duromatic35,43 and 53 cm
(14,17 and 21 in)
Rollomatic43 cm (17 in) only for
3/e"(9,32mm) chain
Chain: 3/a'(9,32mm) and 0.404"
(l0,26mm) pitch
Chainspeed: Approx.17 m/sec.(55.1ft/sec.)
at 7000r.p.m.
Chainlubricationi Fullyautomaticoil pumpwith
pumpplunger governedby
engine speed
Oil tank capaclty: 0,34I (0.72pt)
Chainsprocket: 7 ieeth for 0.404" pitch
8 teeth for 3/a" pitch

Weightof saw: w rth 3 5 c m (14 i n) bar and charn Approx.8,3 kg (18.3Ib)

Extras: STIHLemergencykit 11089005002(Assortmentof the mostfrequent

wearingparts)
set of gaskets1I08 0071050)

U
U
 c CLUTCHAND
CHAINDBIVE

o D es ign and F u n c ti o n

, The powerfrom the engineis trans againstthe clutchdrum thus trans The carburetortherefore must be
mitted to the saw chaln by means mitting the engine power (torque) adjustedin such a way (see car
of a centrifugalclutch.This clutch over the chain sprocket onto the buretoradjustment")that the chain
i s c om pos ed o f c l u tc h c a rr e r, 3 s a w chai n does not run w hen engine is id-
clut c h s hoes , 3 c l u tc h s p ri n g s a n d Ing
c lut c h dr um w i th c h a i n s p ro c k e t. Pre tens oni ng and e astrci ty of i he
To guide t he c u tc h s h o e s a w a s h e r c l u tc h spnngs are des gned i n such The cl utch of the 0 8 S is m ajn
i s pos it ioned n fro n t o f a n d b e h i n d a w ay that the I n ngs of the cl utch tenance free t i s se t out , however ,
th e c lut c h shoes start frictioningat the clutch to norma wear and therefore
drum at an enginespeed of approx. shoud be checkedfor proper func
W it h inc r eas in g e n g i n e s p e e d d u e 2 B0 O r.p.m. W i th i ncreasi ng engi ne ti on ng at regul ar nte r va s
to t he c ent r if u g a l fo rc e th e c l u tc h s p e ed the cl utch becomes force
]
shoesare forcedout a^d p'esseo locked
I f
II

Tr ouble s hoot in g c h a rt

Trouble R emedy

l ns uf f ic ient f or c e l o c k , c l u tc h C l u t ch l i ni ngs w orn Fepl ace al l cl utcn snoes

slips - s aw c ha n d o e s n o t ro ta te
a t high engine s p e e d C l u t ch l i ni ngs and cl utch drum are W ash cl utch i n cl ean gasoline,
fo u l ed (by oi l ) roughen w i th emery clot h

Saw c hain r uns a t i d l e s p e e d En g i ne speed too hi gh Feadj ust i dl e adl ustment scr ew

Ex t r aneous nois e s Sp ri n gs are stretched or fati gued; R epl ace al l spri ngs
S p ri ng hooks broken

N e e dl e cage damaged Fl epl aceneedl e cage

Ex t r em e c hain w e a r Worn chainsprocket Replacechainsprocket

a Incorrectchaintension Tensionsaw chainproperly

 and repair
Disassembly
o
o

Top:
InsertedLockng screvr Fasteningthe puller device

Bot t om : Botiom:
Bemov e c l " a n s p r o c k e t c o ve r Loos eningt he h e x n u t R e m o vn g t h e c a r r l e r

f
.1

5flFt ott +

First remove chain s procketcover

wlth handletube as well as bar and
chain.

Screw out spark p ug and replace

it by the speciallock ng screw. Put
combinationwrench onto the hex
nut and turn the crankshaftclock
wise until the piston bottom rests
againstthe lockingscrew thus lock
ing the crankshaft Now the hex
nut can be loosened.

Attention!The hex. nut has a left Insert thrust p ece with its center- gasolineand if availablecleanwith
hand thread- loosen n clockwse ing head first into the pullersleeve. compressedair. Roughen friction
d irection! Fastenpuller device 11078904500 a.eas of tl'e cleanedclutch lirings
with 3 cylinder head screws M with emerycloth.
4X 12 onto the carrierand screw Lrr
Washer, chain sprocket, needle Lhrustscrew until rhe carfler,s de-
cage and inner sleeve can now tachedfrom the crankshaft.Finally Beplace damaged or worn parts.
be removedfrom the crankshaft.lf removethe rear guidewasher. CluLchshoes and clutch sprrngs.
it is difficultor even impossibleto however,must always be replaced
remove the inner sleeve pry it off
the crankshaftby meansof a screw Wash all componentparts of the
in sets!
U
driver. ThereafteT remove front clutch includingclutch drum, !nner
guide washer. sleeve and needle cage in clean !
o Reassembly
o
Top :
Vou n t c d q u d e v r ' a sh e r
Eott o i n :
Prc p c r l y n r o u n i e d c lu tch
Th e r ear guide w a s h e r s p u t o n to
th e c r ank s haf t ag a i n l n s u c h a w a y
th a t t he indent ed s i d e a t i ts o u te r
d l a m et er point s to w a rd s rn e c ra n K
ca s e.
On s aws wit h r ea r c u tc h w a s h e r o f
4 5 m m ( 1. 78 in) i n d i a me te r th e
w a s her nLs l bp r o u n tc d i t
" u c h .r
t! * ", t nd- . nP DA a o c o e o g e o o ^ rS
to war ds t he c r ank c a s e .
J Th "r" uf t " r - s lide c l u tc h o n to th e
Top:
S crew ed on threaded bush i ng
C cnte r:
Threaded bushl ng and pul l e r s c rew c d onto
B ottol .f:
M o u n ted support ng w asher P u er s eevc part y screyr' ed n
-$;
c ra n k shaft unti the key groove ol
th e c a rrer overl aps the radi us of
th e k e y somew hat. Thereby care
h a s to be taken that the 3 threaded
b o ri n gs i n the carri er are vi s bl e!
F o r th s reason the crankshaft i s of
d i ffe rent tol erance i n l h s i ,rre.r
Sh o u l d the seat, how ever, sti r D c
to o t ght support thi s nrount n!l
o p e ra t i on by l i ght hammer bl ow s
w h e re by a pi ece of tube of non
fe rro u s materi al shou d be useo.
N o w sl de front gui de w asher onto
th e c rankshaft.
T h e f n al press-sLi di ngof the c utch
i s d o n e agai n w i th the pul l er de
v i c e 1 1078904500 to w hi ch now
th e th r eaded bush ng 1108893 4500
i s a d d e d.
Sc re w thrust screw compl etel y i nto
th e p u l l er sl eeve and screw on the
k n u rl e d si de of the threaded busn-
n g u n t i l i ts ti ght fi t.
I
To p
Pr es s s c nc c f c L r l c i
Bo t lom
ac ' rc onani a:.is
Thereafterscrew threadedbushing
onto the crankshaftuntil it has a
snug fit; Thereby care has to be
taken that the thrust screw does
not turn tself out of the threaded
bushing due to the countercurrent
threads. Counterhold thrust bolt
and turn puller sleeve clockwise
until its flange rests against the
supportingwasher. Now turn pul-
ler sleevefurther with fork wrench
SW 17-still counterholdingthrust
bolt-untilthe threadedbushing co-
o
3
Tight eningt he h e x n u t w t h t o r q u ew r e n c h
mes to rest at the bottom of the nut. Tighten hex. nut with torque
h n .in n nf the nrrl l e- wrench counterclockwiseand at a
cl oc' o \61,,y
the carrier has the proper position torque of 29.4Nm (21.7lbf . ft). Fe-
on the crankshaft.Loosen thrust move locking screw and insert
bolt again and remove puller de- spark plug again. Finally mount
v ice. chain sprocket cover with handle
tube.
Grease inner sleeve and needle
cage with ball bearing grease and
slide it onto the crankshaft
Beforemountingthe chainsprocket
checkit for proper condition.lf the
wearing at the sprocket teeth is
deeper than approx. 0,5 mm (0.02
in) then the chainsprocketmust be
exchanged.A worn chain sprocket
reducesthe service life of the saw
chainconsiderably.
Once the chainsprocketis mounted
put on washer and hex. nut. lf the
pin is worn or broken first a new
one must be pressed into the hex.
 I

o ENGINE

o Design

The STIHL 08 S chain saw is on- The connectingrod - also drop are made of a special aluminum
ven by an air-cooledone-cylinder forged - is supported by needle aIoy.
two-cycleengine. cages on the crank pin and on the
pistonp in.After anserting
the needle
The crankcaseis made of two parts cage and the connectingrod both
and is injectronmoldedusinga spe- crankshafthalves are pressed to-
cial magnesiumalloy. The crank- getherand securedagainsttwisting.
cha ft - rh raa- ^^. r ._.
1r_r
^^ f. ^J r ged Only then the crankshaftis machine
- is double supportedin grooved finished.Thereforethe sparecrank-
I
ball bearings.Two oil seals which shaft can only be supplied com-
are inserted in the crankcase are plete with connecting rod and
sealingthe crank chamberair-tight. needle cage. Cylinder and piston

Troubleshooting chan Before searchingfor trouble sour-

ces at the engine first check fuel
system, carburetor, air filter and
ignitionsystem.

Trouble Cause Remedy

Enginecannotbe startedeasily, Sealingrings in crankcase Replacesealingrings

stops when idling,however, defective
operatesnormalat fullthrottle
Crankcasedefective(cracks) Feplacecrankcase

Enginedoes not reachfull Enginegets by-passair by badly Mountcarburetorcorrectly,

performanceor runs erratic mountedcarburetor if necessaryreplaceflangegasket

Pistonrings leaky or broken Replacep istonrings

Engine overheatin
g Insufficientcylindercooling. Cleanall coolingpassages
Air intakeopeningscloggedor thoroughly
coolingfins at cylinder plugged
10

Exp o si ng t he c y linder
o
o
Top
Pr y n g o ff th e reta ner w asher

Top: Ce n te r :
u n screw r ngth c fa n ho usIng L o o se n r n g th c col l ar nuts

Bottom Bo tto m :
D smanting th e ha nde sh r oud L o o se n in g th e ntermedi ate fl ange Loosen ng the muffi er fr\Jt on
I
I
i

)::

ed. N ow remove the ca r bur et or

frorn the studs thereby pu lling t he
fuel hose from the ni ppl e at t he
carburetor cover.

A fter removi ng the gaskets scr ew

out the 4 cyl nder head scr ews
l l -s J l so oosen ' g i nl er nedr . jr a
f ange and cool i ng pl ate.

To remove the muffLer unscr ew t he

tw o retai ni ng nuts from th e st uds
n the cyLi nderand remove t he f r ont
hex. nut from the stud in t he
Frrst empty fuel tank, now remove c ra n kcas e.
cf,drnsprochetcovcr. t,rn Fo-sing
spark plug terminaland shroud.On The outer surfaces of the cylinder
machines start ng from number can now be cl eaned th or oughly
2460300 pull the circuit wlre out :nn r har Lar l fnr Aa{ar r c (rr= r| . q

of the ignitlonstop switch broke n coo Li ng fi ns etc.).

Thereafterpry off retainingwasher

from governor iever and unhook !
the governor rod. Loosen and
screw out the two collar nuts M 6
with wh ch the carburetoris fasten Y
 It

o Disassemblyof cylinderand piston Beassemblyol cylinderand piston

Top:
Be n r.vLng the c rc ps

Bo itr m
Lo c s e n n g i h e c y n d e r b a se scr e r r s Pr css ni i out thc p ston p n

C yl l nder and pl ston ar e divided in

5 tol erance groups by let t er s A- E.
Thereby A marks th e sm al est and
E the bi ggest nom n al t oler ance of
the pi ston di ameter r espect ively
the cy i nder borc. The t oler ance
qroups arc stamped int o t he t op of
l he pi ston rcspectvely t he cyl nder
head l f the cyl i nde r m ust be r e
p rced r w ays the pist on belong-
ng to i he sp.r-c cylinder m ust be
nserted S ri :e cyl nder s ar e only

I si ,pD ed col .rp ete w lh p st on

U ns c r ew s par k p u g a n d th c ,1c y l n -
d er head s c r ew s w i th w h i c h th e c y - W hen mounti ng a new pist on car e
inder s f as t e n e d . T h e re a fi e r i h e i .ras to be taken l ha t only cyl nder
cy l nder c an bc rc mo v e d fro m th e w th p ston of the san'r e t o er ance
p r s t on. group or- cy,f dcrs w t h nexi Sm al-
est p ston cen be ma t ched
B ef or e r em ov l 1 g th e p s to n i t m u s t
b e dec ded w h e th e r o r n o t th e
cr ank s haf t m usi a i s o b e c l i s a s s e n t W hen r,,-paLri ng
mach nes \ ! ih br o
b ed. T h s is ne c e s s a ry b e c a u s e to ken I cy i nder i t is posslble t o
l oc k t he c r ank sh a ft i o r re m o v a l o f match cy i ndcr w th p st on of t he
th c f ly wheel of th e c h a n s p ro c k e t rext smal est, the sam e or ncxt big
a nd t he c lut c h o n e m u s i s l d c th c ger tol erance group.
spec ial r nount i n g w o o d b e tw e e n
c ra n k c as e and p s to n u n d cr ai l c rcumsi ances n ordcr
New or not When r epair ing
n o t to damage the connecti ng rod
DroKenn m acnr nes w t n
N c \^ / the p ston can be removed
cy Inoer Dr oKenr n
To dis as s em b l e th e p i s to n f rs t a n c l the needl e cage be taken oLrt
cy I nder
rem ov e t he t wo c i rc l p s w h i c h h o C o f th -^co n necti ng rod
th e pis t on pjn a n d p re s s th e p i s to n Pistonfor Piston for
p in wiih the mount ng b o tt cy Inoer cyInoer
1 108 893 4700 o u t o f th e p i s to n a n d
th e needle c ag e . l th a p i s i o n p r A A AB
sit s t ight due t o c a rb o n z a ti o n d ri v e B BC B ABC
o ut t he pis t on b y l i g h t h a mme r C CD C BCD
D DE D CDE
a b lows ont o th e mo u n ti n g b o l t.
Ther eby y ou mu s t c o u n terh o l d E E E DE
12
"A rrow an d A . p o n t r n g t o ia r d s e xh a u st
B e fo re ins t alLing t he p i s to n , a p p L y
.. nmp n I t^ thp n a a d la ,.r ^ a
in se rt i nt o t he c onne c ti n g ro d e y e .
P u t p st on ov er t he c o n n e c ti n g ro d
in su ch a way t hat t h e s ta m p e d i n
m a rkrn g ( ar r ow and A ) a re p o i n ti n g
to w a rd s t he ex haus t o u tl e t o f th e
c yl L n d e r ( t owar ds t h e g u i d e b a r
he a d )
Th e re a ft er I ns er t p s to n p i n i n to
pi sto n a nd c onnec t in g ro d , th i s i s
m o re eas ily done b y u s i n g th e
m o u n ti ng bolt 11088 9 3 4 7 0 0 T o d o
s o sl l de m ount ng b o l t th ro u g h
pi sto n bof lng and c o n n e c tj n g ro d
- th u s aligning bot h b o ri n g s c o n
c e n tr cally t owar ds e a c h o th e r. P u t
pi sto n pin ont o lug of mo u n ti n g b o l t
an d th e n s lide it ln to th e p i s to n .
Th e re b y m ov e t he p i s to n s l i g h tl y
ba ck a n d f or t h, t his w a y th e l n s e rt-
i n g o f l he pis t on p' r rs d o n e e " s e r.
The piston pin must be easy going.
Do not mount piston pin forcibly.
O
O
Top:
M ouniings e e v e ano mounl ng w ooo
Bottom:
P os tl oned p ston ri ngs
'
,. I
,#
*r
rng wood onto the crankcase so
dno that the piston is resting on top oi
it. T!rn both plsion rings in thelr
groove in such a way that when
pressingthem togetherthelr ground
radi at their ends are engagingthe
' {:: fixat on pins in the ring groove pro-
perly
Now press spec al rnountingsleeve
around p ston rings and sealing
rings thereby taking care that the
rings are properly positioned
Guide cylinder over the piston
F nally insert both circlips and wherebythe outlet orifice is point
m kp c| | ' F l h.rl l hpv ;rra caated ing towarcis the guide bar head.
c o rre c tl y . Therebythe mountingsleeveis sl d
downwards,the sealing rings are
T h e mo u n ti ng of the cyl i nder w hi ch insertedin the cylinder.
fo l o w s n ow i s very easy w hen
u s i n g th e mounti ng w ood and Bemovemountingwood and mount
m o u n ti ng sl eeve. ing sleeve, align cylinder gasket
and cylinder. Screw n t he 4 cy-
F l rs t p u t a new cyl i nder gasket onto linderbasescrewsand tightenthem t
th e c ra n kcase. Then appl y some wlth insert 59108935606 and with
o i l to th e pi ston and especi al l y to a torque of 9.8 Nm (7.2 lbf. ft)
th e s e a l i n g ri ng and put the mount crosswise. 11

o
o
rr .. ,hp . I ndnr
".
8::: -.n'
..tn .l a . , . th
M o u n t ng the si uds
l f a n ew cyl i nder w as mounted then
tw o n ew studs l \/ 6 X 12 w i th the
o n g t hreaded ends must be screw
e d i n to the thread next to the cy-
I n d e r outl ct and ti ghi encd by
m e a n s of tw o countered hex. nuts
T h e r emai ni ng hex nut on the stud
i n th e crankcase must be turned n
c o rn p ete y. P Lrte)l haust gasket and
mu ffl e r oni o the studs i n the cy'
i n d F i h. eby 9- d ^g tFe l l s.en ng
l u g o f the muffl er over i he stud i n
l l -c c r .nkcJsa. ' nser- sp.r^g w tsh.
e rs a nd retai ni ng nuts and ti ghten.
On l y noui moLrnt w asheT and hex.
n Il o n' o l re r-' " -(s^-ft stud rhe"
e b y setti ng the nuts from both si des
b y h and agai nst the muffl er eye
a n d ti ghten
t T h e re after mount cool i ng pl ate and
' n ta r- acr-rp fl " ^no.r^. - T^ do so
a .s s a rrbl e n rtse fol ow ng seoue' l
c e : In termedi ate fl ange (w i th hex.
l3
Mount nq the ntl ]rmed ate f ange
;l
harn cn-av cl ^-61,6t , rnn Ol otc
^-r
(the heads of the rubber plugs m ust
poi nt agai nst the hex. head scr ews
and the cdge of the p lat e in oppo-
s i te di recti on) and gesket
N ow i nsert the 4 cylinder head
scrcw s and fl ange the com plet e as-
senrbl ed uni t onto t he cylinder
(thereby the i mpul se bor ing m ust
be exacl l y i n Ine w i th t he one r n
tFe - rl -de' ) l nd I gh'er cr ossw se.
N ow mount carburetor gasket and
carburetor. W hen m ou nt ing t he
shroud care has to be t aken t hat
the choke shutter slide m ust be
put to posi i i on " 1" . Finally m ount
fan hous ng and chai n spr ocket co-
V E T.
14
Disassemblyof crankcase-
Removalof crankshaft
Top and B o i i o m
Knc c k n! o u t t h a a _ , n i r c a p n s
r *
'j{l
'f o
d rsa s s em b e t he c r a n k s h a ft f rs t
rcmo ve c naln s pr oc K e l c o v e r, c n a tn
sp ro cket c lut c h ( page 6 ) fa n h o u s
ing . sh ro ud ( page 10) . fl y w h e e . a r
rN ctu re plat e ( page 2 4 ), c y l i n d e r
a n d p sto n.
Th e cra n k c as e halv es a re c e n te re d
b y two c y l ndr ic al pin s a n d s c re w
e d L o g e t her wit h a c y l n d e r h e a d
sc re w. B ef or e dis as s e mb l i n g th e
cra n l <ca s ehalv es r emo v e b o th k e y s
f ro n th e c r ank s haf t . P u n c h th e tw o
]
]
Top:
F a ste n in g scfew s of both crankcasc hi rl vcs
Bo tto m :
Cr a n ksh .ft v/ th need e cage and p ston p n
!,
needl e bear ng are one undet ach
abl e uni t. Thj s means that always
l he compl ete crankshaft must be
,pn r-.n ..Ln .l n f . h a cc 4 6 1 1 9
^no
Tarl
It s recommendedwhen replacing
the crankshaftalso to always re-
place the ball bear ngs and sealing
rngs whereby the sealing rngs
shouldbe replacedin any case.
lf the crankcaseis defectiveit must
be replacedas a completeunit. In
c y l i n d r c a 1 pi ns compl etel y back sjch a case transferaLltl'e remain-
i n to th e i g ni ti on si ded crankcase ing parts which are intact from the
h a l f. T h e reafter screw out al l cy- old to the new crankcase.
I n d e r h e ad screw s. S houl d both
c ra n k c a s e hal ves not separate i m
m e d j a te l y b ecause of a stl cky gas
k e t o r s h oul d the crankshaft be
s e a te d to o ti ght i n the i nner bear'
i n g ra c e s then use a nonferrous
hammer sepdrJl e tl -e p- ts b7
" nd
l i g h t b l o w s onto one shaft end
C r,n l ..h .ft .^d and
 15

o Reassembly
of crankcase-

o Installingthe crankshaft

Top:
T: p I n s e r t e ds e a ln g r u b b e r
Cc . r e c t y r n s e r t e d re ta in in g r lr g
Bottom:
B gttonl Cr a n k shaft nserted Lrp to the shoul der Mount ng s eeve put onto ihe crankshaft
ns e r t e d b a I b e a r i ng o f th c w eb

{L
3,

*
, -.t
:!
&
i61-. * ,::,.e*ar&.*n3rr!r*&

th a t t he outer races rest agai nst the

c : rc l i ps.

To insert the crankshaft into the

inner .aces o' the ball bear ngs
they also must be warmed up. Th s
is done most effectively with a
solder.q ron wirh 3 match- g In
sert.Thereafterslidethe crankshaft
with the cylindricalshaft end into
the bearlng of the crankcasehalf
sprocketside until the shoulderof
the cra-k web resls agarnslthe In-
Or a new crJn..casefirst ,rsert the ne rdce. Use rew crankcasegas- To insertthe retainingrings put the
circl ps rto the ann-ldr groovesof ket w hen using the old crankcase mountingsleeve 11078934600onto
the bearing seats. Thereby care agarn remove gasket remdtnings the crankshaftend clutchside. Sli-
must be taken that the open end thoroughly.Guide bearing of the de sealing ring wrth sealrng lip
of the retainer ring does not plug crankcase half ignition side over ahead onto the sleeveand press it
the boring for ll.e bearng lub"ca- the other crankshaft end, fit the in with press-insleeve11088932405
Iton. crankcase halves together and until it has a snug fit at the front
align.Knockin cyljndricalpins com- edge of the boring.When inserting
pletely,turn in screws and tighten the sealing rlng ignition side the
Warm up both crank halves for wiih a torque of 4.9 Nm (3.6 lbf. ft) mount,ngsleeve is not needed as
instanceon a stove - insert rne crosswise.Insertthe sealingrubber this crankshaftend has no sharp
ball bearings - without tilting- again in the provided recessesof edgeswhichcould damagethe seal-
throughthe crankcaseinnerside so both crankcasehalves. ing lip.
16
Pressuretest with positivepressure
(tightnesstest) ]

T opl
Oil s er s d o v e . m o u n t n g sle e ve Top:
Car bur et ora n d c r a n k c a s et e s t n g d - . vc e
B ot t c m :
In s t a rnll t h e o s e a b y m e a n s o f p r e ss n q Bot t om : B ottom:
Connec tnq a n d s e a ln g f a n g e S cal nq f ange on cyl nder out et open ng

Mount the remainng parts in re- Wrrhrhe caTburetorcrdnkcdserest- speed is troublesome if not en
verse s eq-enceof di sassenbly ing device the crankcase can be tlrely impossible.Moreover there
testedfor proper tightness. is no proper change from idle to
partialor full load.
Damaged oil seals and gaskets,
cracksor shrinkagein the castings For testing remove carburetorand
are nostly the reason 'or leakage. muffler.Seal outlet openingof cy-
This can cause air to enter the en- linder with the flange 11088554200
gine thus influencingthe recom- thereby using the exhaust gasket
mendedfuel air mixture. for sealing. t.
As a consequentreaction mostly
the adjustingof the correct idling t
 17

o
o

C : n r e c t n g f a n g e m o u n te d

3a:tom:
rhe..r.L.,<. C r nneLtdl pre5surc hnse T.f t
^
|
-,
.,1
"
,ti , h.,, ,, ,.

t
{ '-a
i
'r

the flange 11088554200for seal ng

of the exhaust orifice the muffler
must not be removed comp etely
lust loosen the two nuts al the
outlet and the front nut of the bot-
tornf xation

@u
Mount f lange 11068504200onto
the carburetorflange usjng the ori-
ginal gasket and connect pressuTe
hose of testing device onto the
nippleof the testingflange
For pressuretestingthe spark plug
d=i.&qri_
-l-
Insertrubber plate with the narrow
side first startingbetweencylinder
outlet and muffler flange from the
top until both longitudinalsidesrest
A ni l i ns' 'ha s ||dc -ha-p.fl a. mo-
deratelytightenthe two nuts at the
cylinder outlet.
untrl the manometeTreading is at
an overpressureof 0.5 bar (7.25
lf this pressurestays con- The further testing is done as des-
lbf/in'?).
stant the crankcaseis air tight. lf cribedbefore.
the pressure drops however, the
leaky spot must be detected and
the defectivepart must be replaced.

o must be screwed in tightly and the

piston must be at top dead center
position (see "Adjusting the igni
After tinishing the testing open
ventlng screw again and remove

c tion timing"). Close venting screw

at the thrust ball and press n arr
the hose.When using the new rub-
ber plate 00008558105instead of
18

Pressuretest with negative

pressure

Top:
Low pressurepurnp

Cent er :
Pressuretest with ow pressurepurnp

Bottom:
Oil scal r ng removal

The oil seals fail mostly at nega-

tive pressure. During the suction
process of the piston the sealing
lp is lifted from the crankshaftdue
IO m SSIng COUnterpressure.

To detect this failure an add tional

test with the negative pressure
pump 00008503500 is recommend-
ed. For this test the same prepara-
tions are necessaryas for the po
6rtivepressuretest.

Connect suction hose of negative

pressurepump to the nipple of the
testing flange. Pull out sucker rod
until the manometerread ng shows
a negatve pressure of 0.5 bar
(7.25 lbf.iin'?).
When letting go the &
suckerrod the back-pressure valve
c oses the suction hose automatic-
a1ry.
*e
lf the negativepressurestays con-
stant respectivelyif the pressure
does not climb higher than 0.2 bar gine.To do so removechainsprock-
(2.9 lbf./in') then the oil seals are et, clutch and ignition system. Pry
in proper condrtron. f, however. out sealing rings with universaloil
the pressureincreasesthen the oil sealpuller00008904400.
seals must be replaced even
though no leakage has been en-
countered during the preceding Mountrng of the new oil seals is
positivepressuretest. r l nna rc nr oc nr i har l hafnr o

lf only the oil seals are to be re

placed it can easily be done with-
out dis mantlingthe complete en,
 t9

o IGNITIONSYSTEM

o Design and functionof breaker

point magnetoi gnition

Schemeof the breaker po nt ignlt on

syslem

l - Spark plug
2- E d g eg a p
3- lgnit on stop switch
4- l g n i t i o nc o i l
5- Breakerpo nts
6- Condenser
7- Air gap
N North pole
S- Southpole

Like all STIHL power chain saws

the sTIHL 08 s is equippedwith a
f lywheel magneto ignition system
needing neither a battery nor a
dynamo.The ignition system con
s sts r]ainly of the rotating pJll
(flywheel with permanenrmagnpts
and pole shoes)and the stationary
part fcontacl set. condenser,ig1.
r,o^ coil) as well as high tension
'ead, spark plug, short circuit wrre
and ignitionstop switch.

The magneto ignition operates on

the principleof magnetlcinduction.

Electric current is produced in an

electricalcondenserwhich is mov-
ed across the flux lines of a mag-
netic field. When the flywheel is
turning the lines of force between
the permanentmagnetswhlch flow
oul at lhe north pole and llow rn
agalnat the south pole cut the w re
wrnd.rgsof the prrmarywrnd -g o,
tre rgnil,on coil l herebyinducrng Lhe-
rein a low voltagecu re-t At clos- The breaker points are opened byal so connecred pdr allel t o t he
ed breakerpoints an inductioncur- the cam which is groundto the fly-
l l reaker poi nts i s sh or t cir cuit ing
renl flows In the primarywindrrg o' wheel hub and they are closed upon acti vati ng the pr im ar y winding
the ignitioncoil which is interrupted again by a spring. of the i gni ti on coi l . No m or e high
by openingof the breakerpoints at tersi on i s i nduced t he engine
its peak tension during ignition. The condenserwhich is connected stops.
Thereby the magnetic flow in the parallelw th tl'e breakerpointspre-
coil core changesits directionab- vents upon their openingan exces-

o ruptly and induces a high voltage

current in the secondary winding
which is necessaryfor jumping of
sive sparking(electricarc) between
lhe contactsand thereforea loss of
e nergyand prematuTe wear.

c the spark at the spark plug elec-

trooes. The ignition stop switch which is
20
Trouble shooting
O
o

s s p a rk p l u g termi nalproperl yconnectedw i th

spark pl ug?
I

ll
Uns c re w s p a rk p u g P ressspark pl ug termi na fi rml y onto spark plug.
Lss par kp ug i n p ro p e rc o n d i to n ? f ne( -. .l
/ - tJl J n6w S oatng -

Cl. rn, r: I n - o o r dr--. |. o Jo Do F \Jb t.o n J F r a y e d o r w o r n n s L i l a to n o f h i g h t e n s i o n l e a d o r

s park lun ' r p t h e e l e c t r o d e ga p \lh e n ch e ck n g th e g n tr o n g r o u n d l e a d ? D e f e c t v e i g n t r o n s t o p s w tch

stop s!/ tch rnust be replaced

ef ec t iv ewlr e or !J n l t L o n

ns eTt s c r ew dr v c r i n i o s p a r k p l u g t e r m j n a n s t e a d ll
of s par k plug a n d h o d t a b o r t 4 m m ( 0 1 6 i n )
f r om c ar t h c onn e c t o n . D o e s a s p a r k l u m p o v e r ?

Docs f y,whccl lock t o llc in pr op. r c ondit on? l n s t a l l n e w s p a r k p l L gr

Rcp lacc flywh ec apar k t es t pos it iv e?

C heck ead term nal s oFbreakersystemand r epairif
nccessaryC ontro breakerpoi nts,repl acebur ned
contactsand readl usti gni t on ti mi ng.
t(
l s en! ne now runni ng?

Chec k c onden s e r . s t i n p r o p e r c o n d i t o n ?

Check magneto edge gap.

Re pla c e c ondens er
l s e d g e g a p b e t w e e n 6 a n d 9 m m ( 0 . 2 4 a n d 0 .3 5 n ) ?

C h e c kiqn t ion wir e w i th o h .i m e te ra n d re p a c e rf

fo u n dt o be def ec t iv e D
. o e s a s p a rkl u m p n o w w h e n Readjust magneto edge gap. Does engine run?
m ak ng th e s p a rk te s t?

t
Chec kr g' 1t r onc o I a n d re o l a c e -e c e s s a ry l g n i t i o n s y s t e m i n p r o p e r c o n d i t i o n . C h e c k fu e l - a n d
l s e n ginenow r unni n ga fte r p o s i ti v es p a rk te s t? c a r b u r e t o r s y s t e m f o r t r o u b l e c a u s el t
 21

o Spark plug

E csch sp ark p ug gauge Ch e ck ng i he el ectrode gap at W 7 A D edd.-,r'nq rre e e-t ode gdo
dr W 7 A

The s par k plug rs s u p p o s e d to i g
n i t e t he c ondens e d a i r-fu e rn x tu re
b y m eans oI t h e s o :r< 1 -rp rn g
fro m t he c ent er to th c g ro u n d l e a c l .
d
fuel mixtureratio a too ri ch ca rb u- A strong spark must jump the elec-
retor adjustme nt, c l ogged ai r f ter trode gap when pullingthe rewind
or a parry crosedchoke sh utter. starter.

A s the el ectrode gap becomes w , lf no spar<.umpsinsprteof a func-

Therefore in case of trouble with d e r b y normal erosi on the el ectrode tioning spark plug then as a next
the ignition system trouble shoot- g a p rnust be checked regul arl y w i th step check the wtre con'tectrons.
ing should always begin at the a Bo sch spark pl ug gauge and i f Polishedinsulationsof the ignition
spark plug. n e c e ssary, readj usi ed. The el ectro- Jnd shorl c.rcuitw,res a e causing
d e g ap can be adj usted to the re- short circuit.As.r resulrthe engrne
q u i re d di stance of 0,5 mm (0.02 i n) will not start or does not function
Tf t is difficult to start the englne b y b e ndi ng the ground el ectrode. A p roperly.
or if you notice a loss of power n e w spark pl ug. how ever, musr be
removespark plug and checkwhe- u s e d ,f el ect.odes :re badl y e.od
ther it has the correct range of 175. e d . Before inserting the spark plug
A fouled spark plug must not be clean spark plug port and check
cleanedwith a steel brush. A n e xact control of the spark pl ug gasket on proper condition. The
i s o n l y possi bl e w i th a spark pl ug spark plug must be tightenedwith
Removeca bon deposrtat the.rsu te s t ng devi ce. a o, qJ^ o! 24 5 Nm t i8 1 'bt tr).
lator nose of the plug with a brass
brush and biow plug with compres-
sed air. If spark plug is fouled by l f n o such spark pl ug test ng de-
oil removethe foulingwith a grease v i c e i s avai l abl e i nsert the unscTew -
solvent and blow out spark plug e d a n d cl eaned spark pl ug i nto the
with compressedair. Foulingof the s p a rk pl ug termi nal and connect i t
plug may be causedby ar in-p'opel w i th g round
22
Hi g h te ns ion lead
l
I

Top:
Uns c r ewr ngth e i g n r t i o nc o i Instal l ed qrommet

Bot t om : B ottom:
F emov rng t h e l e g s p r n g Benr ov inqt he h i g h t e n s i o n l e a d l ,,l ounti ngthe l eg spri ng to hl gh tc ns on ead

;l
Shouldthe insulationof the ignition
wire be brittle or otherwise da
maged then it may happen that a
sparkjumpsfrom the damagedarea
to ground - the ignition process
is interrupted.ln this case the high
tensionlead mustbe replaced.

To do so remove shroud and only

on machinesstartingwith machine
number 24603C0the short clrcult
wire must be pulled out of the igni
tion stop switch. Thereafter un-
screw fan housing and fan wheel
and pull oft flywheel(see paragraph tool into the center of the wire
and then the short c rcuit wire from
"flywheel"). Now remove spark cross sectror. Now first lead the
the grommetin the crankcase.Now
olug terminal from l^rgh tersion short circuit wire then the ignition
twist high tension lead out of the
lead. To do so catch and pull out wire through the grommet in the
wood screw which is molded into
Ieg soring in the spark plLg ter the ign tion coil. cTankcase and mount armature
minal with suitableplyers. Unhook plate again.Therebycare has to be
Ieg spring from high tension lead taken that no wire insulationsare
and remove lead from spark plug The new ignitionwire has a length pinched.
terminaL of 315 mm (12.4in). Slide grommet
onto one end of the wire and turn Then slide two grommetsonto the
Unscrew and take off armature it firmly onto the wood screw rn high tension lead. Apply some oil
plate from crankcase thereby re- the ignitioncoil. lt is recommended to wire end, lead it into the spark
moving first the high tension lead to prepunchthe wire with a pointed plug terminal,hold it with a suitable

o Short circuit wire
t H o h t e n s o n e a d w ith g r o m m e ts in scr te d
't3 t h e c r a n k c a s e
parr of pliers and pu I it out of the
spark plug ter minal in forward dl
rection. Thereafter press in the
hook of the leg sprtngjn a d stance
of approx. 10 mm (0.4 in) from the
wire end inlo tl^ece-rer o'the wrre
cross section thus making electri-
cal connection to the molded in
copper wr.e of tl^e tsgh rensron
lead.
Pull back ignitionwire thereby the
leg spring must be fitted into the
recess provided in the spark plug
terminal.
Now insert the two grommets at
the high tension lead again into
the recessesin the crankcase.
a Frnally adjust the ign tion r,Ting
[see paragraph"Adjustng the ignj-
tion timing") and remount the re-
a m ainingparts in reverse sequence
of disassembly.
L o o s-ann9 the w |l e conncct ons
l f th e short ci rcui t w i re must be re
p l a ced remove fi rst shroud, fan
h o u s rng. fan w hep' .rd fl yw hcel cs
d o n e w hen rep Jc i r-g rhe h gtr l en
s l o n l ead. On machi nes up to nurn-
b e r 4 819889 short ci rcu t w i re ana
c o n n ecti ng w i re are con' l bi nedw i th
a s o l deri ng l ug and fastened at the
b re a ker poi nt set. The hex. nut M 3
mu s t be removed and the connect
i n g wi re must be unsol dered fror,.r
th e c ondenser. To be abl e to taxe
th e c onnecti ng \/i re out of the re-
c e s s the contact bank must be
l o o s ened and Lfl ed. On mach nes
s ta rti ng w i th number 4819890 short
c i rc ui t w l re, connecti ng w l re and
p ri m ary connecti on of the i gni ti on
c o i l a re screw ed onto the conden-
s e r and can be l oosened by re-
m o v i ng the hex. nut M 3.
N o w unscrew the armature pl ate
fro m crankcase and pul l the defect
s h o rt ci rcui t w i re out of the grom
me t in the crankcase to the i nsi de.
23
P j ugg ng thc short ci rcu t w rre Into i he
gn t on stop sw tch
It i s recommended t o check t he
C OndenS er .h^ S. r , r e I
- le t cap
" l).
' ' condenser"
Gu de new short Or cuit wir e wit h
contact sl eeve f rst t hr ough t he
g" orrel . d ro-nt Jr r lat ur e plat e
JgJ ' I J> l en short c r cu, l wir e
aga n at condenser respect ively at
breaker poi nt set (s older connect -
ng w i re to the condenser ) . Put new
co' racl sl eeve onto t he I r ee wir e
end on machi nes w i th shor t cir cuit
button and fl atten it , t hen inser t
w i re end from the bot t om int o t he
w i re support, l ead i t t hr ough com -
pl etel y, turn by 90 degr ees and
fi nal l y pul l i t dow nw a r ds again un
ti l prope rl y seated.
F,nal l y adj usl rhe r gnir r on t r m r ng
(see ' A dj usti ng the ignit ion t im -
i ng" ) and remount t he r em aining
parts i n reverse seq uence of dis-
assemory.
24
lgnition stop switch Flywheel

D sassemblrng
the fan whee

Bottom,
C roov e p r o v d e d I n t h r e a d p o r n t n g to r wa r d M a r k n g s o n fl yw hee L o o s e n i n gt h e h e x a g o n a n u t

Ch a i n s aws S T I HL 08 S a re e q u i p - T h e f y w heel i s fastened on the

pe d wit h an ignit io n s to p s w i tc h
sta rti n g f r om m ac hin e n o .2 4 6 0 3 5 0
w h i l e older m ac hin e s w e re o n l y
eq u i p p ed v r t h a s im p l e s to p b u tto n .
Th e sw t c h is pr ope rl y fu n c ti o n i n g
i f i t h a s only c onnec t o n to g ro u n d
rn "OFF / S T O P " pos ti o n l f th i s i s
n o t th e c as e t he s w tc h m u s t b e
i g n i ti o n s ide of the crankshaft by
m e a n s o f a cone-seat and centered
b y a w o o druff-key. A t i ts outer pe
ri p h e ry the fl yw heel i s provi ded
w l th d o t-shaped marki ngs for con
l ro l l i n g rtr e l i n i ng. A 1 the i nner s.dp
o f th e fi y w heel 4 permanent mag-
na'c ) c f (ta'l arl r-on< <- n gr g

re p a ce d r ng of plastoferrit-materia
L This
ring - shaped magnetband is un-
To o o s o u^s c r ew s ^ ro ,d a n d d ,s symmetrcally magnetised - 1
co n n e c t s hor t c ir c u i t w i re fro m c ^ ,,rr- .^ p i nnrth nnl pc
Tl -,s
s wi tch . Rem ov e de fe c tL Ve s w i tc h a v o i d s re verse rotati on of the en
d "d r^ s er t new one t h ro u g h b o n ' ' )g g i n e . T o achi eve opti mum magneti c Turn crankshaftanti-clockwise until
s o th a t t he gr oov e p l a c e d i n th e fl u x th e magnets are equi pped w i th the piston butts againstthe locking
th re a d is point ing f orw a rd . N o w p u t p o e s h o es. The magnet materi al screw. Thereafter loosen and re
o n th e plat e, ad1us t s w i tc h i n s u c h s h o u l d n o t be damaged or cracked movehex.nut.
a wa y t hat r t is c o rre c tl y s e a te d a s o th e rw i se the fl yw heel has to be
b e tw e e n t he t wo c aste d o n l e d g e s re p l a c e d . The hub of the fl yw heel
a n d fi n a lly t ight en nu t. i s g ro u n d excentri cal l y as cam thus Placethrust piece 1107894 1000on
a c ti v a ti ng the breaker poi nt. crankshaftend (for thread protec-
tron). now fasten puller device
In o rd e r to remove the fl yw heel 1'1078904500 with 3 cylindrical
fi rs t d i s a ssembl e fan housi ng and head screws M 4x12 to the fly-
fa n w h e e l then unscrew spark pl ug wheel. Counterhold puller sleeve
a n d re p l a ce i t by the l ocki ng screw . wlth fork wrenchSW 17 and screw
 25

o
o
Top:
Woodrutf kcy n place

Bottom:
B ol t o m : T ghie n i n gt h e h e x n u t w t h t o r q u c
,u ng off the flywhee Groov. n fl )^rhee hub

in thrust screw with another fork
wrench sw 17 until the f lywheel
loosens from its cone seat on the
crankshaft.
Before reinstalling the flywheel
care has to be taken that no me-
tallic particles are attached to the
magnets.The boringof the flywheel
hub and the cone of the crankshaft
mustbe cleanedfrom grease.
by the cone-connectionbetween
flywheel and crankshaft.Therefore
the recommended tightening torque
of the shafi nut of 29.4Nm (21.7lbf.
ft.) must be observedunder all cir-
cumstances.

Watch for correct seat of the wood-

a ruff key.

To relievethe woodruff key it is not

a importantthat all momentsderiving

from the flywheel are transmitted
26
Armatureplate lgnitioncoil

u ns c rewrn g t h e a r m a t u r e pla te n e sista n ce ie st of pri mary w nd ng R es stance test of sccondary vr'l n dng I
I

..\,__-__

Th e a rm at ur e plat e i s n s e rte d i n
t he cra nk c as e in a r e c e s s c o n c e n
T h e c o i l i s fastened to the arma
tr ' ' p n itp w i 'h o ,r^cc e ol teo
rhe g'o-nd o'the Jrnalure olf,le
The ohmmetermust now show the
Ir
t ri ca l l y t o t l^e c r : nk s h a ' t a n d fa s t s c re w s . F o r protecti on aga nst di rt 'o lowrrg readrngsin the n-easunng
e n e d wit h t wo c y l i n d e r h e a d a n d h u m d i ty the w i ndi ngs are ful l y range"QXl":
c ^ r a \u^hJ.
Jv' ,< I^.rl i ^.
'v
.^ | .^nr r .t ^^' c a s l i n to p l asti c materi al .
and condenserare mountedon the On ignition coils with Bosch num
armature plate. ber 2204211060,220421'1 066 and
T h e re a re tw o w ays to test the i g- 220476601131,0 to 1,4 (Q) .
To disassemblethe armatureplate n i t i o n c o i l : (
tLp -wn .vt
- r tp r head On ignition coils with Bosch num'
screws. Loose^ sl-ort c rcJ i wire F i rs t th e res stance test of the tw o ber 2204211051,up to Bosch ma
from the screw connectons at con w i n d i n g s can be carri ed out w i i h an nufactLrrg date "523 1.9 to 2.5
denser and twist ignitionwire from o h m m e te r. (Q), fronrBoschmanufacturing date
ignition coil. "524" 1,2 to 1,7 (8). Should these
T h e n th e exdct test,ng i s done. readings not be reached replace
After each reinstaLlationof the ar- h o w e v e r, w i th the i gni ti on coi l test- ignition coil.
matureplatethe ignitiontimingmust ing device.
be checkedrespectivelynewly ad'
justed. Besistancetest of secondary
Be s i s ta n c e test of pri mary w i ndi ng winding

L o o s e n c onnecti ng l ead (yel l ow To test the secondarywindrng at

w i re ) fro m condenser respecti vel y
fro n c o n ta ct set to test the pri m-
a ry w i n d i ng. C onnect one of the
tw o te s t w i res to the pri mary ter-
mi n a l , th e other one i s cl amped to
tach the spring contact plug of a
testing wire onto the leg spring In
the spark plug terminal,the other
testing cable is clamped onto the
ground of the armature plate. In
 27

o
o

io p Top:
gn itio n co l O der vcrsion of f ylvheel
-l n s c r e w i n q t h c

I Bottoml
g n t o n c o I t e s t w th ig n it o n te st n g d cvicc
Bottom:
A r g a p t e s t i n gw t h f e e l e r g a u g e

I the measuring reach "Q x 1000"

tkQ) now tl'e resislancetestingde.
vice must show a readlngof 5,0 to
6,7 (kA). lf this readlng is not re-
achedreplaceignitioncoi .

Testingwith ignitioncoil testing

device

The test for spark jumping can be

done for example with the coiL

,[o tes ter Bosch EFVZ 1 a or EFAW

106 A. To do so the ignition coil
must be removed from the arma-
tu re p late.

Femove the two fastenng screws,

unscrewprimaryconnection(yellow
wire) from condenserand untwjst
high tension leadf rom coil.

At this test ng method the sPark

distancemust be 8 mm (0.31jn) at
2,1A.

Thesevaluesare true for all ignition

coi l versionswhich are used in the
model08 S. is a flywheelof older version with
3 long holesor anotherrespectively
preparedwheel. Slide this flywheel
After each reinstallationof an igni- onto the crankshaft,control air gap
tion coil on the armatureplate one with a feeler gauge and if neces-
must also control and readjustthe sary loosen coil and adjust it to
air gap which is the distance be- obtainthe recommended air gap.
tween pole shoes of the flywheel

a and the ignition coil.

The recommendedair gap must be

a 0,2 to 0,3 mm (0.008to 0.012in). A

practical help for this adjustment
 28 F
t'
i
Condenser
l
!

Top: Top:
D s c har gin! tl h e c o n d e n s e r Pressng sl eeve tor condenser
Bottom: Bottom:
C hec l. r^ o l - -o.r<" r' - o h ir cr . I Knoc k ingo! t t h e c o n d c n s e r Insertng a new condenser

The condenserrs connectedparal-

iel to the breakerpoint and avoids
spark formation at the conracrs
t-;;",.
q x
whileopen ng.

A d e fe c t c ondens er v e ry o fte n i s
rh e ca u s e' or pr elim i n a ry b u rn i n g O
I
-tis (t
o[ th e br ea" er por nr s . T h e s ro ra g e
c a p a ci ty of t he c ond e n s e r i s 0 ,1 7
.rrF, a n d c an be c he c k e d w i th th e
(l
o h mm e t e r 59l 0 850 48 0 0 4

To d o s o oos en all w i re c o n n e c -
ti o n s fro m c ondens er, c o n n e c t o n e
of th e t wo t es t wir e s w i th g ro u n d
an d h o l d t he ot her wi re a g a n s t th e
c o n d e n s e r t er m inal.
A p ro per ly f unc t ioni n g c o n d e n s e r
is n o w c har ged t here b y y o u c a n
wa tch a s hor t def lec t i o n o f th e i n d i -
ca to r o f t he ohm m ete r u p to a p -
pro x. 0 , 2 ( , ir F ) in t h e m e a s u ri n g
ra n g e " t ?F X 1" Q r F m i c ro fa ra d ).
-
lf th i s is not t he c a s e th e n th e
co n d e n s er m us t be r e p l a c e d b y a
new one.
f,b
A{r:r8L-
, @,
Eachtime after controllingthe con, of the boring with light hammer
densermust be dischargedby short blows.The condenserbot tom must
circuitingconnectgroundwith con not protrude the armat ure plate
denser termtnaL bottom.
For replacing the condenser un-
screw aTmatureplate and press or
knock out condenserfrom behind
with a suitable tool.
Insert new condenser with pres
sing sleeve 1110 8932400 into the
armatureplate and wedge the edge
 29

o Breakeroointset

Un scr e w rng dust cover

Bo tto m :
'-uor c a t n g f e l t i n p r oPe r co n d i o n Un scr e w ng breaker po nt set S e t t r n gt h e p o r n tg a p w r t h f ee e r g a u q e

The breaker point set is composed

of the fixed contact bank (anvil
contact)- which is connectedto
F+E'._, ho es onto the cranks haf t and t ur n
i t i n d recti on of eng ine r ot at ion
unti l the w oodruff key has alm ost
ground- and of the breakerlever
7 reJchLd ts h ghesi posit , on ( t op
wh ch is isolated against ground
:4 r l o^A .^^to. !
^^a ^^ ^+ ^ r-^ r.
and connected with the primary shaft); now the fl yw h eel hub has
lead of the ignition coil by means -. - naxl
lh6 )l i+c nr
r c6r
^^6n6.1 ^^

ofawre. nLrr. l'r rh's posirionloosen rasten.

ing screw of the contactset some-
The gliding piece of the breaker what and adjust the contact bank
lever is forced by sprlng power in such a way that you obtaina gap
into the excentric hub of the fly- ,A of 0,35to 0,4 mm (0.014to 0.016in)
wheel and is also actuatedby this
"G which can be measured with a
nut. In order to protect the gliding feeler gauge. Thereafter tighten
piece from premature weaT care readjustedwhile heavilyworn ones fastening screw firmly and adjust
has to be taken that the lubricating must be replacedunder all circum- respectively control the ignition
felt in the armatuTeplate is of stances- alwaysjn sets.To do so timjng.
properconditionat all tirnes. loose wire connectionsfrom con-
tact bank respectivelyloosen con- Finallyapply some greasewhich is
nectingwire from condenser.Take packedwith the new set of pointsto
The breaker contacts are under- o{f dust proteclion cover and re- the lubricatingfe lt.
goi ng normal wear (burning off). move fastening screw of breaker
Burned off breaker contacts are pointset.
resulting in an increased breaker
gap thus movingthe ignitiontiming lnstall new set of points, connect
towards "advanced"setting.Partly wire again and adjust point gap.To
burned breaker contacts can be do so slide f lywheelwith 3 slotted
30
C ontrollingthe ignitiontiming
o
o

Top:
M o u n te d c a mprng pi ece

Bo tio m .
D gd-c " / . , 1 l . n d on o fe e l- tr n Co n n e ctin g ig ntontmng l nsefted d al gauge
"

rt

,l

T he ignitiontimingof the 0B S must

be set at 2,0 to 2,2 mm (0.08 to
0.087 in) before top dead center.
This means that the breaker lever
I c. ct-.-c t^ lif' f n ^r lha . nnt ac t
bank at this crankshaftposition.At
- n. r-e' rl /-rla. no s iinr ot t he
crankshaftthe breaker points are
fully opened and the opening gap
must not exceed 0,35 to 0,4 mm
(0.014to 0.016in).

To control the rgnrton timLngfirst

remove shroud, fan housing and
fan wheel.Thereafterremovespark
plug and mount c ampLng pLece
11068904200 with cylinder head
screw M 6X20 onto the cylinder
head. Before doing so, however,
remove short feeler pin from dial
gauge and screw in feeler pin of
20 mm (0.79 in) length first, only
then us e short one to screw into
the long one. lnsert dial gauge into
the provided holder and adjust
clampingpiece in such a way that
the feeler pin reaches into the
 3r

o Adiustingthe timlng

M a r k ngs at fl yw heel and crankcase

combustionchamberwithouttouch- First pull off flywheeland unscrew

ing the spark plug thread. Loosen dust cover from armature plate,
d al gaugeagain,turn crankshaftto lhereafrer mount f I ywheel again.
top dead center positionand move Now check the breaker point gap
di al gauge towards cylinder until with a grease- free{eelergaugein
the indicatorcan deflectby approx. the range of the top dead center
5 mm (0.2in).Tightencylinderhead position of the piston through the
screw in clamping piece modera- adjustingopen ngs of the flywheel
tely. Attention-when tighteningthis to see lf it is between0,35 and 0,4
scTew too firmly the guidance of mm (0.014and 0.016in). lf such a
the feeler pin will get pinchedand r a,.l i n^ :.
^^r ^l 1,.: -d . 1 -^ rf e C t
the fee'e' wrll not work. By turn'ng breaker point gap (see "breaker
back and forth bring crankshaftin point set )
top dead centerpositionand adjust
c,a' gauge by meansof the adjust- The lgnit on timing is also indicated Turn on lgnit on timing apparatus
ing ring to "0" position. by markings at the flywheel and and turn crankshaft n directionof
crankcase (see illustration). For engine rotatlon until the pilot lamp
Now clamp one connectrngterml control purposes therefore you ' i qhpq lr rl 'p rri "l n,errne c how s

1al of the ign tion t.mingaoparalus need not to have a dial gauge but now a readrngwhichis not between
00008908905 to ground (for i'r- only a timing apparatus.The very 2,0 and 2.2 mm (0.08and 0.087in)
stance cylinder fin) the other one moment both markings are in line loosen armature plate through
to the contact sieeve of the short the pilot lamp must flash. lf not, adjustng opening of flywheel and
c rcuitw re. readjust timing. lf flywheel or rotate it correspondngly. Turn fly-
crankcasehave to be replacedthe wheel until dial gauge shows a
Turn on timi ng apparatus and markingsto conirol the tlming must readingof 2,1 mm (0.083in). lf the
slowly turn crankshaftin direction be punched into c.a'rkcaseagJrn. previous reading was higher than
of engine rotation (counter clock To do so insert dial gauge into the 2,2 mm (0.O87in) turn armature
wise) until the pilot lamp flashes spark plug port and turn piston platein directionof enginerotation.
up. In this position the breaker until it is positioned between 2,0 If the readingis below 2,0 mm (0.08
points are opening. The indicator and 2,2 mm (0.08 and 0.087 in) in) turn armatureplate in opposite
should now show a reading be- beforetop dead center.Now trans- directionof enginerotatlonuntilthe
tween 2,0 and 2,2 mm (0.08 and fer flywheelmarking to crankcase. pilot lamp just starts to flash.After
0.087 in). lf this is not the case thattightenarmatuTe plateagain.
readjusttimingagain.
The gap of the contacts of the
breaker points and the positionof
the armature plate towards the
flywheel positionin the momentof
the firing point are to be seen in a
functional relation.None of these
given quantities can be changed
32
without influencingthe other one.
Especially t-e predeterminedrole
rances must be kept as otherwise
this will result in loss of ignltion
power and loss of engine perfor-
mance.
The lgnition timing i s defered by
enlargingor decreasingthe brea-
k er point distance;increasedcon-
tact gap causes advancedignition,
da n r o a c o d
^ ^^ rr^+ ^' n ---u
r ses
re ta rd e d ignit r on. Neve r c h a n g e th e
ign i ti o n t im ing by d e c re a s i n g o r
in cre a sing t he r ec om m e n d e d g a p .
He a vi l y c or r oded c onta c ts m u s l b e
re p l a ce d .
A fte r a d jus t r ng t he ig n i ti o n l rmrn g
r e mo ve f ly wheel agai n a n d s c re w
du st p ro t ec t ing c ap on to th e a rm a -
t Lre p l at e T hen m o u n r p a rts i n
r e ve rse s equenc e of d i s a s s e mbl y .
W h e n replac ng t he c ra n k s h a ft, th e
f lyw h e e l or t he c ra n k c a s e th e
ma rk n g s at t he c r ankc a s e fo r c o n -
t r o l l i n g t he ignit ion t i m l n g s h o u l d
be ch e ck ed in any c a s e a n d i f
n e ce ssar y r enewed.
Magneto edge 9ap
Sch e m a t c view of edge gap
Upon each checkingor readjusting
of tl^e ignit on trr'tingalso rhe edge
gap must be controlled.At properly
adjusted advanced ignition and
correct breakerpoint gap the edge
gap is given by the positionof the
woodruff key groove. Edge gap
meansthe positionof the magnets
in the very moment of the circuit
interruption.The edge gap there-
fore is the distance between the
outgoing pole shoe edge of the
flywheel and the adjoining pole
shoe edge of the armature plate
upon opening of the breaker
points.This gap is 6 to I mm (0.24
to 0.35 in) on 08 S ignition.Conse,
quentlythe gap must be measured
from the outgoing edge of the N-
pole which runs in front of the S-
pole (see illustratio n).
lf the edge gap is too big then the
ignitionis too weak when starting.
lf, however, the edge gap is too
smallmisfiringof the ignitionat high
ann na cnaod ic nar rcarl
o
o
To check the edge gap slide a
feeler gauge of 0,05 mm (0.002in)
betweenthe opened breakerpoints,
turn flywheel in reverse direction
of engine rotation until the feeler
gaugecan still be removedwithout
too much pinching.Now c heck the
edge gap. Shouldthe edge gap not
be withinthe permissabletolerance
it can only be correctedby chang-
ingthe breakerpoint gap. Decreas-
ing the contact gap results in an
increasededge and vice versa.
Insleadof a feeler garge the rgnr-
tion timing apparatuscan also be
used. The edge gap must then be
measured at the moment of the
fJashingof the controllight.
l
l

REWINDSTARTER
Oesignand function
The rewind starter is mounted on
the startershaft insidethe fan hous-
ing directlyin front of the flywheel.
Starter rope with grip, rope rotor,
friction shoe and brake spring are
the main parts of it. Theseparts are
held in position by a lock washer.
The starter rope is wound onto the
rope rotor by the pretentionof the
rewind spring and, therefore, ro
tates the pulley when being pulled
o ut.
Trouble
Starter rope b roken
Rewindspringbroken
Starterrope can be pulledout without Edgesof frictionshoeplatesworn
feelingnearlyanyresistance(does
not crankcrankshaftany more)
It is difficultto pullout starterrope
and it glidesbackonlyslowly
The frictionshoe is insertedinto a
+ho r nno
Iv PU
" 'u
ing effect of the brake spring turns
the brake lever towards the rope
rotor when starter rope is being
pulled out. This causes the sharp
edges cf the frictionshoe pldtesto
move againstthe insideof the pla-
stic ring which js pressed into the
hub of the fan wheel. The torque
produced by the starler rope rs
transmittedvia the fan wheel which
is flangedto the flywheel,and from
Cause
Fopewas pulledout too vigorously
or over the edge and not vertically
Excessivepretensionof spring- it
hasno playany morewhen being
n, ll6.l
' ^ , 'f ^^m ^l ar al V
Plasticringworn or brokenby the
engagement of the frictionshoe
plates
Rewindstarterheavilyclogged
(verydustyconditions)
The lubricatingoil on the rewind
springgets stiff at very low
temperatu res (springcoilsstick
togetherJ
ixt
there to the crankshaft where it
r ^t^r
Iv .v '. T h6 h- ^1. causesthe crankshaftt o turn.
When guided back the unwound
starter rope gets automaticallyre-
woLnd onto the rope rotor by the
tensionof the rewindspring.
The rewind starter does not need
maintenance.Only the rope rotor
should be greased with resin-free
oil at regularintervals .
Remedy
Replaceroperotor
Replacerewindspring
Renewfrictionshoeplates
Replaceplasticring
Cleanall partsof rewindstarter
Apply a littlekeroseneto rewind
spring,thengentlypull out starter
ropeseveraltimesuntilstarter
works properly again
u
Disassembly Installationof a new starter rope
o
o

Top:
Indivdual partsof rew nd start-"r

Bottom:
Pryingoff the lockwasher Lug in rope rotor

_dw
First unscrewfan houslngwith re- startershaft and make sure that Iug
wind starter.To relieve tension of of rotor is safely hooked into the
rewind spring pull the rope out a loop of the rewind spring. Now re'
short way, hold the rope rotor from placethe other parts of the rewind
turning and unwind two turns of starter in the same sequence as
starter rope. Releaserope rotor - llustratedabove.
it will turn back thus relievingthe
tension of the spring Be sure to position one of the two
brake washers in front of and the
lf stdrte' .ope rs oroken the pre- other one behind the friction shoe
tension of the spring is removed system and to keep them clean of
already .Pry lock washer gently off greaseand oil.
the shaft with a screwdriveTmean-
w hile hold ng the check plate with The assemblyof the friction shoe
the othe" hand tl-dt brake sprrngRemoveremainingpiece of starter system is correct if the lugs of the
underneathdoes not get lost. The rope from rope rotor, thread a new spring retainerplatesturn in clock-
rndrvrdua'parls of rhe rewrrd star
rope of 4.5 mm (.17 in) d iam. and wise direction.Secure rope rotor
ter may now be removedfrom the 1000mm (40 in) lengththroughrope w th the lock wasl^er and tens'on
startersl-'a'tone arteTrhe olher rotor and tie a simple knot in the rewindspring.
rotor end. Pass other end of rope
Attentron: Prevenr rewrnd sprrng through rope bushing in fan hous-
from jumping out when removing ing and secure it in the startergrip
the rope rotor. with a special knot. Do not wind
rope onro rope roror. l
Lubricate rope rotor with a light
film of oil when placing rotor onto l
 35
Worn friction shoe olates Replacingthe rewindspring Tensioningthe rewindspring

Top:
Re w nd spri ng ready for assembl y

Bo ttom:
.vo rn fr ctronsho eplat es In se rted rew i nd spri ng Tensronrngrew i nd spfl ng

Ihe edges of the frrctionshoe pla- Grasp unwoundstarter rope close

tes are subject to wear each time to the rope rotor end and place it
they are engagingthe rewind star- into round-shapedgroove of the
ter. The result of this wear are dull rope rotor. By pullingthe rope turn
edges which cannot positivelyen- rope rotor 6 tirres in clockwisedi-
gage the rewind starter any longer rectionto tensionthe rewindspring.
a-d the rew,nd starter, in turn, is Hold rope rotor from turning, un-
slipping. twist rope and pull rope out to its
full length.Feleaserope rotor and
The friction shoe plates can be let starter rope rewind slowly onto
turned once as they have a sym- the rotor by the tension of the re-
metricalshape.To this purposeun- wind spring.
hook spring retainer plates from
brake lever and remove sprrngs The tensronof the rewind spring is
and friction shoe plates.Fleassem- Lubricaterewind springwith a light correct if starter gnp is trghtly
h l a i ^ ra \/A re a film of oil and insert spring with drawn up againstthe rope bushing
spr,ng housng (with closed side at and cannottilt over the edge of the
Install a new friction shoe system bottom) into fan housingand hook bushing.With rope pulledout to its
if secondedge of fr;ctionshoe ola- outer spring loop into the lug cast full length it must be possible to
tes is worn,too. to the fan housing. further rotate the rope rotor at least
lf spring should have uncoileddur- half a rurn until maximum spring
ing assembly corl it rnto spring tension is reached.Otherwise,pull
housing in clockwise d irection out starter rope, hold rope rotor
starting with the outer loop and and unwindone turn of rope.
ending with the inner loop. Cover
rewind spring with washer and An excessively tensroned spflng
mountrope rotor. will get b roken.
36
Replaci ngthe plasticring Generalrepair
o
o
Top:
Wo r n p a stcr n g

C e n te r :
Pr y n g o u i th e pl asi c r ng

Bo tio m l
L-lrrs c re, n!t
a ine fan ,,rhee p ast c r ngJ
n se d r n g a n e ,r'r'

I' r i s ve y di ' fi cul r l o p- I oLt slar -

ter rope and i f t gl l des back only
very s ow y or not compl et ely t he
rew i nd may not have any m echa-
ni cal defect but may onl y bc ver y
d rty. n areas w th very l ow t em
peratLrres thc oi l on the r ewind
spr ng may not be f ui d any I nor e.
the sprl ng coi l s may then st ick t o
getr e- so -l - r- l re rA w i nd sl. r r la
w I fot operate properl y any m or e.
n such a case the troubi e can be
el m nated by appl yi ng som e ker o-
sene to the rew nd sP rl ng.
T he p l a st lc nnq pr es s e d n to th e
hub o f the f an wheel i s s u b l e c t to Then pul l starter rope gen t ly unt il
noTma wear . lns t all a n e w p l a s ti c rhe sta" rer f-nct ons proper ly agai^
ring i f th e c or r ugat ion a t th e i n n e r A starter w hi ch i s ful l of di r t or r e
f . rr e o r tr e ' ' 9. wl- . c h rrp ro v e s tr e srn, how ever, has to be di sassem -
en g a g e ment of t he fri c t o n s h o e bl ed comD l etel ey - l ncl ud ing t he
pla te s, i s wor n or f t h e ri n g i s b ro - rew nd sonng B e caref-l w hen dis-
Ken assembl l ng the spri ngl Wash ail
parts ,n \erosA ne o- c ea1 gaso.
F rrst p ry oid r ing out w th a s c re w - rne.
drrve r Then plac e f an w h e e l o n a
e ve l wooden s upport a n d i n s e rt Lubri cate the rew i nd spri ng and t he
new r n g wlt h gent le p re s s u re o r shaft w i th o w hen reassem bling
w th l i g h t ham m er blow s . the parts

Ma ke sur e t hat r r ng i s i n c o rre c t

qr'r*::
po si ti o n
':.X*;..ll.-
 37
O ILPUM P

Designandfunction

Sc hem act v L e wo f t h e o i p u m p :

1 : pu m ph o u s i n g
2 = c o n t r o ls o t

4 : c y l i n d r i c apl n
5 r pumppiston

lnt ak es t r o k e

Orl tank and oil pump are pos -

:roned in the chain sprocketcover.
ihe oil pump purnpsthe chain lu'
3r catingoil from the oil tank to the
- i.ra h .. .rn d r t - e c r u, r hr - f f ls
o pump must alwayswork trouble-
r'a a 'n r- .ir.n_p6 ,a n r n n cr lr r h . CJ-
t o n of bar and c h ai n .

h e oil pum p is d ri v e n b y th e d o w e i
c n wh c h s pr es s e d i n to th e c ra n k
shaf t nut at t he p o w e r ta k e -o ff s i d e
Fr om t her e t he p o w e r i s tra n s m tte d
,,'a t he adapt e r s l e e v e a n d th e
wor m t o t he p u fi rp p i s to n . A c y -
ndr ic al p n ns e rte d i n th e p u m p
fo us ng and c a tc h i n g th e c o n tro l
. l nr nl rh - n ,m^ nia,^n

p !m p p s t on. D u e to th c p i tc h o t
th e c ont r ol s ot th e p u mp p s to n s
p ut int o a c ons t a n t p u m p i n g a c ti o n
whi e lur | 9. Th e p rrm o o rs l o n ts
p r m ing while gl i d i n g b a c k . l n a n o I
p oc k et at it s en d th e o I s c a rri e d
fro m t he int ak e p o rt to th e o u tl e t
p or t wher e it g e ts c o mp re s s e d b y
th e f or war d s t ro k e o f th e p i s to n
;rn d n c qc pd t h rn ,rn h rts e n u tl e t Troubleswith the o I pump are very
n ot e. seldom. In most cases other parts
have got dirty and are causing an
The oil f eed ha s a c o n s ta n t l i n e a r insufficientoil supply.
relat ion t o t he c h a i n s p e e d w h i c h
g u ar ant ees pr o p e r l u b ri c a ti o n o f
b a r and c hain at a n y s p e e d .

a The lubricatingoil is filtered in the

oil pickup body in the oil tank to

a Preventany d ir t in the oil entering

the oilpump.
38
Trouble shooting chart
o
o

Troub le Cause Remedy

No l u b rl c at ing oil at c ha i n Oil tank empty Top up oiltank

Oil inletholein guide bar c logged Cleanoil inlethole

lntakelineor oil pick-upbody Washlntakelineand oilpick-up

(strainer) clogged body in cleangasolineand blow out
wlth compressedair.Replaceoil
pick up body,if necessary.

Dowelp n in crankshaftnut broken Insertnew dowelpin

Adaptersleevein oil pump D ^^l ^^^

| ,c PIouc ^.JoPr
ov ^^r r^-
, ^r ^^..^
sE vc
-,
worm oroKen

Tankvent in oil fillercap c logged C eanoil f iller cap

Gearat pumppistonandwormworn Replacepumppistonandworm;

to installa new oil pumpwill be
evenbetter

C ha i n sa w loos es c hain " O" ri n g b e tw een oi l fi l l er cap and lnsertnew "O" ring
lub ri ca ti ng oil c h a i n s p ro c ket coveTw orn

Ga s k e ts i n oi l pump w orn Install new gaskets

l
o
 39
Disassemblyand repair

Top:
L e ve r ng out rubbcr p ug

Ce n te r l
Pu n g oLrtcy ndncal ro er

Bo tto m :
F , -:/ n9 o p ump Be a t n q do\,!n '//orm shaft l nd v dual parts of o I pump

7'.;{

B
hE
g
f a l ot her pos s i b c tro u b l e c a u s e s remove the w orrn beat back wor m
n t he lubr ic at in g s y s te m a re e l i shaft i n pump housi ng wt h a suit -
n naied t hc t r ou b l e ma y b e fo u n d abl e punch abt.6 mm [ . 24 in) . ln
n t he oil pum p. thi s w ay you dr ve o ut ihe wor m
together w th the oi l seal; t he oil
F --t . -. nk Ao { n ' n d r c.,c\e m o seal gets from l ts seat n t he hous-
^rl
ng the o I pump.Take out the two rng and thc w orm can be r em oved
countersunkscrews and removeo I from the s h aft.
pump from chain sprocket cover.
ntake and outlet channelof the oll W ash al l parts of o il pum p t ho-
pump and the oil channelsin the roughl / i n c ea' l g,rso lr np espe
cFa. sprochelcover Jre sealpdby ci al y the channel s - blow out wlt h
iwo rubberring gaskets. compressed a r and check on pr o-
per condi ti on. R epl ac e wor n par t s,
To remove the pump p ston lever 6c ^a. al l '/ tho ao.l ,^^
^ -: rt c
out rubberplug with a broadscrew-
driver,then pull out cylindricalrol-
er with a magnet.lf this should be
d ff cult turn piston back and forth
oveT woTm a short way. Now the
pump pistonwill fall out by itself or
n:y be b'own out of the housng.

a Take pump housinginto the hollow

of your hand with cylinder bore
down and tap it againsta firm sup

a port with the ball of your thumb

until you can grasp the piston.To
40

o
o
Top:
Pu nc h ng ou t t h e a d a p t e r s e e !!

C ent e r: Top:
D r,v ng n t h c r / o r m s h . f t P ress ng n a ne,../dovrel p n

Bo t iom B oi tom:
f.. o se. of o I pump
Mo lnt ng s e - a v - a Pr e ss n g r n th e o 9eJ P u ng out l he oi p ck-up body

I
ll
,ll
\t *l
V-

*t*'
l f o i l s c a l has to be repl .rced,
p u n c h a d a p ter s eeve out of w orm
s h a ft.
*
L u b ri c a te a I parts pri or to asscmb
l y . T h e n p unch w orm shaft back
i n to h o u s i ng unt I shaft s fl ush
w th rc a r e d ge of hous ng. The end
w i th th e g ro und face must poi nt to-
w a rd th e n sl de of the hous ng.

Sl d e w o rm onto shaft and nsta I

-6
..lV'
.tLv
oil sea w th mounti ng sl eeve
11 0 8 8 9 3 2 4 00. To cieanor replacepick up hose or
p ck up body empty o I tank, pull
n s ta l l a l l o th er parts rn reverse d s out pick up body through oil filler
i l s s e m Dry s e q Lrence hole, pull hose off the connector.
When o I pick up body is put back
Wh e n mo u nti ng the oi l purnp i ni o nto tank checkto be surc that hose
tt p .h . ,n cnrnr Lct , nv.r rl -^^f ro in tank is not bent or twisted.
b c s u re th a t seal ng i s ti ght.

)
]
D o n o t re p lace dow el pi n w i th nut
s ti l l s c re w ed onto the crankshaft
b u t re m o \ e nut from cranksh rfl O
 41

ANDAIRFILTER
CARBURETOB

Oe s ign and f unc ti o n o f c a rb u re to r

The main parts of the all-position strength of w hi ch i s got f r om t he

The downwardstroke of the piston
CLaphragm carburetorare the pump di fference betw een the vacuum and
changesthe pressureconditions.lt
hous ng and the carburetor body. pressuTe mul ti pl i ed b y t he size of
creates pressure n the crankcase
Although the fuel pump is incor- t^e di dphragr surface , . s t r ansm it
and in the impulse chamber thus
corated in the same body as the ted through the pursed disc, t he
pushing the pump diaphragmto
carburetorit is a fully separateand i nl et control l ever over cor nt ng
wards the fuel chamberand redu
ndependentlyworking un t. stri ng pressure and u nseat ing t he
cing the volume of fuel. The inlet
rnl et needl e thus al l o wing f uel t o
valve ls pressedlnto its seat wher
f ow from the fue cham ber in t he
eas the outlet valve is opened al-
dl aphragm chamber. The in let
lowing fuel to flow to the neede
OperatingoI f uel-pump need e cl oses agai n as soon as
valve of the carburetor.
atmospher c pressuTe is built uP
The crankcaseis subject to alter i n the meter ng chamber again. I n
nate surges of pressure and va practi cal operati on. however , t he
cuum at each s troke of the piston Operationof carbureior need e val ve does n ot open and
- with vacuum createdby the up- cl ose constani l y but balanced out
wards stroke and pressuredby the The opening and closing of the on a medi um evel d epending on
downwardstroke of the plston.The needle valve and, therefore, ihe engi ne speed caus ng t he needle
efrecr rs useo to dctLate c fuer- fuel supplyto the carburetoris con- va ve to ren' -;n oper in a d. r ect r e
pump. The chamberon top of the trolled by the meteringdiaphragm. l ati onshi p to the posi t on of t he dia-
pump diaphragm(impuls chamber) The rreterg drdphragnis.n Posi- phragm.
s connectedto the engine crank- r;on of rest rf t-e at-nosphe'icpres-
case through the impuls channel. sure in the diaphragmchamber(the
Due to the alternatesurges ln the chamber under the diaphragm is The amount of fuel being dr awn r nt o
crankcasethe pump-dlaphragm will ventedto the atmosphere)are iden the venturi rs i n a dir ect r elat ion-
pulsateat eachstrokeof the piston. tical. shi p to rhe vacuur-' t condit ions in
lne pump-d;aphragm has two flap the venturi w hi ch, i n t uTn, ar e in
valves punchedout of it and still fl uenced by the condit lon of t he
connectedwith it on one side. The tape' o{ the Inlet needle is choke shutter and the t hr ot t le shut -
pressureforcedinto its seat. When ter. To adapt the carbur et or t o dif -
engine rs runring the metering ferent operati ng co nd it ions t he
The vacuum created by the up- chamberrs fi,led wirh fuel. During amount of fuel can be changed by
wards stroke of the piston draws the suction cycle a vacuum ts cre- the i dl e and main adjust m ent
tLe pJmp diaphragrr rrro the im ated in the venturi.As the venturi screw .
p- se chamber rhus enldrg'g the is wenied to the diaphragmcham-
fuel chamberand creatinga vacuum ber through valve ports fuel is

o there, too. The inlet valve opens,

ttseh;gher Jtmosphencpressureis
pushingfuel from the tank into the
drawn into the venturi.This creates
a vacuum in the diaphragmcham-
ber. too. and an almosphericpres-

o f-el charrber and is pressng the

out et valve into its seat.
sure pushes upward on the me-
tering diaphragm.The force, the
42

Top:
o
o
Top. C hangi ng frorn dl e to mean or
Sta r t n g p o s tr on ful l throttl e pos t on

Bo lto m : B oi i om
Ful l throti l e posLti on

1 = Ch o ke sh u ttcr 10 S econdary i d e l €t
2 = lva n a d l!st meni scrc,, 11 = P r mary dl e Jct
3 ln e t n e e d e 12 = l mpu se bori nq
4 : M e te r n g d aphragm 13 = l dl e spccd adl Lrsi ment scl efl
5 :Atm o sp h e r c vent 14 Mcl er nq d aphraqm ch.mber
-
6 : Ou tle t va ve c osed 15 P ump d aph'agm
7 : F u e l str a n c r (suckl n9 pos t on)
8 Va ve le t 16 l nl -.t va ve opened
-
I : T h r o tt e sh utter l 7 : Fl e n ct connector

( b o ih a d lu st n q scre"rs shov/n off set by 90 degreesl

To exp ain carbureton 4 differing

I il
^^6/trr ^^
rn n rl 't nnc :r o
-. nrg'
- - nF -t . - -
rnteTesI:
,': .- i lo
I
12
1. 't r s
W he n star t ing an engin e , th e c h o k e 14
s hutte r is c los ed w h e re a s th e
t hr o tt e i s p. r r t y opened . A h g h v a
.,,n sL rad ed in ha\ e r I- d -r i n g
.h o qr, ..r- c d e .tir
^n , ' . , c ^
s a l n o st c om plet e y k e p t o u t b y
t he c o se d c hok e s hu ttc r. U n d e r
t he se co ndit ons a lo t o f fu c l rs
dra w n th rough all let s i n to a re l a
t ive l y sma I am ount of a i r re s u l tl n g
in a ve ry r c h f ue, i alr m x tu re w h l c h
I
is n e ce ss ar y f or s t ar t na JT
. he choke
s h u tte r mus t f r owev eT , b e o p e n e d
t,, 12
imme d a te y when t he e n g i n e i s r!n 2. 2
ts
ning Other ws e t he ri c h fu c l ra i r 3
14
m x tu re would s t op th e e n g n e
ag a n 5
6 6

2
7
O nl y a l tt e f ue s ne e d e d fo r i d -
ling . Th e c hok e s hult er l s fu l y o p e n
wh e re a s t he t hr ot t le s h u tte r i s a l
m o st co mp et e y c los ed . A v a c u u m enough vacuum n the venturi to ventLrriand to create a vacuum at
ls cre a te d only at t he p ri m a ry -i d l e - preventthe alr passingthroughthe the secondary dle port so that fuel
ro ' rd l ,n g main-jet.The ball must be able to s drawn through that port to get
iet J'ro L h e - el - ec es s .rry '
is d ra wn t hr ough t hat l e t o n y . D u e move frecly in the valve body and the required richer and, therefore,
t o th e d f f er enc e r n p re s s u re b e should fal audibly when shaklng lgnitablem xiure
t we e n \e n t L. and r he i n l a te p i p e the carburetor.
be h n d th e t hr ot t e s hutte r a i r w o u d 4.
be d ra w n t hr ough t he m a i n -j e t (v a l Openingthe throttleshutterfurther
v e-Je t) i n t o t he diaphr a g m c h a mb e r 3. resultsin fuel also passingthrough
ih | | c . 2 | |q in ., .1 tn ^

m lx tu re and a s t oppin g o f th e e n -
lp.^ f||p.t" ln nor onnr r nh f,r ol fnr c nonr l

th e e n g i n e f rom i dl i ng to parti al or
na the main-iet(valve-jet)at the nar-
rowesrpo rt o'the venrurithus gel
O
gine . Th e r ef or e, a ball n th e v a l v e
jet cl o se s t he let f t h e re i s n o t
fu l l l o a d th e throttl e shutter must be
nnanorl tn le. rn.^
'
r p.tar the
ting the higher amount of fuel re-
qu red at full load. o
 /|(l

Troubleshootinochart

irouble Remedy

C arbureiorf lowsover- Inletneedledoesnot seal.Foreign Remove,c leanor renew inlet

onnrno n o tc fl n n rl a r l body in valveseat or latter needle valve.
oamageo.

Helicalsprlngis not located Femoveinletcontrol everand

p roperly on dimpleof inlet control reinstaI correctly.
lever.

Purseddisc and diaphragmis out Renewmeterng d iaphragm

of shapeand pushesconstantly
againstinlet controllever.

lnletcontrollever n a too iow Set inletcontroI lever f lushwith

posLtron. bottomofdiaphragmchamber.

Poor acceleration
of e ngine l d e j e t too i ean. T-rn out rdle ddjustmenrsc.ew a
littlebit (seecarburetoradlustment).

l n l e t control l ever l n a too h i gh Set inlet controllevert lushwith

p o s i ti on. f loorof diphragmchamber.

l n l e t need l e sti cks to val ve seat. Removeinletneedlecleanand

reinstallvalve.

Ve n thol e to atmosphere p l ugged. Cleanhole.

D i a p hragm gasket not seal i ng Renewd iaphragmgasket.

p ro p e rl y anymore.

M e te r i ng di aphragm damaged. Replacemeterlng diaphragm.

 o
o

Trouble Cause Remedy

It asimpossibleto get the engine Throttleshutter openedtoo much Beadjustidlespeedregulating

idling. by idle speedregulatingscrew. screw.

Enginesstopswhenidling ldlejet portsor channelsplugged. Cleanportsand blow out with

compressedair.

ldlejet "too rich". Turnin idle adjustmentscrewa

Iittlebit (see " carburetor
adjustment" ).

Wrongadjustmentof idle Beadjustidle adjustmentscrew.

shutter
adjustmentscrew-throttle
al\,
^^m^laf ^ l ^c a.l

Enginespeedd ropssharplyunder Air f ilterplugged. Cleanair f ilter.

load- no full power.
Tankventdefective. Cleanor renewtankventif
necessary.

Fuellinefrom tankto fuel pump Sealor renewconnectionsand

leaking. line,it necessary.

Pumpd iaphragmdamaged. Renewpumpd iaphragm.

Crosssectionofvalvejet narrowed. Cleanor replacevalve.iet.

Fr r ol cnr oon nl r r nnpr l Cleanfuel screen.

o
O

Prcgsuretesting (tightnesstest)
ol carburetor
: ap
PJ ng off the fue line
B a: t o m ,
P . ?s s u r e t e s t n g t h e ca r b u r e to r
ft
The carburetor can be tested on
Jeakagewrth the carburetorcrank
nrpsq rp
11068502900.
Pul l fuel line off the inlet fitting at
fuel strainer cover of carburetor
and connect hose end of pressure
testing device with fitting. Close
ventingscrew at pressureball and
pumpair into car buretorby squeez-
ing the ball until pressure gauge
indicatesa readingof 0.5 bar (7.25
lbf./in'?).
,15
Co n n e ct ng the pressure testi ng dev ce Pry ng off the retainer
a
tfl/t:
Femove shroud and air filter. Pry
retaineroff the governorlever and
unhook governorrod. Unscrewthe
two collar nuts M 6 holding the
carburetor.Take carburetoroff the
screws, at the same time pulling
fuel line off frtt'rg at {Lel slrainer
cover of carburetor.
Unscrew the four cylinder-head
screws Io remove aoapler ano
cooling plate. Replace damaged
gaskets when reassembling the
parts.
No drop in pressureis a proof that
carburetoris tigth. lf pressurechan-
ia slin o .ie viCe ges, however, this may have two
causesmatnlyl
1. The inlet needlevalve does not
seal properly(foreignparticlein
valve seat or valve seat da-
maged).
2. Meteringdiaphragmdamaged.
lf so, carburetormust be removed
and repaired.
46
Bepair
Top
R emov nq t h e f u c s i ' a , n . . c o ve i
Bo t t om
U ns c i' ew n. l t h e f J S l e n n q s c r e vr ' s
T he ma i nt enanc e of t h e c a rb u re to r
h ,e r n he <t,.ra .l 1 r rh p
T o cl e a n t he f uel s c re e n re mo v e
f ue l stra ner c ov er and ta k e g a s k e t
an d scre en out of f uel p u mp b o d y .
W"(h c/ 'Fpn
blow o u t wit h c om pr es s e d a i r. F e -
ne w scre en r f dam age d . U n s c re w
t he 6 screws t o r em ov e fu e l p u mp
bo d y, fu el pum p diaphr a g m, g a s k e t,
diap h ra g m c ov er . m e re ri ng d i a -
ph ra g m a nd diaphr agm g a s k e t.
o
o
U n s c r c wn g l h e v a v e b o d y
Bottorn:
Un scr e w n g ih e stud P u n c hn g o u t t h e v a l v el e t
'fog
D i a p h ra g m and gasket may often
e + ,^ L i ...:th a. . rn ' rrrr< h" rken
a p a rt v e ry c a refuI y.
D i a p h ra g m s are the most del i cate
c o mp o n c n ts of the carburetor. D ue
to th e a l te r nat ng strai n the mate
r a l o f th e d i aphragm s subj ect to
fa t g u e th e di aphragms get bul gy
a fte r s o me ti rre not a l ow i ng a
tro u b l e fre e operatron of the car-
b u re to r a n ymore. The d aphragms
m u s t th c n b e repl aced
T h e i n l e t n e e d e val ve i s posi ti oned thinwaled SW 8 socketwrenchand
^r mn ^.r t
i n a re c e s s i n the meteri ng di a- the comp ete needlevalve must be
p h ra g m c h a mber. The nl et contro repraceo.
e \e ' d n d rhe i nl et l el si o' r sp' ^g
c a n b e re moved after unscrew ng
th e p i n i o n screw l ocati ng the nl et
' "n l.n e and c o n tro l l e v e r. N ow the i nl et need e
m a y a l s o b e taken out of i he val ve
b o d y . l f v a l ve seat i s damaged -
w h i c h c a n b e noted i f carburetor
g e rs fl o o d e d al rhough val ve seat
o
w a s c l e a n e d al ready -
b o d y m u s t be unscrew ed w i th a
the val ve
o

Lns c r e , r r n g t h e a d J u stm e n tscT e ws
l f plas t ic ball is n o t fre e i n v a l v e j e t
(m ain jet ) and i s j a m m e d p u s h o r
p unc h out jet w th a s u i ta b l e to o l o f
5 m m ( . 2 ) di a me te r, p u s h i n g i t
from t he diaph ra g m c h a m b e r to -
* :' ds t he \ eniL ' . B u l d o .o t fo rg e r
to s c r ew out m a i n a d j u s tm e n t s c T e w
b y at leas t one tu rn .
Was h oll c . r b-re to r p o rts . e s p e -
c ally all holes a n d c h a n n e l s i n c a r
b u r et or body , in c l e a n g a s o l n e a n d
b low out wit h co mp re s s e d a i r h a v -
n g r em ov ed th e 2 a d j u s tme n t
scr ews bef or e.
To c hec k plug 6 5 0 3 1 2 2 9 4 1 4 o n
ti ght nes s dr op o i l o n to i t a n d b l o w
w it h c om pr es s e d a i r i n to th e h o l e
o f t he idle adju s tme n t s c re w . l f a i r
b u bbles get t hro u g h th e o i l c a u l k
p l ug light ly ar o u n d i ts e n ti re e d g e .
Fenew plug if i t i s s ti l l n o t s e a l i n g
p r ope r ly .
Top:
Bem o vn g t h e p u g
Botiom:
Gett ng the p ug eve
Be a t agai nst center of pl ug w i th a
p u n ch of about 3 mm (.12 ) bul g
l h e pl ug dow ' w .rrds th-s rel easi ng
th e t ens on betw een the pl ug and
th e h ol e w al l . Take out pl ug and
b l o w out i dl e di scharge ports. In-
s e rt new pl ug i nto hol e w i th convex
s i d e on top and get i t l evel by ap-
p l y i ng l i ght pressure w i th a punch
o f a b out B mm (.32 i n) di ameter.
Wh e n i nserti ng the val ve j et make
s u re that i t i s l ocated i n the hol e i n
47
Top:
l nl et need e and nl ct contro l l ev er
B ottoml
Inserted hel i cal spri ng
t>€
6.3
exactly vertical position and not
' l-prl Tr-e re:r arlna nf tha v3lys
jet must be flush with floor of dia-
phragm chamber.Screw in tightly
inlet valve body with socketwrench
againand insertinlet needle.Mount
helical spring into its boring seat,
insertthe fork of the inletregulating
leverintothe ring grooveat the head
of the inlet needle and insert inlet
controllever pinionscrew into bore
of inletcontrollever.Makesurethat
inlettensionspringls locatedon the
rl8

o
O

Top: Top:
ns t a ed n e t c o n t r o e v e r G u de p ns at d a p h r a g mc o v e r

Bo it om: Bot t om :
Gu dc prn at c a r b L r ' e i o r b o d y nsericdfue sirainer P astj c bush ngs n the tasten ng ho es

t
ui; /t-

are requiredfor a good heat pro-

tectionof tl'recarburetor.

Push fuel lrne over fitting at fuel

stra ner cover and place carbure-
tor on the screws. Check to be
sure that gasketis placedbetween
carburetoradapterand carburetor.
Screw on col ar nuts and tighten
securely.Hook governorrod intothe
governor le!er and sccJre it dgJ '
with c irc llp.

nl e t co n ir ol lev er dlm p l e . T g h te n r haao

^' r tc
l ^^:ta
^^
i.ha
- F
^r /
Jper
inle t co n t r ol lev er p i n i o n s c re w crsr pins ar rhe carbLretor body
f irml y a n d c hec k f r ee m o v a b i l i ty o f and the diaphragmcover. Put the
in le t co n tr o I lev er . 6 screws back into place and tigh-
ten them crosswise. Mount fuel
Bo th ca r bur et or bod y a n d d i a strainer and screw in adjustment
phra g m c ov er hav e 3 c a s t p i n s to screws.
exa ctl y a line gas k et s , d i a p h ra g ms ,
dia p h ra g m c ov er and fu e l p u m p
bod y. R eas s em ble gas ke t, m e te ri n g
dia p h ra g m , d iaphr ag m c o v e r, p u m p
Before reassemblingthe carbure-
tor make sure that eachscrcw hole
o
dia p h ra g m and f uel p u m p b o d y
ma ki n g sur e t hat t he lin i n g h o l e s o f
of the carburetoradapter is pro
vided with a plasticbushing.These o

Carburetoradjustment
' d c a d l u s t m e n t scr e w
: n a d l ! s t i | c n t scr e u /
: "d' ae s p e e d r e g u at n g scr cw
. . _ . p e d . o t . a . r o .o .l F ) r r o Jd to d d u sl
-
'.ese scrcv,,s)
The c ar bur et or w a s a d j u s te d a t th e
fac t or y f or bes t o p e ra ti n g , e c o n o -
fny and power a t l o c a l a trn o s p h e ri c
co ndit ions .
Wor k lng up in th e m o u n ta i n s o r
n ear s ea t ev e n e c e s s i ta te s a re -
a d lus t m ent of t h e c a rb u re to r. Ad
Ju s t m ent has io b e ma d e a t th e 2
a dlus t r nent s c r e w s a n d th e i d e
s peed r egulat ing s c re w .
The nor m al s et t n g s o f th e a d j u s t-
me nt s c r ews ar e a s fo l o w s :
Ma in adjus t m ent s c re w H :
wi th k nur led he a d a n d d u l l c o n e
3 ,/a
t o 1 t ur n open .
l d le adius t m ent s c re w L :
wi th k nur led hea d a n d p o i n te d c o n e
3 /r t o 1 t ur n open .
Don' t m ix up th e s e a d j u s tme n t
screws !
T o make the readj ustment turn the
2 a d justment screw s gentl y i n unti l
b o th are seated. C heck carburetor
a d J U stment on w arm eng ne and
w i th cl ean ai r fi l ter.
H i n ts for readj ustment of carbure-
E n g i ne stops w hen i dl i ng:
W i th engi ne runni ng turn i dl e speed
re g u l ati ng screw cl ockw i se (chai n
s h o u l d not tu rn).
C h a i n turns at i dl i ng speed:
T u rn i dl e speed regul ati ng screw
c o u n ter cl ockw se a l ttl e bi t.
E n g i ne speed errati c w hen engi ne
i s i d l i ng:
Ad j u s t i dl e adj ustnrent screw . Y ou
g e t a l eaner rni xture by turni ng i t
c l o c kw i se and a ri cher mi xture by
tu rn i n g i t counter cl ockw i se.
Attention:
E v e n a sl i ght change i n carburetor
a d J J S tnent has substarti al e' fects
o n e n g Ine operatton.
49
Air filter
U n s c r c w l n gf l l t e rc o v e r
A i r fi l ters are used to clean t he in-
take ai r from di rt to r educe t he
w ore of rhe ergi ne pdr ls. Dir t y a r
fi l ters are reduci ng e ng ne per f or -
mance, they are i ncr easing f uel
co n sumpti on and m ake st ar t ing
d i ffi cu l t.
B efore removi ng the a ir f ilt er close
cf' rckeshutter to prevent dir t ent er -
i ng i nto ca rbu reto r
The ai r fi l ter can be re m oved when
fi l ter cover i s unscre wed. Hold f il-
ter upri ght and tap i t gent ly ont o
the fl at of your hand . Wash it in
cl ean gasol i ne and b low car ef ully
out w i th comp ressed a ir .
l f w ,remesh i s defective r enew air
fi l ter as i t w i l l permit dir t t o be
draw n i nto the engi ne and r uin it .
50
FUELHOSE o
o

R emov rng t h e c a p L e ve fln g o u t th e e bow frtti ng Unscrewingthe threadedpin.

3
:-..::

\. 1"
.n*!,:!rr*,,.rrx t

T hro u g n t he f uel ho s e th e d ta To guaranteea troublefreeopera-

a reversedd isassembly sequence.
ph ra g m pum p dr aws f u e l fro m th e tion of the carburetor,the atmo-
You shouldtake this opportunityto
f uel ta n k int o t he c arb u re to r. l m- sphericpressureand the pressure
flush the fuel tank with clean gaso-
pu ri ti e s i n t he f uel whic h ma y h a v e line. insidethe tank must alwaysbe the
go t i n to t he t ank ar e ke p t b a c k i n same for which reasonthe tank is
To replace a defective hose un- vented to the atmospherethrough
t he fu e l pic k - up body (fi l te r a n d
scTew carburetor,lever elbow fit- the hole of the thread insert in the
s cre e n ) I her ef or e, t he ' rn e w ' re -
ting out of hose and fish hose out ventinghose.
me sh a n d t he f ilt er in th e fu e l p i c k -
of tank. Ins rallhose in reversedis-
up b o d y will get plugg e d w i th d i rt
aftor cnmo r,ma Tha fr
..ao n:c< jage
-- r -- assemory sequence. ln case of troubleswith the carbu-
of the fuel throughthe filter will be retor or the fuel feed check and
restricted causing an inadequate When putting pick-up body back clean tank vent, too. Fenew tank
fueI feed. into the tank be carefulnot to twisi vent if flanks of screw threadsare
or kink the hose. cutting deeplyinto hose.
Thereforecheckand cl eanfuel pick-
up system when noticing improper
fuel feed. Take fuel pick-up body
out of tank through the fuel filler
hole and pull off hose.Bemovecap
and take filter, strainer and insert
out of fuel pick-upbody. Clean alt
these parts. Be careful not to da-
mage the wiremeshin the pick-up
body. o
The filter shouldbe renewedrather
than cleaned.Beassembleparts in o
 5l
THROTTLEDEVICEAND CHOKE
SHUTTER
SLIDE

. r' n g o f f l o c k w a s h er . Be a tin g i n throttl e ock button.

Get lock lever into proper position,

pass bolt through lever and secure
with lockwasher.

Now check throttle trigger system

r r ^,,hl o fr aa ri^n
^n ^nar .

From machine No. 8.043.400the lf throttle lock button is defective The choke shutter slide is located
standardSTIHL 08 S power saws pass new bolt through hole from in a slot of the shroudwhere ir can
are equippedwith a throttletrigger inside of handleand place head of be pushed back and forth. lt rs se-
Tockwhich prevents an unintentio- bolt onto a suitablesupport.Then cured, and, at the same time,
nal throttlingand is a very impor- put washer, helical spring and stopped by a flat spring at any re-
tant safetydevice. throttle lock button back onto bolt quired position. Otherwise, the
and, with gentle hammer blows, slide would always be pushed into
To repair a throttle conrrol device fasten throttle lock button to boLo. ''1 positionby the tension of the
the shroudhasto be removed. springby the chokeshaft.

Both throttletrigger and lock lever To reassemblethrottle control sy- To repair the choke shutter slide
are located on a differentbolt be- sten pass throttletrigger from be- set lever flat spring out of its seat
ing secured by a lock washer on low through rectangularrecess In in the slide with the screwdriver.
eitherside. handle,tilt trigger, then introduce Replacedefectiveparts,insertslide
throttle rod from below and hook it Into slot in shroud and flat spring
To remove the 2 bolts pry off one into eye of throttletrigger.Get trig- into slide (makesure that spring is
each lock washer on 1 side only, ger into proper position,pass bolt installed in correct position) and.
push out bolts and then take lock through trigger and secure with with a screw driver, push slide into
lever (with hook - on spring) and lock washer. centerposition.
thr ottletrigger out of handle.Tilting
thr ottle trigger and unhooking Please hook on spring onto collar To mount the shroud get choke
throttlerod before. of lock leverthat short hook end of shutterslidein "1 " position.
spring is located on lock lever.
Bend long end of spring rearwards
and insertlockleverinto handle.The
Iong spring end must then rest in
the groove of the throttle trigger.
52
MANUALFORSPECIALTOOLS
o
o

In addition to the special tools il-

lustratedand mentioned(with part
number) in this workshop manual
other specialtools are available.

ln our manual for special tools all

availablespecialtools are illustrat-
ed and listed with part number -
subdividedinto groupsfor different
chain saw models and another
group for all chainsaw models.

This manual for special tools is German 04559010023

availablein differentlanguagesun- 045s9010123
der the followingspecificationnum- French 04559010223
D ET S : Spanish 04559010323
Y ugoslavic 04559010423
Swedish 04559010523
Italian 045s9010723
Portugues 04559011223

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