Walbro

DIAPHRAGM
CARBURETORS
INTRODUCTION ..................................................................................................2
AIR AND FUEL. ........................................................................................ ... ........ 3
ALTERNATIVE FUELS .......................... ........................... ...................................4
TWO-CYCLE ENGINES.............................................................. ............... .......5,6
THE FUEL METERING SYSTEM.................................................................... ..6,7
BUTTERFLY VALVE CARBURETORS ............................................................7,8
VENTURI OPERATION ................................ .... ....................................................8

TROUBLESHOOTING .............................................................. ...................... 9-12

Determining Cause................. ....................................................... ..... 9,10
Pressure Testing .................................................... ................................ :11
Hard Starting Hot... ............................. .... ................................................11
No ldle...... ............. .. ... ......................................................................... ....:1 1
Poor ldle ..................................................................................................12
Poor Acceleration ......................................................................... ..... .....12
Poor High Speed ................................................... ............... ..................:12
Carburetor Disassembly............................... ............ ........................12,13

CARBURETOR REBUILD.............................................................................13,14
Mixture Screws.......................................................................................13
Fuel Pump.......................................................................................... .....14
Welch Plug Removal... .................... .......................................................14
Circuit Plate Removal. ........................................................................... :14
MAIN NOZZLE CHECK VALVE.................................................. ..................15-17
REASSEMBLY........................ .................................................... ........ ............... 18
PRESSURE TESTING ................................................................................. ..... ..19
ADJUSTMENTS............ .............................................................. .. .....................20
BARREL VALVE CARBURETORS.......................... .........................................21
WY SERIES.... ................. ...................................................................... ..... ........22
WZ SERIES..................... .............................................................. ................ ... ..23
BARREL VALVE CARBURETOR ADJUSTMENTS...................................... ... 24
AIR PURGE SYSTEMS................................................. .......... ...........................25
PRIMER SYSTEMS........................................................................ ..... ......... 26, 27
ACCELERATOR SYSTEMS........................................................................ 28, 29
GOVERNOR .......................................................... .............................................30
TOOLS.............................................................................................. ............. ... ..31

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 Asdiverse as the Walbro diaphragm carburetor
line has become. producing a manual to detail the
repair of each specific Walbro carburetor would be
a monumental task. and the manual would be
obsolete as soon as it was printed. Instead, what
we hope to do here is to show you the individual
componentS that are found in various combina-
tions within our carburetors and show you how to
troubleshoot and service them.

We hope this manual becomes a useful and

profitable tool in your shop. As we develop new
carburetor technologies, we will try to keep you up
to date on further service techniques. If you have
any suggestions or additions to the next printing.
please send us a note.

(:JltL
Luis J. SaLts
Foeld Service Supervisor
Aftermarket Division
Walbro Engiroe Management Corp.

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 The Air
Air taken into an engine is what actually creates the
power within the engine. Of course, the air is useless
without fuel. Fuel burning causes the air to heat and
expand creating the poweroftheenginc. The amount
of power created is a function of the amount of air
taken into the cylinder. Ira small amount of air is
drawn into thecylinder.the air density is low and a
small amount of power is produced. Since the engine
is Wldcr a certain amount of intem:U and external
drag,the power produced slightly ovcrcomcs the drag
and the engine runs slowly. As more air is admitted
into the cylinder the air density becomes higher and
more po""':r is produced. The engine tWlS faster. or
can carry a bigger load.
The air is not sucked into the cylinder. it is pushed
in by atmospheric pressure. At sea level atmospheric
pressure exens 14.7 PSI upon everything around iL
Of course, as you come up from !he sea atmospheric
pressure drops - enough so !hat for every 1,000 feet
above sea level an engine looses about3.5% of it's
power.
Anything that allows more air to be pushed into the
engine on the intake stroke will increase the engine's
power. A turbo or super charger increases air density
by packing the air in tighter than atmospheric pres-
sure can. Similarly, decreasing the air temperature
increases air density. so colder air produces more
power than hot air.

The Fuels
For any fuel to burn most efficiently it must be
combined with a specific amount of air. This specific
air/fuel ratio is called the stoichiomcuic. (Impress
your friends with that one!) For gasoline, the best
ratio is 14.61bs. of air for each pound of gasoline. At
this ratio all thcavail:tble air is combined with all the
available gasoline to get the most power and least
emissions out of the engine. Unfonunately. an engine
wiU not survive running at !his 14.6: I ratio; it would
quickly overheaL For an engine to survive, it must run
an air: fuel ratio that is a bit richer.
A rich mixture contains more fuel than lhc"idcal".
MOSt engines tW1 at a ratio of 10.5: Ito 12: I, provid-
ing them wilh a bit of excess fuel. The extra fuel is
used to cool !he cylinder components as !he engine
runs. Since some fuel is being wasted at a rich setting,
emissions are higher and power is slightly less; we
want the engine to run just rich CJIOugh to keep cool.
This is the mixture at which !he carburetor is gener-
ally SCL
Opposite of a rich mixture is a lean mixture- too
much air and not enough fuel. Again, running lean
will overheat !heengine. Hot engines lose their oper-
ating toler.1nces and seir.c. Hot engines arc also prone
todctonation,an explosive uneven bumingoflhe fuel
wi~1in the cylinder. Detonation puts extreme loads on
engine pans causing them to fail.

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 Alternative Fuels
The Olhef two fuels that are sometimes used
(gener.~lly as high performance alternatives 10 gaso-
line) are the alcohols: methanol and elhanol. Both of
these fuels require a much richer mixture than gaso-
line. Methanol needs an air:fucl ratio of 6.4:1 , or
about2.25 times more fuel-to-air than gasoline. Etha-
nol requires an air: fuel ratio of9: I, or about 1.6 times
the fuel-to-air of gasoline.
So if it takes so much more alcohol to getlhe same
power as gao;oline, why is it used as a high perform-
ance fuel?
First, alcohols have a much higher octane than
gasoline, and an engine can be built tO run at higher
compression ratios without detonation, so the engine
can produce more power. NOTE: This offers no
benefll for a SWldard gasoline engine.
Second, alcohols have a higher !alent heat ofevapo-
ration. In Olhcr words, it takes more heat to evaporate
alcohol than gnsoline. Notice how cool a running
carburetOr gets; it takes heat 10 vapori1.c any liquid.
Alcohol takes the heat from the intake air (lhc cooled
air is denser) and the dense air p:lCks lhe cylinder
tighter, resulting in more power. An engine running
on 100% meth:lnol will produce about 15\lb more
power than when running on gasoline. or course, it
will also bumovertwiccas much fuel tO get thatexlr.l
15%.
Third,alcohol fueled engines run cooler than gaso-
line engines. But keep in mind tNt if an engine is run
on alcohol while !he carburetOr is set for gasoline, lhe
engine will be running /Mnn and hotter.
Walbro carburetors can tOlerate lhe legal limits of
alcohols present in todays fuels: 10\lb eth<~nol, 5\lb
methanol, and II% or the octane enhancer MTBE
(Methyl Tertiary Butyl Ether). Careless blending can
sometimes result in percentages exceeding these levels
on a local lxlsis. You may have noticed that lhe
material at the tip or lhe inlet needles is now a red
colored vitOn, and that several fuel pump diaphragms
are now made from a brown colored woven fiber-
glass. 1llese new componentS were developed to
increase the alcohol rcsis~1nceof our carburetors. No
carburetOr will currently handle 100% alcohol fuels
for an extended period. If you wish to use alcohol in
a bigb performance application, v.-e recommend you
c:ootact a local race shop for advice on carburetor
modif!Cations.
You can see from this short discussion on air and
fuel that the carburetor has an important job. Not only
does it main~1in a constant proper air: fuel ratio, it
must do so throughout au the various speeds, loads,
and running conditions that lhe engine faces. We are
now ready 10 continue on and learn how it accom-
plishes this.

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 REED VALVE INDUCTION
Air Induction on the Two-Cycle
Engine
There arc three basic forms of induction on the 2-
cycle engine: rotary valve, reed valve and piston
ported. We'll discuss reed valve and piston pon here
since these arc the most common in the small engine
industry. Rotary valves are generally found only on
motOrcycles and snowmobiles.
The low pressure needed to draw air through the
carburetor is crea!Cd by the motion of the piston, but
in the 2-cycle engine the air is drawn in below the
piston intO the crankcase. This is known as crankcase
pumping. Crankcase pumping is created by the pis· As the pl$ton movM up. atm0$o- As the piston moves down,
phork air (~ue) uavels through the p...ssuliz.ing the crankcase, the air
tons and the rings, and is mainlained by thecrankshan carburetor and pkks up SJISdlne. tt and fuel are pushed through the
seals and gaskets, and the cylinder gasket. On the reed opens tM rMd valve and enters the transfer ports to tho combustion
low Pf9$$Ure ot the cranke-aM. chamber. and the pressure in the
valve style engine a thin metal or plastic reed is used crankcase closes the reed valva.
to ensure that the air only flows in through the carbu·
retor, and doesn't flow back out on the downward
Slroke of the piston. The piston paned engine allows
the piston skirt to provide this function of the one-way
valve.

As the piston movu up, atmo,.. As tho piston mov.s down,

phork air travols through tho pressurizing the crankc:.as.e, tho air
~rburocor and picks up gasolir'Mt and tuel are pushed through the
once tho piston skirt passes tho transfer ports to the combustion
One big advantage of the 2-cycle engine, since it Intake port.. chamber once the piston sldrt seals
doesn't rely on an oil sump for lubrication, is its tholntako port and tho plston top
opens the transfer port.
ability tO operate in any position. To make use of this
FUEL PUMP METERING DIAPHRAGM
feature, we must also have a carburetor which can
operate in any position. In order to operate in any
position, the systems normally depending on gravity
(namely the float and inlet needle, and the gravity
-·t-iild
REPLACES GRAVITY FLOW REPLACES FLOAT
flow fuel system) need to be replaced with mechani-
cal devices. The diaphragm carburetOr replaces the
float with a metering diaphragm and uses a fuel pump
in place of gravity feed.

The Fuel Pump System

The power10 operate the fuel pump comes from the
crankcase impulse. The pressure and vacuum pulses
FUEL PUMP INTAKE
Itavel through either a drilled passage or an impulse
line. The pump is made up of the diaphragm bubble FUEL-
and a series of check valves. The fuel pump provides IMPULSEc=J
pressure which the rest of the carburetor depends on. INTAKE AIRc=J
As the piston moves up into the cylinder it creates a
low pressure area in the crankcase. This vacuum
pulse !ravels through the impulse pao;sage and draws
up on the pump diaphragm creating a vacuum within
the fuel chamber. Altnospheric air pressure is al-
lowed into the fuel tank and pushes the fuel through
the fuel filter, the fuel line, and opens the inlet check
valve to fill the vacuum. The vacuum closes the fuel
pump's discharge check valve.
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 As the piston moves down into the crankcase it
IMPULSE[=:::J
pressurizes the air. The pressurized air travels through
FUEL- the impulse pa.ss:lge in10 the carburetor fuel pump: it
then presses down on the diaphr.~gm pressurizing the
fuel. The pressuriT.ed fuel then closes the inlet valve
and opens the discharge valve in the fuel pump.
From the pump, the fuel travels 10 the fuel inlet
screen. The screen has an important job as the final
proteCtion against din in the inlet needle and the scat
The inlet screen is sized in conjunction with the fuel
mter selected by the engine manufacturct.
The inlet needle and scat contJOI fuel now through
the carburc10<. It is essential that they be in good
coodition forthecarburetortofunction properly. The
acwal sealing area needs 10 bequilesmaiiiOseal back
the pressure from the fuel pump. Because of the small
seat area., the inlet needle and scat arc susceptible 10
leakingcausedbydinanddcbris. Walbrocarbui'CIOIS
will either have a machined-in aluminum seat or a
pressed-in brass scat The pressed-in scat is used only
forcase of manufacturing; it should not be pressed out
for service.

The Fuel Metering System

There are four component~ to the fuel metering
system: 1) the Metering Diaphragm: 2) the Me!Cring
Levcr;3) the Metering Spring; and4) the Inlet Needle.
The metering diaphragm is a very sensitive device. h
must respond instantly 10 slight changes in the fuel
vacuum within the me!Cringchambcr. The diaphragm
is made of a nitrile rubber compound over woven silk,
with the convolution molded in to allow for grc:~!Cr
movement. A stiffener plate and button are atwched
at the center. Because the diaphragm must respond to
each intake stJOke or the engine, it must be of the
proper weight and resiliency. If it is too stiff or too
hc:~vy, it will not respond fast enough and the engine
will starve for fuel at high speeds.
The metering lever transfers the pressure of the
spring tO the inlet needle, holding the needle closed
and preventing fuel from flowing from the pump.
Wben the engine is running, the metering lever does
not lift the needle off the seat; since the needle tip is
under pressure from the fuel pump, itliflsofftheseat
as soon as the metering diaphragm travels far enough
down 10 override the spring force. Metering lever
height is very important in controUing when and how
far the inlet needle opens. If the lever is setiOO high,
the engine may run rich; if it is too low the engine will
run lean.

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 The meleting spring does more than simply close
the inlet needle. It also helps determine the accelera·
tion 31\d deceleration characteristics of the engine.
The spring must allow the valve to open at just the
right moment on acceleration or the engine will
stumble, and it must close at the right time when the
throttle is closed or the engine will Hood. Therefore,
it is important to maintain the proper metering spring
in the carburetOr. We'lllook at the metering system as
it functions with the entire carburetOr.

Start Up
TheengineatstartuphasanumberofrcquirementS
that differ from usual operatioo. The engine is often
times cold; a cold engine is not as efficient at vapor·
izing fuel because heat is required to vaporize liquid.
Cranking speeds are much lower than running speeds,
so air now through the carburetOr is not Strong enough
to make fuel now intO the air stream. Fonunately
these two problems can be overcome by creating a
rich fuel/air mixture. This is done with either a primer
• which injects extra gasoline into the carburetor
throat . or a choke which greatly increases the vac·
uum in the carb throat allowing an unusually high
amount of gasoline 10 enter the intake air. With the
choke closed, the intake vacuum of the engine is
maintained within the carburetOr throat. This high
vacuum causes all the carburetor's fuel nozzles 10
deliver the fuel intO the intake air stteam.

Idle
Once the engine st.ans, the choke is opened and the
engine is idling. At idle, the throttle plate is nearly
closed. There is low pressure on the enginesideofthe
plate and high pressure (atmospheric pressure) on the
other side. 111e high pressure air nows intO the re·
mainingttansition holesMd mixes with the fuel in the
idle pocket. Fuel is drawn out of the idle pocket intO
the low pressure on the engine side of the throttle
piau:. As the fuel is drawn out of the idle pocket it
creates a low pressure throughout the metering sys-
tem. Atmospheric air enters through the vent 31\d
presses on the metering diaphragm. The diaphragm
presses on the metering Je,·el, releasing the spring
pressure off the inlet needle allowing enough fuel to
come in to replace the fuel drawn out on that strOke.

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 Part Throttle
At moderate throttle settings, the throule plate has
opened fanherloallow increased air into the combus-
tion chamber. In order to maintain the proper air/fuel
mixture, additional fuel must be mixed in. This fuel
comes from the idle progression holes. On lliOSI
diaphragm carburetorS no air comes out of the pro-
gression boles at pan throule. There are some dia-
phragm carburetors that do have an air bleed for the
idle circuit These usually appear as a small hole
leading from the outside of the carb body into the idle
pocket. The air bleed helps 10 atomize the fuel and
helps prevent intake manifold puddling. Puddling is
the buildup of gasoline in a pool. which then gets
sucked into the engine and causes the engine to go
rich. At part throt~c the main nozzle begins to con-
tribute fuel.

Wide-Open Throttle Operation

As the throttle plate is opened farther, it has less
effect on the location of the high and low pressure
areas within the carburetor throat. At wide-open
throttle, air quickly rushes through the carburetor to
fill the cylinder. Since air refills the cylinder soon
after the intake vacuum is created, there is not much
low pressure air (vacuum) within the carburetor throat.
A lowprcssurcarcamust be created within the throat
to draw fuel into the air stream. This low pressure is
~
~
created with a venturi. NOTE: Depending on the
carburetOr design, the idle circuit may or may not
deliver fuel at wide-apen throttle.

LOW PRESSURE
Operation of a Venturi
lr - - - - - - HIGH VELOCITY Weauemptto force the same amount of air through
the restriction of the venturi as is'"naturally~ flowing
through the larger front and back of the carburetor
throat To get the same amount of air through a
smaller hole, the air must speed up. As it speeds UP.
its pressure drops. This low pressure created at the
venturi draws fuel out of the main nozzle.

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The high speed nozzle is positioned so the venturi
vacuum draws fuel into the carburetor throat

Main Nozzle Check Valve

The main nozzle is under atmospheric pressure
whetl the engine is at idle and low throule. and it's
under avacuum when theetlgine is at medium and full
throule. To prevent the high pressure air at idle from
bleeding back intO the fuel passages (which would
disrupt the idle mixture), we must place a check valve
in the high speed fuel passage (uslUllly right at the
main nozzle). The check valve allows the fueltO leave
the main nozzle, but does not allow air 10 come in.
We have looked at what happens within the carbu·
rctor as it runs from start up to wide-open throttle,
now wc'lllook at troubleshooting carburetor prob-
lems and components.

Troubleshooting Carburetor
Problems
Since the carburetor is so dependetlt on the opera·
tion of the engine to do its job, your first step in
troubleshooting is to determine if you have a carbu·
retoc or an engine-caused problem. We will assume
you have already performed the noeded tests on the
ignitionandcompressionsystems,asproblemswithin
these systems can be mistaken for carburetOr prob·
lems.ll is helpful tO be able to test the intake systems
Walbro Corporation 9
 for proper operation. On a four-scrolce engine, pcr-
fonning a leak-down leSt is quite helpful. On a two-
stroke engine, perfonning a V3Cuurn lest on !hecrank-
ease is necessary. In the absence of these teSts you
cannot be sure whether you are dealing with a carbu-
retor or an engine induction problem. In the absence
of a leak-down gauge or a crankcase vacuum pump,
the following tests can help pinpoint carburetor or
intake problems:

• A good first teSt is to spray some fuel into

the spark plug hole, reinstall the plug, and
try to sl311 the engine. If the engine fltCS,
you can assume that ignition and compres-
sion are opcnuional.

• Next, sprdy some fucl into thecarb throat.

If the engine fires again, you can be preuy
sure that the problem is in thecarburetor,or
at least the fuel system. U the engine still
doesn't ftre, you will need 10 inspect the
intake system and the other components of
the engine.

• If the spark plug is wet even though the

ignition is good, the engine is getting too
much fuel to run, or the plug is wet with
something other than fuel.

So now ifyou're sure that ~lcca rburetoriscausing the

problem, you can begin tO troubleshoot the carbure-
tor.
• Proper thorough troubleshooting can only
be done in a systematic way, starting with
the easiest things 10 check and moving on
tO the more diffiCult. On a carburetor, the
check list from easieSt to more difficult
may look like this:
I. Mixture screw settings
2. Fuel level and quality (drain rank)
3. Fuel rank venting
4. Fuel filter (replace)
5. Throttle and choke linkages
6. Air cleaner

Pressure teatlng the fuel system.

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 Pressure Testing
Pressurize the entire fuel system with the 57-11
pump and gauge. You should get a JlO!Klff and a re-
seal pressure. This checks the following things: fuel
line for leaks and soft spotS; fuel pumps for sticking
valves and plugged inlet screen; inlet needle for
proper pop-off and re-seaL
As you have the pressure tester hooked up to the
fuel line, crank the engine over. On each intnke
stroke, the needle on the 57-11 gauge should drop.
This indicates that the metering diaphragm is allow-
ing the needle to open and air is passing through the
carburetor fuel passages into the throat. You may
have to choke the carburetor to perform this test.
Pop-off and rc-seat pressures arc not critical com-
ponents of carburetor troubleshooting. You are plac-
ing the carburetor in a very unnatural situation by
pressurizing it with 30 pounds of air. Pop-off and re-
seal pressures may vary by 10 or more PSI from
carburetor to carburetor. The imponant thing is that
the needle does pop off at some point. and the re-seat
pressures be I0 PSI or above. This will crtsure that the
fucl pump pressure docs not override the needle since
the pump produces 5-7 PSI.
Refer to the troubleshooting chart in the back of
this manual to help you determine the possible cause
of a problem. Detailed below arc some fuel systems
problems that are not specifically listed on the chart.

Hard Starting Hot

pressure system, you no1
HOI restart problems can often times be traced to nMc:Ue to pop orr. You un open theln14it needle by cttnkl~ the engine or
vapor lock in thecarb or fuel line. Vapor lock occurs by 11ckling th• fMtering claphr1gm thlough the atmot.phetic vent hole. tt
the Inlet nMdle re-seats below 10 psi, or doee not ,.....,,. follow 1M
when the fuel Jines or thecarburetorarcheatcdabove proeedu,.s on p. 17 a t •.
normal temperatures after the engine is shut off, and
the liquid fuel turns to vapor. Inspect the exhaust
syStem and air shields for damage. Make cenain the
insulator blocks and gaskets are the proper ones for
your engine. Thisproblemcanbecornpoundedbythe
wrong season blend of fuel. A cold weather fuel will
vaporize toO easily in the heat. Another heat-related
problem can result in the fuel in the tank pressurizing
the carburetor to the point of the needle coming
unseated, causing carburetor leakage and engine flood-
ing. This problem can occur more rapidly with an
alcohol fuel blend. A rich adjusted carburetor will
compound a hot start problem by delivering even
more fuel into an already rich engine. Different en-
gines require variousamountsofchoketo sun up hot.
Some will flood toO easily when hot; others may
require choking to draw a vapor lock through the
carburetor. Unfortunately, these insights into what
the engine "likes" can only come through experience
with that engine.

No Idle
An engine that fails to idle could be caused by
several problems. Is the idle speed too low? Is there
excess drag on the engine? Poor cr.mk seals or poor
compression will ruin the idle. Carburetor problems

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 that will ruin the idle arc: clogged idle circuits and
List the causes you have found which contribute
progression holes; misndjusted idle mixture screws;
to the following problems:
ait leaks at the carburetor mounting gaskets; and
leaking main nottle check valves. A me~.ering lever
SCliOO high will cause the main nozzle to drip and
produce an erratic, rich idle, as will the wrong meter-
ing spring.

Poor Idle
A lot of poor idle problems can be traced to fuel
puddling. Fuel puddling occurs when fuel vapor
comes out of suspension and forms pools of liquid
gasoline in the cmnkease of a two-stroke engine, or
the intake tract Some puddling is inevitable, as some
fuel will be knocked out of suspension by the crank-
shaft and connecting rod. The swirling or the fuel
within the crankcase can also lead to puddling. Pud-
dling causes problems when the engine is moved or
turned and the raw fuel is ingested into the combus-
tion chamber. A rich idle mixture can aggravai.C fuel
puddling, as will a high metering lever, pressurized
fuel tank, or a diny air cleaner. Usually a fuel pud-
dling problem needs to be cooccted by a beuer
internal engine design, but the problem is aggravated
by poor carbumtion.

Poor Acceleration
If the carburetor has an accelerator pump, you will
need to determine that it is working proper! y. Refer to
the Accelerator Sysi.Cms section of this manuaL Most
engines accelerate off a slightly rich idle mixture. If
the idle mixture is adjusted for the perfect idle, that's
probably 100 lean for good acceleration. If the meter-
ing lever is too low, or the metering spring is 100 stiff,
the mixture will be too lean for acceleration.

Poor High Speed

The increased demand for fuel at high speed opera-
tion can overload the capacity of a diny fuel system
or inlet screen. Soft fuel lines have a I.Cndcncy to
collapse under the increased drJw at high speed. A
poorly ventilated mnk will cause high speed fuel
starvation. A sticky main nozzle valve or one swollen
from stale fuels will not allow gasoline through the
high speed sysi.Cffi. A governor on the carburetOr or
igJlition will give the effect of poor high speed per-
formance when the engine overruns.

Carburetor Disassembly
Ninety percent of all carburetor problems come
from din and fuel gums. Before disassembling a
carburetor, wash it thoroughly in clean solvent. A
clean, well-liglued working surface is essential to
good carburetor repair. The following tOOls will be
most useful at the carburetor repair bench:

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 Soft-Jawed Vise Pen light
Needle-nose pliers Magnifying glass
AssL Screwdrivers Compressed air
Spray carburetor Small Ballpccn hammer
cleaner 57-11 Pressure Tester
500-500 Tool kit

Totally disassemble tile carburetor. Use tile illus-

tration in your catalog as a guide to ensure you've
removed everything. Not every pan shown on tile
breakdown will be included in your particular carbu-
retor. The best cleaner for Walbro carburetors is a
spray type carburetor cleaner. The pressure in the can
works to dislodge dirt, and tile chemicals aren't as
caustic as the dip tank cleaners. Ira dip cleaner is
used, all plasticandrubbermust beremo'-ed from the
carburetor, and tile carburetor should llOl be soaked
for longer than 15 minuiCS.

T
~
I
0

Mixture Screws
Inspect the tips of the mixture needles; they should
be free of grooves. A ring you can sec is ok, but you
shouldn't be able to feel it with your fingernail. Be
aware that if the ncodles arc grooved, tlleir seats will
be ruined also. A damaged screw or seat results in a
very sensitive needle. If the carburetor seems hard to
adjust, always too rich or too lean, the needles and the
seats arc probably ruined.

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 Fuel Pump
The fuel pump is generally trouble free. But here
arc some problems that can arise. l. The diaphragm
check valves can get stuck down by fuel gums and
varnish, preventing fuel flow through the carburetor.
2. The crush ribs in the cover that seat around each
chamber can get damaged by rough treatment, allow-
ing the fuel pump 10 leak or reducing its capacity. 3.
The macllined surface where the check valves seal
can getscmtched or nicked; if this happens the valves
may not hold and pump capacity may be reduced or
the pump may empty of fuel during s10rage requiring
excess cranking lime to re-prime.

Welch Plug Removal

Removing the welch plugs is essential for a thor-
ough carburetor service job.
Removing the welch plugs is best done with the
Walbro 500-16 1001. Hold the punch at a shallow
angle 10 the welcll plug and drive it through . If the
punch is not held at a shallow angle it could damage
the calibrated passages underneath the plug. Spray
carburciOr cleaner through the idle passages under the
plug or plate. DO NOT use a drill or other 1001s 10
clean tile passages. These holes are precisely sized
and changing them - even a thousandth - will effect
the engine idle. When you arc satisfied that all the
passages are clean, rinse thecarbureLOr in solvent and
blow it dry.

Circuit Plate Removal

The circuit plate will be held in by one or two
screws. Underneath the circuit plate wilt be a gasket
and possibly a diaphmgm. Take your time and follow
Lhe passages underneath the plate and gasket. Make
sure you know where the fuel is coming from and
where it is going to. Some carburetor kits have more
than one circuit plate gasket in them. Make sure you
use the proper gasket for your carbureiOr when reas-
sembling it. If you use lhe wrong gasket, it will result
in the Joss of fuel flow 10 one or both circuits.lf your
carburc10r had a circuit plate diaphragm, make cer-
tain that it gets put back in. The circuit plate dia-
phragm acts as a main nozzle check valve.
If the circuit plates or welch plugs are leaking, fuel
will bypass themixturescrewsand the carburetOr will
run rich.

14 Walbro Corporation
Main Nozzle Check Valve
There arc two types of main nozzles on Walbro
carburetors: the mechanical seal and the capillary
seal. The mechanical seal check valves can all be
checked quite easily.
Locate the hole that supplies fuel to the main
nozzle. This will generally be close to the high speed
needle. Place the end of a piece or primer hose over
the fuel bole; make sure the high speed needle is
turned out a few turns. You should be able 10 easily
blow through the valve into thecarburetorthroot.but
not able 10 suck air back as easily.

If the hole is hard 10 rcoch with the hose. you can

also plug the supply hole with your linger and hold the
hose over the main noule needle hole. If the check
valve tests okay. no further oction is needed on it.

The capillary screen seals rely on the capillary

action of gasoline against a line wire screen to keep
air from coming back through them at idle. Since
there is no mechanical seal on these valves, they
canno1 be ICSIW with the primer hose. Also, the
capillary screen is susceptible tO clogging with debris
that has 11'131l3ged to pass through the inlet screen.
Therefore, it is recommended that the welch plug or
cup plug over the screen be removed so the screen can
be cleaned and inspectcd. Refer 10 the carburetor
pans list to see if the carburetOr has a check valve
screen.

Cup plug over screen

Walbro Corporation 15
 Removing the cup plug to gain access to !he check
valve is best done with a# 8 bottoming tap or a 5mm
set screw. Screw !he tap into the cup plug, then pull
the tap and plug straight out.

I
Walbro uses a number of main no7.zle check valves. t
They arc shown here along with the proper method of
servicing them. NOTE: Before servicing the cheek
valve, remove the high Speed needle.

The most predominant check valve style in produc·

tion now uses a capsule check valve. These are self·
contained and are pressed into thecarburetorbody.lf
they need to be replaced, !hey are simply pressed on
through into the carburetor throat. Some carburetors
have a long tube nozzle; these must be pressed back
out of !he throat with a flat blade screwdriver.

Older model carburetors such as the HOC contain

a three piece check valve system. This consists of a
check valve disc, a brass retainer and a debris screen.
The retainer is removed with the slide hammer puller
#500-501 in the 500·500 tool kit. Some HDB carbu·
retors use a similar system but use the screen as a
capillary seal.

l
I

16 Walbro Corporation

I
 • walbrOTROUBLE-SHOOTING CHART FOR DIAPHRAGM CARBURETORS
START

IDL E (Low Speed)

ACCELERATION & DECELERATION (Como-Down!

HIGH SPEED
 Many WA model carburetors use a similar check
valve retained with a smaller cap. This cap is serviced
withthcpinpunchstyletoolsin the 1001 kit TooiS00-
502 is used to remove the ring over the check valve
disk, and 5()().14 is used to reinstall it

500-14

Circuit plate style carburetors may usc a simple

flapper style check valve incorporated into a small
diaphragm under the circuit plate. Take care 10 inStall
the correct circuit plate diaphragm, as the wrong one
can shut off all the fuel through the carb.

The check valves are generally trouble free, but

they will get clogged up with fuel gums and should be
removed before dip tank cleaning.

Inlet Seat
Soak a cotwn swab in earb cleaner and use it to
remove fuel gum from the inlet seat. Do not insert any
hard tOOls into the seat as they can damage it On a
carburewr that has had a lot of use, eventually the
inlet seat will become worn. When this happens, the
needle will no longer hold pressure and the carburetor
must be replaced. During cleaning, spray carburetor
cleaner through all passages to ensure they are free of
obstructions.
 Carburetor Reassembly
To begin reassembly, inslallthc circuit plate or
new welch plugs. Lay the welch plug into its well;
apply a thin ring of nail polish around theedgeofthe
plug and drive it flat. Make sure the welch plugs are
driven flat or they may interfere with the mcLCring
diaphragm movement. Wipealltbenail polish off the
plug, to leave a thin ring around the edge. The sealant
acts as an extra measure to ensure the plug doesn't
leak. If the plug leaks you will notice that the idle
needle becomes less effective. Tool 500- 15 is the
proper tool for welch plug installation.

the carburetor bas a cup plug over the main

nozzle, be careful to not install it toO deeply into the
main nozzle well. If pressed in too far, it can restrict
the flow of fuel from the tip of the high speed needle.
Press the cup pi ug in just far enough so its uppC¥ c<lgc
is even with the metering chamber floor.

Next, reassemble the fuel pump. Install the inlet

screen to thcpropcrdcpth.lnstall new ,original Walbro
gaskets and diaphragms. Remember that the pump
diaphmgm goes on next to the carburetor body. No-
tice the crush ribs on the underside of the pump cover.
These arc es.sential for good sealing and should not be
damaged.

Install the inlet needle metering lever and spring.

Set the mei.Cring lever height using the 500-13 gauge.
This height is very imponant so make sure it is
correct. If you arc using an older gauge on a WZ or
WY carburetor, usc the gauge lab marked for theW A
and WT carburetors.

18 Walbro Corporation - -- - -- - - - -- - - - - - - - - - -- - - - - - -- -

I
 Final Pressure Testing
Place a small amount of fuel in the inlet needle
well. Now pressure test the carburetor again with the
57-11 gauge. Observe the pop-off andre-seat pres-
sures. If the carburetor does not hold pressure. im-
merse it in solvent to determine where it is leaking.
Small bubbles around the fuel pump cover are okay,
but you should not get bubbles from under the inlet
needle until the needle pops off. Ifit isokay.cominue
assembly.

· -- - -- -- -- - - - - - - - - -- -- -- - -- - - - -- Walbro Corporation 19
 Install !he melering gasket and diaphragm IN
TIIAT ORDER. The metering diaphragm cover has
a vent hole eilher in the center or on the side. It's
important 10 inStall !he cover so !he hole is facing
away from !he engine fan. This way the hole does nat
get sawdust blown intO iL If !he fan does not blow
across the carburetor, ins~alllhe cover with the hole
facing the normal downward position if you have a
choice.
atmo•pheric venl soh facea away from cooiJng elr,
Your last step is to inslall and preset the fuel
or so it feces down. needles. LIGHTI..Y turn the needles in until they seat,
then back them out I 1/2 turns. This setting will be
richer than the final adjustment. Final adjustment will
be done with the engine running. Some engine manu-
facturers recommend a preSet other than I 1/2 turns;
if so. follow their directions.

Final Adjustment
Idle Mixture:
The idle fuel mixture is usually adjusted first. Start
the engine and let it reach its nonnal operating tern·
perature. Begin slowly turning !he idle mixture screw
clockwise. As you tum it in. the engine speed will
increase and then start to decrease as themixturegets
leaner. Natc the needle position at the point when the
engine speed starts to dccrcase; this is called the lean
drop-offpoint. Back !he needle out and the speed will
again increa~c as U>e mixture passes through opti-
mum toward rich. Note the position of the needle
when the speed again starts to decrease; this is the rich
drop-off point Your lirutl needle setting is halfway
between the rich and the lean drop-off points. Once
them ixture is set, the idle speed needs 10 be adjusted.
Setlhe idle speed at !he recommended R.P.M., or just
below clutch engagement.

High Speed Mixture:

The high speed mixture is adjusted much the same
way. With the engine at wide-open throttle, find !he
rich and lean drop-off points, and set the mixture
between them.

WARNING: REMEMBER THE EFFECTS OF

RUNNING AN ENGINE LEAN. RUN THE EN-
GINE FOR ONLY AN INSTANT AT THE LEAN
DROP-OFF POINT.

Iflheengineseems to run rich at high speed when not

under a load, check to sec if it has a carburetor
governor. Seepage30 for information on Walbrocar-
buretor governors. Once !he carburetOr is adjusted,
re-checlc the idle speed and make sure the engine
accelerates smoothly. If it stumbles on acceleration,
enrich the idle mix.rure slightly. If poor acceleration
still occurs, determine if the carburetOr is equipped
with an accelerator system and thnt it is working
properly.

20 Walbro Corporation - - -- -- -- - -- -- -- -- - -- - -- -- - -- - -=--

I I
 Barrel Valve Carburetors
The theories of operation ofthe barrel valve carbu·
retor is very similar to that of the buuerfly valve
carburetor, but the actual operation is quite different
In the butterfly valve carb, the throttle plate con-
trols the air flow into the engine. To increase engine
speed and power, more air is admiued to fill the
cylinder. In order to maintain the proper air/fuelmtio
for engineoperation, the amount offuel must increase
or decrease in proportion to the amount of air. At
higher air volumes the air flow through the venturi is
adequate to draw fuel out of the main nozzle. The
moreait,the more fuel in fairly equal proportions. At
lower engine loads, the engine is not drawing a lot of
air. In fact, !he air flows through !he venturi easily
without drawing fuel out of the main nozzle. At these
low engine loads and speeds, we must provide fuel
delivery at other point~ with higher manifold vac-
uums. These other delivery points are the idle and
progression holes, where higher vacuum is crcatd by
the position of the throttle plate.
The barrel valve carburetors use a mechanical con-
trOl over !he fuel flowing into the intakeairratherlhan
relying on the air flow alone to control it The barrel
still regulates the air flow like a throule plate, but
inslCad of fuel entering the air stream at the main
nozzle and three or four progression holes, the fuel
enters the air stream from only one spot - the fuel
nozzle. Since the barrel restricts the air flow both
before and after the main nozzle, the main nozzle is
always acted upon by the same amount of vacuum,
essentially a variable venturi. A moveable needle in
the fuel nou.le conuols the fuel flow at all throule
seuings. The needle moves into the fuel nozzle at low
throttle and out of the nozzle at wide-open throttle.
The needle movement is conuollcd by the throule
ramp. The advantage ofthe barrel valve design is that
it provides for a very even air/fuel mixture throughout
all throule settings. Presently, there arc two model
classifications in !he barrel valve line: the WY 'sand
the WZ's. The WZ's ace characterized by the pres-
ence of of a built-in air cleaner, and the air flow
through the carburetor makes a 90-degrec bend. The
WY's have !he most diversity. There arc currently
eight WY models: WY, WYE, WYJ, WYK. WYL,
WYM, WYP, and the WYF (which is a float-style
carburetor). The WY'sall have the fuel pump and the
metering diaphragms stacked on one side of the carb
body. Some of the WY's have metal bodies, some
have plastic bodies. Most are fixed jet carburetors,
but the WZ and some WYK's have adjustable main
jets. Despite this variety, !he WY's all opemte in
much the same way. As the throule lever is rotated by
!he throttle cable, the hole within the barrel comes
into alignment with !he hole through the carburetor
body. At the same time, the throttle pin follows up the
ramp under !be throttle lever. The pin, rising up !he
ramp, lifts the barrel and the fuel needle so !hat the
needle exposes more of the slot in the side of the
nozzle to the air stream .
._ _ _ _ _ _ _ __ _ _ _ _ __ __ _ _ __ __ _ _ _ __ __ _ Walbro Corporation 21
 The Operation of the WY
The fuel pump passages are cast into the body.
Cr.mkcase impulse is delivered to the fuel pump
diaphragm through the passage to the lower right of
the throat The fixed jet is pressed into the body and
sealed with an 0-ring. Notice how the tabs of the
plate, gaskets and the diaphragm stack up in a stair-
step pattern as thecarb is assembled. The pump cover
is the Ooor of the metering chamber. It contains the
inlet screen, the inlet needle and seat, and the meter-
ing lever and spring. The metering gasket. diaphragm,
and cover complete the carburetor assembly.

"
- - 14

In operation, the fuel is drawn into !he carb throat

from the fuel nozzle, through the jet, and actuaUy
tmvels up through the center of the pump diaphragm
stack, from a hole under the metering lever. The
engine vacuum draws the metering diaphmgm down
onto the metering lever, which overrides the metering
spring allowing the inlet needle to lift off its seat The
fuel is pushed lhrough the inlet seat by the fuel pump.

22 Walbro Corporation

I
 The wz Carburetor
The WZ is unique in the way the air flows through
iL Italso has an adjUSiable high speed mixlUre needle
and an integral air cleaner. The fuel pwnpand me&er·
ing diaphragm are on separa!e sides of the carb body.
On the WZ, the fuel pump cover also houses the
primer system.
,.

,,

,.

.,
,. '
..
" -
.. -' I ·-
'•

"
., .~1. ,,.
~
·~

In operation, the fuel is drawn from the nozzle into

the air s1ream. The fuel comes from the meiCring
chamberthrougb lhenozzlechccl< valve(which works
wilh the primer and is pressed into the floor of the
metering chamber). Fuel drawn from below the me-
tering diaphragm allows lhe inlet needle to open and
the fuel pump refills the chamber.

- - - - -- - -- - - - -- -- -- -- - -- - -- - - -- WalbroCorporation 23

I
Adjusting the Mixture
Idle:
Some of the barrel valve carburetors have an idle
mixture limiter screw on top of the throttle lever.
Before adjusting the idle mixture, the limiler should
be in the center of its ttavel. This outer screw makes
very small mixture adjusuncnts. Many WY carbure·
tors do not have this lintiler.

IDLE MIXTURE UMITER

AT CENTER OF ITS TRAVEL

The fuel needle adjusunent screw is located down

inside the center of the barrel and may be covered
with a plastic cap or may even be scaled with silicone.
If the screw has not been diSturbed, adjustments arc
generally not needed. If you have no idea where the
screw is presently set, preset it by wming it all the
way om unti l the threads disengage, then back 5turns
for the WY Series or back 6tums for WZ's and 15
tumsforthcWYJ,WYK, WYL,andWYE. Tum the
idle speed screw in until the carburetor is at approxi-
mately half throttle. Smrt the engine and adjust the
idlemixturescrew to obtain the highest R.P.M. Allow
the engine to warm up and then close the idle speed
screw down 10 3000 R.P.M.. or the paint just before
clutch engagement. Adjust the mixture to the highest
R.P.M. again, then turn the mixture screw an addi·
tiona! 1/4 turn counter-clockwise. (Counter-
clockwise=richer)

Hig h Speed:
The WZ'sand a few of the WY models have a high
speed mixture screw. The preset is I 1/2 turns. At
wide open throule the mixture should be adJUSted 10
the midpOint between rich and lean.
There are se,-etaJ different fixed main jets avail-
able for the WY. If, due to your operating altitude you
need to change jet sizes, look in the jet section of the
price list for the various sizes.

I
 NOTE: Some WYK carbure10rs have an adjusunent
screw !hat wiU produce a "richer only" mixture; you
may not notice a lean drop-off on these carburecors.
Air Purge Systems
The air purge is of~en mistnlcen for a primer. But
while a primer injects !he fuel in10 !he carburclor
lhroat, an air purge system simply removes lhe air
from !he fuel passages so lhecarburciOrand fuel lines
arc full of fuel. Air purge systems are being installed
on many Walbro carburetorS 10 promote easier start-
ing of !he engine.

WYK with enrlchenfng mixture screw.

The heart of lhc air purge system is lhe bulb. The

rubber bulb is generally mounted on lhe carburetor,
but it can be mounted separately if the customer so
desires. The bulb wori<s in conjunction with a series
of one-way check valves. On some older systems, lhe
the check valves arc two clear plastic discs wilh
springs holding t.bem closed. These valves arc located
dire(:tly below lhc bulb.

Depressing lhc bulb foroes air lhrough lhc dis-

charge valve and out a tube baclc 10 lhc fucl13nlc.

· -- -- - - -- - - - - - - - - - - -- - - - - -- - - -- - - Walbro Corporation 25
 Releasing the bulb closes the discharge valve and
opens the inlet valve. The vacuum travels through a
channel and into the metering chamber. Here it draws
down on the metering diaphragm, opens the inlet
needle, and draws fuel from the tank through the fuel
pump.

Once the bulb is full of fuel, all the air has been
removed from the fuel system. One critical compo-
nent to this system is the check valve located before
the nozzle. This prevents air from coming in through
CHECK the fuel nozzle when the bulb creates the vacuum in
VALVE the metering chamber. A barrel valve carburetor does
not need a check valve at the nozzle otherwise.
Newer air purge systems use a rubber double·
acting check valve in place of the two spring loaded
disc valves.The butterfly valve carburetor air purge
system works the same way as the barrel valves.
However, the third check valve prevents air flow back
into the metering chamber from both the high speed
and the idle circuitS. These carburetors will still have
a separate main nozzle check valve like all other
buuer(ly valve carburetors.

Primer Systems
Presently only WZ and some WYK models have
primer systems. The primer system works in much
the same way as the air purge, but instead of simply
pumping the fuel back to the tank it also pumps fuel
into either a starter box or a staner wick. The starter
wick i; a porous foam wick that absorbs the fuel from
the primer and makes it available to the engine at start
up. Theone possible problem with the primer system
is the potential for flooding the engine if the bulb is
pressed too many times. To overcome this problem,
Walbro offers carburetors with a starter box. The
Starter box Stores a metered amount of fuel so when
the starter button is pressed, fuel is delivered to the
staner wick. On WZ's the starter wick is located
behind the intake cup. WYK carburetors use a primer
system with the starter wick under the bottom of the
barrel. The WYK's with starter boxes have an addi-
Depressing the bulb forces air out tht ovorllow t u ~. tional spring loaded diaphragm that pressurizes the
fuel being put into the starter wick.

26 Walbro Corporation

I
 Aa tM bulb rteumsto shape, pump and
the metering chamber to fill the

Troubleslwcling the primer and air purge systems

is generally only a matter of cleaning and servicing
l.he check valves and l.hc bulb. The bulb should be
pliable and free of cracks. If it is stiff or brittle it will
not function. The check valves can get stuck wil.h fuel
gum or debris. If l.hc bulb feels like it cannot be
depressed, the discharge valve or the return line back
to the fuelmnk is plugged or k.inked. If the bulb does
not spring back into shape, the inlet check valve is
probably S!Uck closed, or the fuel line is restricted. If
the bulb consmntly fills with air instead of fuel there
could be a leak in the fuel system, or the discharge
check valve or the noale check valve is stuck open.
Any defect that prevents the carburetor from getting
fuel to the engine will also prevent the air purge or
primer from work.ing (with the exception of the
nozzle check valve); if it is stuck closed, the engine
will not run but the primer will work. If it is stuck
open, the engine will work but the air purge won't If The next time the bulb is depressed. futlls pushed into the starter box and
out tM ~rftow. On e:af'buretors without the starter box, fuel fSOW•to the
you suspect the check valve on a butterfly valve starter wie-k directfy from the bulb.
carburetor is sticking open and causing the bulb to fill
with air, shut off both needles and then work the air
purge. If the bulb now fills with fuel, the check valve
needs to be cleaned or replaced. To replace it, simply
screw a sheet mCial screw into the center hole and pull
the whole assembly out, then press a new one in. To
test any check valve, determine the proper direction
of flow through the check valves and test for it with
the primer hose (like you did with the main nozzle
check valve).

On starter box ~lpJ)«<d earbu ...t~ the tueJ ia diverted to the wick only
when tM starter button Is pressed.

· -- - - - -- -- - - - -- - - - -- -- - - - -- -- - - Walbro Corporation Z7
-
 Accelerator System:
There are three styles of accelerator pumps found
on Walbro diaphragm carburetors. All three are used
to provide an extra shot of fuel to enrich the mixture
when the throuleis first opened. Theadvantageofthe
accelerator system is that it allows the idle mixture to
be set at optimum, rather than slightly rich, allowing
the engine to idle better.

Piston Pump:
The piston pump system consists of a small brass
piston in a cylinder, drilled into the carb body. The
piston is held into a flat spot on the throttle shaft by a
gpring. When the throttle is opened the piston is lifted
out of the flat spot and pressurizes the fuel behind iL
The fuel is forced through a channel and is injected
into the main nozzle or metering chamber.

WIDE OPEN THROTTLE

Crankcase Impulse:
This system uses the pressure pulses from the
crankcase to pressurize the metering chamber. A
pressure passage (similar to the one that runs the fuel
pump) is channeled up 10 a hole in the carburetor
body. When the throule is opened, a hole through the
lhroule shaft lines up with a hole in the body. This
allows the pulse to travel into the chamber on the dry
side of the metering diaphragm, forcing the dia-
phragm down and allowing the inlet needle to open.

WIDE OPEN THROTTLE

28 Walbro Corporation

I
 Boot Style:
This system uses a small rubber bladder to hold a
sholoffuel. The inside of the bladder is connected to
lhe metering chamber, or directly to the carburetor
throat. As in lhe impulse style accelerator, a hole
leads from an impulse source through thcccntcrofthc
throttle shaft and into a small brass cap surrounding
lhe rubber boot. When the throule is opened, the
IMPULSE c:::::J
impulse pressure is allowed to flow around the out- FUEL-
sideoftbe boot collapsing it and forcing fuel out of the
inside of the boot and into lhe carb throat
Troubleshooting lhe accelerator system is gcner·
ally a matter of keeping thcpassagesclcan.lfyou are
having trouble with engine acceleration. check for an
accelerator pump and make sure it's operating.

Walbro Corporation 29
 Governor Systems
The governor is another option available to Walbro
customers. It works off the vibrations created in a
running engine. The governor consists of a spring
which holds a ball against a seat. When the engine
exceeds its governed speed, the vibration of the ball
overrides the spring. When this happens, fuel is
allowed to bypass the ball and flows diroctly from the
mewing chamber into thecarb lhroaL The rich mixture
causes the engine to slow down.
Generally there is no service needed on the gover-
nor system. Ifyou cannot get the mixture to lean out,
make sure the governor ball is not stuck open. Keep
in mind that the engine will act rich as it reaches its
governed speed, so you will not be able to lean it out
at no-load, wide-open throttle. To adjust the high
speed mixture on a governed engine you will have to
load down the engine to adjust the high speed mixture
because on many engines the governed speed can be
reached before the main nozzle is delivering fuel.
This style governor system has also been incorpo-
rated into the main nozzle on some carburetors.

30 Walbro Corporation

I
 The proper tools add efficiency and profession·
alisrn to the carburetOr repair job. The 57-II pressure
lester and the 5()()..500 1001 kil are also available as a
package; order the 4()().595 from your dislributor to
receive both. Any of the tools in the 5()()..500 kil are
also available sep:muely from your Walbro dislribu-
lor. The 57-11 pressure gauge pump can be rebuil1,
using the K I-Gauge rebuild kit

Walbro Cot!><> aliol'

f 0: ,.., '
voAp~ , • .lt':).,tclO<r

TOOl NO. 500.13

TOOL NO. 50o-501

TOOl NO. 50o-16

TOOL NO. 50o-14 TOOL NO. 50o-502

TOOL NO. 50o-15

50o-500 Tool Kll

Walbro Corporation 31
I I
 !II
Walbro
Engine Management
Aftermarket Division
6242-A Garfield Street
Cass City, Michigan 48726-1325
Telephone (989) 872-21 3 1
C-1022 FAX (989) 872-7036