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Grossley, P. Small Farm Mechanization for. Developing Countries. Silsoe, England, pp. Hunt, D. Farm Power and Machinery Management, 8th Edition. Iowa State University Press. Farm Machinery Mechanisms. Kepner R. Principle of Farm Machinery Third Edition. AVI Publishing Company. West port Connecticut. Krutz, G. Thompson, and P. Design of Agricultural Machinery. Sons, New York. Liljedahl, J.

Carleton, P. Turnquist, and D. Tractors and Their Power Units, 3rd Edition. John Willey and Sons New York. Maitra, G. Handbook of Gear Design. Shigley, J.

Mechanical Engineering Design, 4th Edition. Mc GrawHill Book Company. Spotts, M. Design of Machine Elements. Abstract The arduous operation of weeding is usually performed manually with the use of traditional hand tools in an upright bending posture, inducing back pain for a majority of the labour.

The situation necessitates the introduction of a suitable machine for weeding operations. The unit developed consists of an inter cultivator cum earthing-up equipment fitted to a standard tractor drawn ridger. Three sweep type blades 45 cm wide are affixed to the ridger frame with approach.

Three ridger bottoms fitted behind the sweep blade work on the loosened soil mass and aid in earthingup by forming ridges and furrows. The unit was evaluated for its performance with the available weeders and the conventional method. Manual weeding with a hand hoe registered the maximum efficiency of The weeding efficiency of t ractor d raw n weedi ng cu m earthing-up implement was The savings in cost of the weeding operation with bullock drawn junior hoe, self propelled power weeder and tractor drawn weeding cum earthing-up implement when compared to manual weeding was The savings in time of the weeding operation with bullock drawn junior hoe, self propelled power weeder and tractor drawn weeding cum earthing-up implement when compared to manual weeding was Introduction Crop intensification, timeliness in farm operations and efficient use of production resources are critical inputs in increasing the productivity of the agricultural sector.

A decrease in the availability of agricultural labour is a direct consequence of migration of agricultural labours.

One third of the cost of cultivation is spent on weeding alone when carried out with manual labour. The arduous operation of weeding is usually performed manually with the use of traditional hand tools in upright bending posture, inducing back pain for a majority of the labours. This situation necessitates the introduction of a suitable machine for weeding operations in cotton cultivation. A ridger should be used between the rows for inter-row cultivation and for collecting soil around the crop rows.

Tractor drawn, highclearance cultivators using full and one-half sweeps has given good results. The bullock-drawn lister plough may be used at later stages of plant growth. A ridger may be used between the rows for inter-row cultivation and for collecting the soil around the crop rows. Three ridger bottoms fitted behind the sweep blade work on the loosened soil mass and aid in earthing-up by forming ridges and furrows.

The specifications of the unit are shown in Table 2. The salient features of the unit are: weeding and earthing-up operations are simultaneously performed in a single pass; row to row distance between the sweep blades and the ridger bottoms are adjustable 60, 75 and 90 cm ; cost of the unit is Rs.

Existing Models of Weeders for Cotton The available models of weeders which can be used for weeding in the cotton crop are: a. Self propelled power weeder TNAU model b. Bullock drawn junior hoe The description of the above mentioned implements and their specification are furnished below.

The engine power was transmitted to ground wheels through a. Review of Literature The yield of cotton was reduced by The treatment of weeding alone and interculture and weeding together, however, did not differ significantly. In the row crops of cotton after the 50th day of sowing with or without application of herbicide, the bullock drawn junior hoe was used for inter cultivation. After 2 or 3 times of inter cultivation with the junior hoe, urea or nitrogen was applied to the crop with the help of a ridger.

The bullock drawn blade harrow gave better performance when compared to a bullock drawn three tyne cultivator as seen from Table 1. The tractor drawn high clearance cultivator with full and half sweeps gave good results.

A bullock drawn lister. Materials and Methods i. Development of Tractor Drawn Weeding Cum Earthing-up Equipment for Cotton The unit developed consists of an inter cultivator cum earthing-up equipment fitted to a standard tractor drawn ridger.

Three sweep type blades 45 cm wide are affixed to the ridger frame with approach angle and 15 lift angle for accomplishing the weeding operation between standing rows of the cotton crop. The operational view of the unit between the rows of cotton crop. Table 2 Specification of weeding cum earthing-up implement Details Value Over all dimensions L x B x W , mm x x Weight, kg Number of rows 3 Number of weeding blades 3 Number of ridger bottoms 3 Shape of the weeding blade V shaped sweep bottom Width of sweep blade, mm Approach angle, deg Lift angle 15 Row spacing, cm Adjustable 60,75,90 cm Source of power hp tractor Depth of operation, cm 15 90 80 70 60 50 40 30 20 10 0.

V belt-pulley and sprocket-chain mechanism. A replaceable sweep blade was fixed at the back of the machine. Sweep blades of different width can be fitted to the machine depending on the row to row spacing of the crop. A tail wheel was provided at the rear to maintain the operating depth. The sweep blade could be raised or lowered so as to have the desired operating depth. A rotary weeding attachment to the power weeder was developed.

The rotary tiller consisted of three rows of discs mounted with six curved blades in opposite directions alternatively in each disc. These blades, when rotating, enabled cutting and mulching the soil. The width of coverage of the rotary tiller was mm and the depth of operation could be adjusted to weed and mulch the soil in the cropped field.

In addition to the rotary tiller and sweep type blades, the ridger or cultivator could be easily fitted to the unit, in place of the rotary tiller by the operator for field operations. The cost of the machine was Rs. The capacity was 0. Additional features of the unit make it useful for weeding between rows of crops like tapioca, cotton, sugarcane, maize, tomato and pulses whose row spacing was more than 45 cm.

The specification of the power weeder are furnished in Table 3. Drawn Junior Hoe The bullock junior hoe was an intercultural implement used primarily for weeding between the rows of standing crops. It consisted of reversible shovels with curved tynes attached to the framework with a hinge arrangement. A handle and beam were fixed to the framework for guiding and attaching the unit to the yoke. The spacing between the shovel could be adjusted according to the row spacing of the crop.

The cost of the unit was Rs. Conventional Method of Weeding In the conventional method of weeding the cotton crop, weeding. The hand hoe consists of a triangular shaped mild steel-weeding blade of 75 mm width attached to a short wooden handle of mm length. The weeding operation is carried out in an upright bending posture. Treatments Selected for the Investigation The treatments selected for the investigation included: T1: Operation with junior hoe T2: Operation with self propelled power weeder TNAU model T3: Operation with tractor drawn inter cultivator T4: Control Manual with hand hoe The developed t ractor d raw n weeding cum earthing-up implement was evaluated for its performance in terms of weeding efficiency wet basis and dry basis , depth of operation and percent breakage of cotton plant.

The moisture content of the soil during evaluation was Weeding Efficiency and Percent Breakage The weeding efficiency wet basis was computed by using the following expression.

The cost and time saved by the tractor drawn weeding cum earthingup implement against other methods was compared. Results and Discussion During the f ield trials, it was observed that the power weeder TNAU model could not be operated between the standing rows of the cotton crop. One of the ground wheels has to be necessarily run on the ridge resulting in overturning of the unit. As a result the plants were damaged.

Hence, the power weeder was used in the plot sown by a pneumatic planter and cultivator seeder, where there was no ridge between the rows, and the performance was compared. The performance evaluation of the weeders in the cotton crop is presented in Table 4. The weight of the weeds collected in treatment T3 was maximum when compared to T1, T2 and T4. The higher weight of weeds collected was due to complete up rooting of the weeds by the tractor drawn weeding cum earthing-up implement.

The weeding efficiency wet and dry basis for all the selected treatments is shown in Fig. It was observed that there was no significant variation between the weeding efficiency on wet basis and weeding efficiency on dry basis in all the treatments.

Among the treatments, T4 registered the maximum efficiency of The efficiency of T1 and T3 are comparable. T2 had the lowest efficiency of The depth of operation of weeding in all the treatments is shown in Fig 3. The depth of operation was the highest in T3. Owing to this maximum depth of operation the weeds were completely uprooted and the weight of the weeds collected per unit area was also maximum in T3 as seen from the observations recorded in Table 4.

The depth of operation was the minimum in T4. But the weight of weeds collected per m 2 area was more when compared to T1 and T2.

This was because some of the weeds were pulled out by hand while manual weeding. The depth of operation was low in T1 and T2 , which necessitated additional passes in these two treatments. The percentage of plant damaged in the trial field during the operation of weeders is shown in Fig. The percentage of plant damaged was more in T2 followed by T3. This was because the wheels and the blade caused damage to the plants while passing the irrigation channels and while turning of the weeder at the headland.

With sufficient headland and training in the operation of the units between the rows, the percent of plant damage could be minimized. The results of the trial for the weeding operation with the selected treatments are presented in Table 5. The savings in cost and time of weeding operation with the bullock drawn junior hoe, self propelled power weeder and tractor drawn weeding cum earthing-up implement are shown in Fig.

It is clearly shown from the figure that all the treatments T1, T2 and T3 resulted in savings of cost and time when compared to T4.

T3, T2 recorded the highest percent cost saving, followed by T1 and T3. High initial cost of the tractor and weeding unit increased the cost of weeding operation in T3 and hence it was the lowest. There was little difference in time saving among treatments T1, T2 and T3. Conclusions Based on the analysis of the results the following conclusions were drawn. An inter cultivator cum earthing-up implement fitted to a standard tractor drawn ridger was developed.

The developed unit was evaluated for its performance in comparison with the existing models of weeders and conventional method of weeding. Manual weeding with hand hoe registered the maximum efficiency of The weeding efficiency of tractor drawn weeding cum earthingup implement was The cost saving of the weeding operation with a bullock drawn junior hoe, self propelled power weeder and tractor drawn we e d i n g c u m e a r t h i n g- u p implement, when compared to manual weeding, was The saving in time of weeding operation with bullock drawn junior hoe, self propelled power we e d e r a n d t r a c t o r d r aw n we e d i n g c u m e a r t h i n g- u p implement, when compared to manual weeding, was Garg, and M.

Role of improved farm machinery in increasing cotton productivity. J Agric. ISAE, 20 4 : Bahl, V. Sharma, and M. Cotton Cultivation in Haryana State, India. Mishra Professor Dept. Abstract Ble n d i n g of e t h a n ol – d ie s el , ethanol-refined soybean oil, dieselref ined soybean oil and dieselrefined soybean oil- ethanol in different proportions were studied to explore possibility of a hybrid fuel suitable for CI engines. Different proportions were tried and physical observations were studied for a period of three months on the basis of phase separation.

Diesel-refined soybean oil could be mixed in any proportion without phase separation. In case of dieselrefined soybean oil-ethanol blend the results indicated that stable, homogeneous and soluble fuel blends with no sign of phase separation were obtained when the blends had Introduction The petroleum sector plays an important role in the economic development of any country.

Energy consumption can be considered as a measure of the vibrancy of any economy. India is the eighth largest consumer of the petroleum oil in the world. Ever since the discovery of this black gold, there has been a consistent increase in its demand. The world oil demand in the year was around The demand is further expected to increase to 86 mbd by and 96 mbd by at a growth rate of 2 percent.

It is interesting to note that 50 percent of future growth will be from India and China Ram Mohan, Internal combustion engines continue to be the most important prime movers and they consume more than one third of our crude oil import. Researchers all over the world focus attention on development of various alternative fuels, which may include renewable resources, or blending of renewable with non-renewable fuels. In the recent past, biogas OrtizCanavate et al.

However, problems of transportability to distant use points of biogas and high viscosity as well as gumming tendency of crude vegetable oils have limited their capabilities to supplement die-. On the other hand the physical and thermodynamic characteristics of alcohols do not make them particularly suitable fuels for compression ignition engines, but they offer a means of reducing exhaust emissions of sulphur compounds, smoke, particulates and NOx.

The main disadvantage of alcohols is that they have much lower energy content than gasoline or diesel thus requiring more fuel for the unit power produced. However, this effect can be minimized to some extent by modification of engine design such as using higher compression ratio engines Janius, The use of alcohols in CI engines also leads to reduced power output and can be compensated by injecting increased amounts of fuel.

Other factors requiring consideration are the lower viscosity and lubricity of alcohols which may cause excessive wear in conventional fuel injection equipment. Apart from it, higher volatility of alchols may increase the risk of vapour lock and cavitation.

There are two possible approaches for using ethanol in a diesel engine. The diesel could be injected in the conventional way, along with a carburetor added into the engine’s air stream to atomize the ethanol placed in a separate tank. Alter nately, the ethanol could be blended with. In order to reduce the inconvenience of engine modification necessary for atomization, ethanoldiesel blends have also been tried.

It is convenient, as blended fuel is injected in the normal way without regulating the ethanol input rate separately. The diesel replacement is regulated automatically by the percentage of ethanol in the blend. Vegetable oils, straight or modified, are known to offer several advantages as engine fuel. These include better self-ignition characteristics, compatibility with fuel injection system of the CI engine, high energy content and safe processing and handling.

Moreover, vegetable oils can be processed on the farm itself due to relatively simple and low cost technology of expelling and filtering, which may further save the transport cost. Based on simple calculations, researchers have indicated that one hectare of an oil seed crop can fetch adequate oil to meet the energy needs of an 8 to 10 hectare of agricultural farm Burwer et al.

These fuels can be readily incorporated in to energy pool, should the need arise due to sudden shortage or disruption in the existing petroleum supply system. Also, vegetable oil fuels produce greater thermal efficiency than diesel fuel Goering et al. However, the use of vegetable oils in direct injec-. Viscosities of vegetable oils are reported to be 10 to 20 times more than that of diesel fuel and are considered to be lower in total energy and higher in density, carbon residue, and particulate matter Ali, It has been reported that in diesel engines, crude vegetable oils can be used as fuel, straight as well as in blend with the diesel Shyam, However, the idea dates back to early part of last century in when Rudolph Diesel, the inventor of the diesel engine used Peanut oil to fuel the engine Clevenger et al.

Preliminary studies indicate that over short periods of time total replacement of diesel by vegetable oil fuels perform satisfactorily in unmodified diesel engines. However, the problems associated with their use are difficulty in making a cold start, plugging and gumming of filters, fuel lines and injectors and engine knocking. In long-term uses, the problems may lead to reduced performance or even complete failure of the engine. These include choking of injector nozzles, carbon deposits on the piston and cylinder head, dilution of the crankcase lubricating oil, excess wear on the rings, pistons and cylinder and failure of the engine lubricating oil due to oxidation and polymeriza-.

These problems have been correlated with several basic properties of vegetable oils, such as naturally occurring gums, high viscosity, acid composition, free fatty acid content and moderate cetane rating.

It is crucial to understand and anticipate these problems before an attempt is made to use vegetable oils. This problem, combined with the viscosity of vegetable oils, presents the greatest difficulty in using vegetable oils in diesel engines. Therefore, several techniques are being used to reduce the viscosity. These include heating the vegetable oil to sufficient temperature to lower the viscosity to near specification range, diluting the vegetable oil with other less viscous liquid fuels to form blends that have been termed as hybrid fuels, micro emulsifying the vegetable oil and transesterification process, i.

The most popular diesel-vegetable oil fuel combinations have resulted from the blending of the vegetable oils with conventional diesel fuels because they improve fuel properties, give better engine performance than with vegetable oils alone as fuel and reduce the problems encountered because of smaller proportion blends. The use of ethanol in diesel engines has been investigated Wrage and Goering, and Boruff et al. It was found that the cetane number of ethanol – diesel fuel blends assumed to increase proportionally with the increase in percentage of diesel in the blend and suggested that the blend of 20 percent ethanol and 80 percent diesel would have a cetane rating equal to the ASTM minimum Goering et al.

It was further advised to keep alcohol content below 50 percent for minimum adequate cetane rating and heating value of the blend. In light of the above facts, the study was undertaken to ascertain the blending proportion of diesel, ethanol and refined soybean oil for preparation of hybrid fuel for a constant speed CI engines.

Materials and Methods The experiments were carried out using high speed diesel HSD marketed by Indian oil Corporation in accordance with IS: – as as reference fuel for the preparation of blends with ethanol and refined soybean oil.

Anhydrous ethanol was one of the constituent of hybrid fuels prepared for the experiment. Basically ethanol can be considered as a biomass based renewable fuel.

The application of ethanol as a supplementary engine f uel may reduce environmental pollution such as CO and smoke. The concentration of ethanol is expressed as ethanol proof, which represents twice the ethanol concentration. A proof ethanol is an anhydrous absolute ethanol having percent concentration of ethanol.

A proof ethanol having 5 percent water content was prepared from the anhydrous ethanol by adding required quantity of distilled water. Refined soybean oil was used as another constituent of the hybrid fuel. Better self-ignition characteristics, compatibility with fuel injection system of existing CI engines, high-energy content and high cetane number makes vegetable oils compatible with diesel.

However, the viscosity of vegetable oils is times more than that of diesel, which must be reduced before supplementing them as an engine fuel. Preparation of Hybrid Fuel Blends The preparation of fuel blends of selected constituents was carried out as follows: Diesel – Anhydrous Ethanol proof blends Diesel – Aqueous Ethanol proof blends. Table 2 Observations on phase separation of refined soybean oil-ethanol blends Fuel type Observations Homogeneous blend with no sign of phase separation Homogeneous blend with no sign of phase separation Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending Phase separation observed at initial stage of blending.

The blends of diesel, anhydrous ethanol, aqueous ethanol and refined soybean oil were prepared as per above steps. The level of miscibility of the different fuel constituents with each other was studied by observing phase separation at the initial stage. The details of fuel blends prepared from different fuel constituents are given in Table 1 to 4. The blends that did not show any sign of phase separation at the initial stage were considered as stable. The stability of such blends was further observed at room temperature C for a period of three months at an interval of seven days by visualizing phase separation.

Stability of Hybrid Fuel Blends The suitability of blending different proofs of ethanol, diesel and refined soybean oil with each other was studied by conducting phase separation studies. The phase separation in blended fuels having different fuel constituents was observed on the basis of homogeneity, solubility and colour of blends which are presented in Table 1 to 4.

The observations on blending of diesel and ethanol as shown in Table 1 indicate that a homogeneous blend with no sign of phase separation was obtained when 20 percent anhydrous ethanol and 80 percent diesel was blended.

This blend was found stable even after a period of three months. The blending of anhydrous ethanol proof with diesel in the range of 25 to 30 percent with an increment of 1 percent resulted in a homogeneous soluble fuel blend at the initial stage.

However, in these blends the constituents got partially separated after a period of 24 hours. Further, the instant phase separation was observed in a thoroughly mixed anhydrous ethanol – diesel blends containing 35, 40 and 45 percent anhydrous ethanol. The proof ethanol – diesel blends having 15, 20 and 28 percent ethanol were also not. The observations was in line with the findings of Eckulund et al. The observations on the blends of refined soybean oil and anhydrous ethanol as well as aqueous ethanol proof are presented Table 2.

The table indicates that 10 to 20 percent anhydrous ethanol was blended with refined soybean oil. It was observed that a homogeneous, soluble and stable fuel blends of refined soybean oil and anhydrous ethanol with no sign of phase separation were obtained when 10 and 15 percent of anhydrous ethanol was blended. The blending of 16 percent anhydrous ethanol with refined soybean oil resulted in a blend, which initially did not show any sign of phase separation but was found to have partial phase separation after 24 hours.

The fuel blends containing refined soybean oil and anhydrous ethanol respectively between 17 to 20 percent were found to be unstable at the initial stage itself. The results also indicated distinct phase separation at the initial stage in the blends having refined soybean oil mixed with 10, 15 and 20 percent aqueous ethanol of proof. Therefore, blending of aqueous ethanol proof with refined soybean oil may not be feasible.

Table 3 shows the observations on the blends prepared using diesel and refined soybean oil. It was observed that in this blends 10 to 90 percent refined soybean oil were stable and did not show any sign of phase separation even after a period of three months.

However, these blends were found to have a yellowish brown It was also observed that the refined soybean oil – diesel blends were thicker than the diesel which was due to high viscosity of refined soybean oil. The hybrid fuel blends of diesel, refined soybean oil and anhydrous ethanol are presented in Table 4. The hybrid fuel blends have been prepared by proportion of diesel between 40 to 70 percent, refined soybean oil between 5 to 55 percent and anhydrous ethanol between 5.

The blends of above composition were prepared to study the feasibility of replacing 30 to 60 percent of diesel by adequate proportion of refined soybean oil and anhydrous ethanol. The results indicated that stable, homogeneous and soluble fuel blends with no sign of phase separation were obtained when the blends had 70 percent diesel, 10 to 25 percent refined soybean oil and 5 to 20 percent anhydrous ethanol.

The increase in content of anhydrous ethanol to 25 percent resulted in an unstable blend with. The study also revealed that the blends with no sign of phase separation replacing 35 percent diesel were obtained, when refined soybean oil and anhydrous ethanol were blended with diesel in the range between percent and percent respectively. The increase in the level of anhydrous ethanol to 25 percent resulted in formation of an unstable blend.

The blends containing 60 percent diesel showed that stable blends were obtainable when refined soy-. Table 4 Observations on phase separation of diesel – refined soybean oil – anhydrous ethanol proof blends Fuel type An unstable blend was formed when the level of anhydrous ethanol was increased to 25 percent. The replacement of 45 percent diesel by forming stable and homogeneous fuel blends of diesel, refined soybean oil and anhydrous ethanol were possible by blending 25 to 40 percent refined soybean oil and 5 to 20 percent anhydrous ethanol and an increase of anhydrous ethanol to 25 percent level resulted in the for mation of an unstable blend.

The blends containing 50 percent diesel, 30 to 45 percent refined soybean oil and 5 to 20 percent anhydrous ethanol were also found to be stable with no sign of phase separation. It was also seen that stable blends replacing 55 percent diesel were obtained when 35 to 50 percent refined soybean oil and 5 to 20 percent anhydrous ethanol were blended with diesel. The results also indicated that diesel replacement of 60 percent was obtainable from stable blends with no sign of phase separation when 40 to 55 percent refined soybean oil and 5 to 20 percent anhydrous ethanol were mixed.

It is evident from the observations that in hybrid fuels, anhydrous etha-. Engine Performance The Engine perfor mance of a 3. Effect of Fuel Types on Brake Power The brake power developed by the engine operating on diesel, diesel – anhydrous ethanol blend , diesel – refined soybean oil blends mixed in proportions and diesel – refined soybean oil – anhydrous ethanol blends mixed in proportions is presented in Table 5 at different loads and engine speeds.

It is evident that the engine developed brake power of 3. The rated power of the engine as specified by manufacturer was 3. At per-. The engine was able to develop its rated power at its rated speed 1, rpm as specified by manufacturer at percent load. Table 5 shows that the engine was able to develop almost similar power on fuel types at every selected brake load.

The engine also developed its rated power on all selected fuel types at percent load and the corresponding engine speed was found to be close to its rated speed. It is, therefore, evident from the observed results that the performance of the engine in terms of brake power on the selected fuel types was all most identical. This could be due to the reason that the volumetric fuel flow rate on hybrid fuels was higher thus contributing energy supply near to diesel.

It is evident that the fuel consumption of the engine gradually increased with increase in brake load on all fuel types. The fuel consumption of the engine at rated power on. Table 5 Brake power developed by the Kirloskar AVI engine on different fuels No load engine Brake speed, power, rpm kw 1, 1, 1, Fuel type Diesel Diesel – anhydrous ethanol blend Diesel – refined soybean oil blend Diesel – refined soybean oil – anhydrous ethanol blend Fuel type Diesel Diesel – anhydrous ethanol blend Diesel – refined soybean oil blend Diesel – refined soybean oil – anhydrous ethanol blend The observed fuel consumption at percent load, i.

The observed fuel consumption of the engine also indicates that a decrease in diesel content in the blends resulted in an increase in fuel consumption. Effect of Fuel Types on Brake Thermal Efficiency The observed brake thermal efficiency of the engine on selected fuel types is shown in Table 7.

The brake ther mal eff iciency of the engine was found to be highest on all fuel types at percent load. The brake thermal efficiency of the engine on diesel when developing rated power, i. The comparison of observed brake thermal efficiency indicates that when the engine developed its rated power, it was The engine under similar conditions had the brake thermal efficiency of The observations on brake thermal efficiency of the engine when developing rated power was found almost similar to diesel on the diesel-refined soybean oil blends mixed prepared proportion and on the blend of diesel – refined soybean oil – anhydrous ethanol mixed in proportions.

Conclusions The blending of anhydrous ethanol up to 20 percent level with diesel was found feasible. The blending to this level forms a stable and homogeneous blend.

Distinct phase separation was observed when proof aqueous ethanol was blended with diesel as well as with refined soybean oil.

Thus blending of aqueous ethanol of lower proof does not seem to be practical. Stable and homogeneous blends of refined soybean oil and diesel were formed when 10 to 90 percent refined soybean oil was blended.

The blending of diesel, refined soybean oil and anhydrous ethanol was found to produce blends without any sign of phase separation when the level of anhydrous ethanol was kept between 5 to 20 percent and that of refined soybean oil between 10 to.

However, mixing 20 percent anhydrous ethanol to this resulted in an unstable blend The observed results of engine shor t-ter m test reveled that the selected hybrid fuels had similar power producing capability, slightly more fuel consumption and comparable thermal efficiency.

The performance of the engine on them was also found compatible with diesel. Singh, and T. Experimental study of some performance parameters of a constant in speed stationary diesel engine using ethanol-diesel blends as fuel. Biomass and Bioenergy, UK V 17 pp Ali, Y. Hanna, and S. Fuel properties of tallow and soybean oil esters. Journal of American oil chemist society 72 12 : Bhattacharyya, T. A compression ignition engine on biogas-. Table 6 Fuel consumption of Kirloskar AVI engine on different fuels Fuel type Diesel Diesel – anhydrous ethanol blend Diesel – refined soybean oil blend Diesel – refined soybean oil – anhydrous ethanol blend No load 0.

Table 7 Brake thermal efficiency of Kirloskar AVI engine on different fuels Fuel type Diesel Diesel – anhydrous ethanol blend Diesel – refined soybean oil blend Diesel – refined soybean oil – anhydrous ethanol blend Boruff, P. Schwab, C. Goering, and E. Evaluation of diesel fuel-ethanol microemulsions.

Transactions of the ASAE. Bruwer, J. Boshoff, R. Hugo, J. Fuls, C. Hawkins, and A. Vander Walt. Sunflower seed as an extender for diesel fuel. Agricultural Technical services, Pretoria, South Africa. Clevenger, M. Bagby, C. Goering, A. Schwab, and L. Developing an accelerated test of coking tendencies of alternative fuels. Das, R. Some studies on the use of CNG in research and commercial diesel engines.

Institution of Engineers India. Journal of Mechanical Engineering Section. Ecklund, E. Alcohols in diesel engine: A review SAE paper no. Society of Automotive Engineers. Goering, C. Schwab, R. Campion, and E. Evaluation of soybean oil aqueous ethanol microemulsion for diesel engines. Soyoil-ethanol microemulsion at diesel fuel. Gupta, C. Use of alcohol in diesel engines- A review. IS: : Diesel Fuel Specifications. Bureau of Indian Standards, New Delhi.

Janius, R. Alcohol as a tractor fuel – is there any future? Hills, and W. Diesel engine modification to operate on biogas. Peterson, C. Vegetable oil as diesel fuel: Status and research priorities. Ram Mohan, S. Refining: More chal le nge s a hea d. T he Hindu Survey of Indian Industry. Pp: Shyam, M. Verma, and B. Wrage, K. Technical feasibility of diesohol.

Abstract The whole body vibration of a riding type power tiller was investigated in accordance with ISO For measuring whole body vibration, triaxial seat accelerometer type was used as a transducer. The accelerometer was placed on the operator’s seat at a point on the interface between the operator and his seat.

Whole body vibration was measured as frequency weighted r. All the transducers were calibrated before the trials. The whole body vibration was measured for the x, y, and z directions. The experiments were conducted during rototilling with rotovator in untilled and tilled field conditions and during transport mode of riding Measurements were made at different forward speeds, viz. The whole body vibration varied from 0.

The overall ride vibration level increased by 6. The safe exposure limit varied from h to 2. The human reaction was fairly uncomfortable to uncomfortable during field operation. The safe exposure limit was 4 to 8 h dur-. The likely human reaction was fairly uncomfortable. In general the increase in forward speed Fig. Legend X axis: Longitudinal direction backto-chest , Y axis: Lateral direction right side to left side , Z axis: Vertical direction foot or buttrocks to head.

Hence, measurement and evaluation of ride vibrations are necessary for assessing operators comfort and to suggest limits for the continuous operation of power tillers with seating attachment. Introduction Mechanization in agriculture has changed the characteristics of labour and it also influences the workload.

Need for timeliness of operation and increased capacity, has led to higher speeds and bigger and heavier machines. The operation of these machines increases workload on the operators as well as occupational hazards and diseases that impair the performance of the operator. In farm works, the fatigue and discomfort to which human beings are subjected is not only due to physical labour, but to vibration and noise as well Huang and Suggs, Exposure to whole body vibration causes a complex distribution of oscillatory motions and forces within the human body for a power tiller with seating attachment.

The low frequency ride vibrations to which the operator is subjected results from both linear displacement of the power tiller and rotational oscillations of the pitch and roll modes Mehta et al. Exposure to the whole body can either cause permanent physical damage, or disturb the nervous system. The four principal effects of ride vibrations are considered to be i degraded health, ii Fig. Review of Literature Higher vibration in the vertical and longitudinal directions resulted in an increased ventilation rate Huang and Suggs, Liljedahl et al.

Vladimirov et al. Three passes in two types of terrain straw stubble and farm road were made and vibrations were measured in three directions on the cab seat and on the tractor chassis. Spectral densities of vertical vibrations and the correlation functions showed that the driving speed and the weight of the trailer played the key role in seat vibrations. They reported that there was an increase in acceleration with forward speed. Mehta et al. The overall ride vibration level SUM increased with forward speed of travel under all operating conditions.

Kawakani et al. Vertical vibration had the highest acceleration level in the tractor driven on a gravel road without any implements attached, and during that ride percent of the vertical vibrations were transmitted to the seat. Accelerations in the one-third octave band of the vertical vibrations remained under ISO exposure limit of 8 h.

He reported that the SUM vibration levels increased as forward speed of travel increased under most of the operating conditions. The PULSE multi-analyzer system is a versatile, task oriented analysis system for vibration and noise analysis. It provided the platform for a range of PC-based measurement solutions. Type C is a portable system powered by internal batteries or an external DC supply. On this base, pulse software such as data recorder type was installed.

The entire system consisted of a portable data acquisition unitfront end type , vibration and noise analysis software type , data recorder type and triaxial seat accelerometer type The power tiller was put in proper test condition before conducting the experiments, that is, in full working order with full fuel tank and radiator, without optional front weights, tire ballast and any specialized components.

Tires used for the tests were of standard size and depth of treads was not less than 70 percent of the depth of a new thread. Pneumatic wheels with recommended tyre pressure of 1. There were no known mechanical defects that would result in abnormal vibration in both power tillers. For measuring whole body vibration, a triaxial seat accelerometer. The accelerometer was placed on the operators seat at a point on the interface between the operator and his seat Lovesey, ; Mehta et al.

This point corresponds to the ischial tuberosites of the human body. A triaxial seat accelerometer contained three independent accelerometers which simultaneously measured the vibration level along three mutually perpendicular axes, viz. The views of Triaxial seat accelerometer placed on the metallic seat of power tiller and trailer seat are shown in Figs.

The experiments were conducted during rototilling with rotavator in untilled and tilled field conditions and during transport mode of power tiller with empty trailer on farm road and bitumen road. The depth of operation was maintained at a constant level of about 15 cm during rototilling.

The subjects were instructed to hold the handle grip with a light and constant compression force. The subjects were requested to keep upright posture during the whole body vibration measurement because the upper body spinal axis is aligned with the vertical vibration vector when sitting upright Wilder et al. The natural frequency of the upright posture was greater than the equivalent natural frequency of the forward and full back postures. The higher natural frequency of the upright posture indicated that the subject was mechanically stiffer Table 2 Vibration dose value for 8 h exposure time for selected operations Forward Vibration dose volue, speed, VDV – m s Rototilling in untilled field 1.

Rototilling in tilled field 1. Transport in farm road 3. Transport in bitumen road 3. The PULSE programme was activated after the power tiller was started for the operation and the measurement was recorded with an acquisition period of 60 seconds Ying et al.

Each trial was repeated five times for all operating conditions. The same procedure was repeated for all the selected subjects. T he Br it ish St a nd a rd 68 41 specifies limiting values that specify approximate indications of the likely human reactions to various magnitudes of frequency weighted r. The overall weighted acceleration values for different operating conditions are compared with the values and the human reactions for all the power tiller operations were determined.

The vibration dose value was given by the fourth root of the integral of the fourth power of the acceleration after it has been frequency weighted. Vibration dose values for 8 hour exposure time were calculated for each selected forward speed under different operating conditions and the results were compared with the maximum recommended limit of. Results and discussion The mean values of acceleration in x, y and z direction of each subject at selected levels of forward speed for power tiller B during rototilling in an untilled field are furnished in Table 1.

There was an increase in r. It is inferred that ride vibration levels in untilled field were within the 1 to 2. The results indicated that the safe exposure limit during rototilling in untilled was h at the forward speed of 1. But further increase in forward speed from 1. Exceeding the exposure limit will reduce the health and safety of the subject and may cause severe discomfort, pain and injury ISO, The increase in forward speed had no effect on the fatigue decreased proficiency boundary limit of The overall ride Fig.

The comfort of the subject was reduced within 16 minutes of operation for all the selected levels of forward speed. R ide v ibr at ion levels du r i ng transport on farm roads were up to 4 h fatigue decreased proficiency boundary limit at the forward speed of 3.

With the increase in speed from 3. Comparison of ride vibration values between untilled and tilled showed Fig. This might be due to the more cushioning effect of the tilled soil below the wheels. The increase in forward speed from 1. The result clearly showed the effect of terrain condition in inducing vibration Clijmans et al.

Comparison of ride vibration. The increase in forward speed from 3. The acceleration values were higher in the field condition when compared to transport mode. The rotating parts within the machine and the soil roughness in combination with forward speed contribute to relatively more vibration in field conditions than during transport mode. The vector sum acceleration was compared with the limiting values prescribed in BS and the human reaction to overall weighted r.

The overall weighted r. Vibration dose values for each selected level of forward speed for different operating conditions are presented in Table 2. It is quite clear that almost all the values are within the recommended limit. The results showed that VDV increased with forward speed of travel. The safe exposure limit was 4 to 8 h during transport on farm and bitumen roads. In general the increase in forward speed resulted in increase of whole body vibration at all conditions tested.

Gakuon University, Natural Science, 24 1 Tractor and their power units, 4th Edn. Mehta, C. Tiwari, and A. Ride vibrations on a 7. Engng Res. Measurement of noise, vibration, dust and ambient conditions. Vladimirov, V. Stancev, and S. Investigation of vibrations of tractor cab seat. Acta Technologica Agriculturae Nitra, Structural modification effects on the dynamic behaviour of an agricultural tractor.

Transactions of ASAE, 41 1 : Huang, B. Tractor noise and operator performance. Transactions of the ASAE: Kawakani, K. Itou, M. Middle class tractor tested for ride vibrations on gravel road and pasture. Journal of Rakuno. Conclusions The whole body vibration varied from 0.

Abstract A large number of small and marginal farmers of Orissa, India solely depend on betelvine cultivation for their family maintenance. It is not only a local consumable commodity but also is exported to other states of India and abroad.

In addition to the medicinal value, the betel leaves also have a good nutritional value. The essential oil of the betel leaves contains around 30 different compounds. This essential oil has high market value, which is used in the production of perfume, medicine, talc, beverages, food additives and mouthwash. Moreover, the betel vine cultivation, being labour intensive, provides employment throughout the year for cultivation, harvesting, grading, packing and marketing operations.

The movement of the betel leaves starts from the growers field to the consumer point through different ways. After plucking, the leaves are washed, graded and then packed. The manner of packing varies with the processing operation to be followed. The green leaves are directly sold to the local pan vendors in local markets or to retailers with about 2. But a greater percentage of leaves are sold to the traders who further process it to export outside the state. Processors usually take about 10 to 15 days to condition the leaves to be exported outside the state.

These leaves reach the end users after about one month. The process not only fetches a high price because of consumer preference but also increases the storability of the leaves to a noticeable extent. The traditional post harvest practice of betel leaves as followed in the state of Orissa was studied.

Introduction Betelvine, commonly known as Pan piper betle L. The betel leaf is cultivated either under forest eco-. Though betelvine was originated in Malaysia, at present it is an important cash crop in different parts of India. In India, it is cultivated in about 55, hectares Jan. In Orissa betelvine is cultivated in an area of over 4, ha in the coastal districts of Balasore, Bhadrak, Cuttack, Puri, Khurda, Jagatsingpur, Kendrapara, Ganjam, Gajapati, Nayagarh and small pockets in the interior of Phulbani, Bolangir and Sambalpur districts.

Acknowledgement: The authors are grateful to the Indian Council of Agricultural Research, New Delhi for providing financial assistance to undertake this research work.

Uses of Betel Leaves Betel leaves have been in human use since the time immemorial. In Vedas and Ayurbeda Sastra the use of Tambula has been mentioned. Betel leaf with a bit of betel nut has been used in Hindu rituals as a pious offering to God in many auspicious occasions and to elder people as a mark of respect during ceremonies.

Chewing of pan has also been said to be popular among aryas and credited with many medicinal properties as indicated in Susruta Samhita. Since then, betel leaves have occupied a magnificent place in daily life of Indian people. In addition to the above legendary effects, the betel leaf has also the following qualities.

It has stimulator y effect on heart, brain and liver. It cleans the mouth and throat It helps in digestion by increasing salivation and neutralizes excess acid with lime. It is good for teeth as it contains chlorophyll. It is useful in catarrhal, pulmonary infections and night blindness. Fresh leaf powder is used as lotion for patients suffering from small pox and enlarged glands. It is used with honey as a remedy for cough.

Betel leaf extract may be used as an antioxidant for storage of oily products such as fish, fish oil, ghee etc. Betel leaf may be used for the manufacture of essential oil, perfume and food additives. Cultivation of betel vine is labour intensive process with pre-harvest and post-harvest operations like earthing, tying, plucking, washing, sorting, counting, grading, depetoilation arranging, bundling, packaging and transportation, which provides employment to rural people throughout the year.

In Orissa the leaves are plucked at an interval of 7 to 15 days yielding, about 50 to 70 leaves per plant per year. About seven to eight million leaves are harvested annually from one hectare of betel vine garden.

These are washed thoroughly and packed in bamboo strip baskets or gunny cloth according to the prevailing tradition of the area. Packaging After sorting the leaves into different grades damaged, rotten the good quality leaves are separated, depetioled and bundled into 50 and and then packed in bamboo basTable 1 Area under betel leave cultivation in different states of India Name of the State West Bengal Assam Karnataka Tamil Nadu Orissa Andhra Pradesh Bihar Uttar Pradesh Maharastra Kerala Madhya Pradesh Others Area under cultivation, ha 18, 7, 6, 4, 4, 3, 3, 2, 1, 1, Methodology A survey was conducted in Cuttack, Puri, Balasore, Paradeep, Khurda and Ganjam districts of the state of Orissa, India, to study the traditional harvest and post harvest practices of betel leaves followed by the farmers.

Large and small-scale processors were also contacted to study the existing practices of processing. Information regarding methods used for different unit operations and problems encountered were collected through questionnaire sheets to identify the area where postharvest approach is needed.

Detailed f low charts for the post-harvest practices of betel leaves followed by the farmers in the state of Orissa are given in Fig. Harvest and Post-Harvest Operations Harvesting The leaves that are sufficiently matured are plucked along with a portion of the petiole. Leaves are plucked by hand without any aid.

However, the maturity level is decided based on the consumer preferFig. Table 2 Export of betel leaves from India during Year of export Quantity, tonnes 1, Value, Thousand Rupees 8, 13, 3, 4, 6, As per the existing practice, the packaging is done in a very specific manner.

Then the basket along with the leaves is covered by a layer of gunny cloth on its top and stitched properly. When the leaves are not depetioled, the leaves are arranged so that the petioles project towards the periphery Fig. When the green betel leaves with petioles are exported to other states, ice packs ice.

In one basket, 36 to 40 bundles of 50 leaves each amounting to about 1, to 2, leaves are accommodated. Sometimes bigger size baskets are used with more leaves. During export to other states, the stitched baskets are transported either in single or with double layer of gunny cloth cover or two baskets stitched face to face with single layer of gunny cloth cover.

Transportation of bundles is carried out by trucks within the state and to outside the state through railways. Constant-current battery charger mode 6. Close and clean carefully.

Specific tooling Y Single battery charger Y Multiple battery charger 1 Keep the pipe in vertical position 2 Inspect visually 3 The float must be freed Checking the electrolyte level The electrolyte level must be checked frequently and must reach the upper level. Only use distilled water, to restore this level. If it is necessary to add water too frequently, check the vehicle’s electrical system: the battery works overcharged and is subject to quick wear.

Charging status check After topping-up the electrolyte level, check its density using special density gauge. When the battery is charged, you should detect a density of 30 to 32 B corresponding to a specific weight of 1.

A density reading of less than 20 B indicates that the battery is completely flat and it must therefore be recharged. If the scooter is not used for a given time 1 month or more it will be necessary to periodically recharge the battery.

The battery runs down completely in the course of three months. Remove the battery from the vehicle removing the negative clamp first. Normal bench charging must be performed using the special battery charger single or multiple , setting the battery charge selector to the type of battery that requires recharging i.

Connectors Dashboard The instrument panel is provided with two connectors A with 8 pins and B with 6 pins shown in the figure. Removal of the engine from the vehicle Fitting the vehicle engine Perform the operations for removal in the reverse order according to the tightening torque indicated in Chapter “Characteristics”. Check that there is a small clearance when the valve is in abutment against the set screw.

Check the engine oil level and top up using the recommended brand, if required. Top up the coolant circuit. Check that throttle and electric devices are in good working order.

Disconnect the battery, remove the saddle and the fairings and drain the coolant. Remove the muffler and the relevant support and remove the rear wheel. Remove the swinging arm and the accelerator control transmission. Remove the air filter sleeve and the engine earth cable. Disconnect the carburettor electrical devices and the starter motor power supply cable. Disconnect the fuel delivery and return pipes from the carburettor and the cooling system piping outlet from the head and inlet to the thermostat.

Disconnect the spark plug H. Automatic transmission Transmission cover – Using a screwdriver, remove the driven pulley axle cover near the bottom of the cap. Air duct – Remove the transmission cover. Air duct filter – Remove the external air conveyor. Removing the driven pulley shaft bearing – Remove the transmission cover. Refitting the driven pulley shaft bearing – Heat the transmission cover interior using the heat gun.

Baffle roller Plastic roller Installation of belt anti-vibration roller – Install the anti-flapping roller with the lip facing the engine crankcase. Removing the clutch – To remove the clutch with the driven pulley it is necessary to use the special tool; – Arrange the tool with the mean pins screwed in position “E” on the inside; – Install the driven pulley unit onto the tool inserting the pins into the ventilation holes; – Move the rear stop screw in abutment against the fixed driven pulley as shown in the figure.

Removing the driven half-pulley bearing – Check that the bushing is free from wear and damage; otherwise replace the fixed driven halfpulley. Specific tooling Y Driver for OD 73 mm bearing – Remove the roller bearing using the special tool, supporting the fixed half-pulley with the bell. Inspecting the driven fixed half-pulley – Check that the belt contact surface is free from wear. Characteristic Minimum admissible diameter Inspecting the driven sliding half-pulley – Check that the belt contact surface is free from wear.

Characteristic Maximum admissible diameter: Refitting the driven half-pulley bearing – Install a new roller bearing using the special tool. If you are working on the driven pulley unit fully assembled, use the special tool. Refitting the driven pulley – Insert the new oil guards – Insert the new O-rings N.

This operation is necessary to avoid the presence of grease beyond the O-rings. ENG – Inspecting the clutch spring – Measure the length of the movable driven halfpulley spring while it is unloaded. Characteristic Minimum thickness permitted: 1 mm – The masses must exhibit no traces of lubricants; in that case, check the driven pulley unit seals.

Removing the driving pulley – Using a 27 mm wrench, turn the central pulley nut to horizontally align the central inside holes and install the special tool. Inspecting the rollers case – Check that the inside bushings shown in the figure exhibit no signs of abnormal wear and measure the inside diameter. Refitting the driving pulley Installing the fixed driving half-pulley – Insert the spacer. Refitting the transmission cover – Install the driving pulley shaft cover, positioning the tooth gap on the lower part with the reference mark on the transmission crankcase.

End gear Removing the hub cover – Drain the rear hub oil through the oil drainage cap located under the engine. Remove the hub cover and the relevant gasket. Removing the wheel axle – Remove the countershaft. Removing the hub bearings – Support the hub cover using the stud bolt set. In case of anomalies, proceed as follows. To remove the gear shaft bearing on the engine crankcase, use the following parts.

Specific tooling Y Calliper to extract mm bearings Y Pliers to extract mm bearings Y Bell – Use the special extractor to disassemble the bearing on the engine chassis of the countershaft.

Specific tooling Y Pliers to extract 20 mm bearings Y Bearing housing, outside 47 mm. Removing the wheel axle bearings – Take out the clip on the outside of the gearbox cover. Removing the driven pulley shaft bearing – If you have to remove the driven pulley shaft, the relevant bearing and the oil guard, remove the transmission cover and the clutch unit as described in the Automatic transmission chapter.

Inspecting the hub shaft – Check that the 3 shafts exhibit no wear or deformation on the grooved surfaces, at the bearings and at the oil seals. Inspecting the hub cover – Check that the mounting surface is not damaged or deformed.

In case of faults, replace the hub cover. Specific tooling Y Adaptor handle Y 42xmm Adaptor Y mm guide – Heat the gear shaft bearing seat on the crankcase. Specific tooling Y Adaptor handle Y 42xmm Adaptor Y mm guide – Place the safety lock Seeger ring of the driven pulley shaft bearing. Refitting the hub cover bearings – Heat the bearing seats on the cover using the heat gun. Specific tooling Y Adaptor handle Y 52xmm Adaptor Y mm guide – Heat the gear shaft bearing seat from the cover outside.

Refitting the ub cover – Check the proper position of the centring dowels. Flywheel cover – Remove the three bands shown in the figure for an easier removal of the flywheel cover, remove the feed hoses and disconnect the return hose from the pump cover.

Removing the hub cover – Drain the engine oil by removing the drainage cap. Removing the flywheel cover components – Loosen the six mounting screws and remove the water pump cover. Inspecting the cover components – Install a new oil filter, lubricate the gasket, screw on and finally tighten to the prescribed torque.

Recommended products eni i-Ride PG 5W Synthetic based lubricant for high-performance four-stroke engines. Characteristic By-pass housing hole diameter: Refitting the stator – Install the stator assembly together with the wiring harness, tightening the 3 screws to the prescribed torque. Refitting the flywheel cover components – Before reassembling, check that all components are perfectly clean. Refitting the flywheel cover – Lubricate the intermediate gear seat with torque limiter on the flywheel cover.

Flywheel and starting The starter is sold as a complete part. Connect the induction clamp of an ammeter to the positive power supply cable of the starter motor. Remove the 10A fuse no. Start the engine so that it cannot move long enough to measure the rpm and starter absorption. Finally carry out a check of the power consumption at idle speed. Remove the starter motor see the flywheel and starter system.

Reconnect the earth and positive and perform the test. Check the new values. YES go to 12 NO go to 13 9 – High trailing speed Low electrical absorption The engine turns too freely, check the compression end pressure. If the values are not correct proceed as follows. The starter system has a transmission between the motor armature and engine shaft equipped with freewheel coaxial to the flywheel and torque limiter on the intermediate shaft. The limiter is calibrated to 10 kgm Nm ; this component protects the structure of the engine and the starter kinematic mechanism in the event of incorrect starting with consequent inverse rotations.

The freewheel is used for a sufficiently silent starting. The starter control circuit is not controlled by the immobilizer system, therefore before insisting on the starter system, check the consensus of the immobilizer. In order to check the enabling switches circuit, see the Electrical system chapter, whereas to check the engine shaft control transmission, follow what is described in the Flywheel and starter system chapter.

Inspecting the flywheel components – Check the integrity of the magnets. Starter gear rim – Check that there is no wear or abnormal impressions on the “rollers” of the freewheel and on the surface of the starter ring gear hub. Intermediate gear – Check that the toothing is not worn. Driven plates consist of 4 Belleville springs provided with grooved profiles; this assembly allows transmitting torque lower than 10 kg. In case of incorrect start-up manoeuvres, the limiter prevents any kicks, with consequent reversal of direction of the crankshaft which would impair the engine structure.

The limiter assembly cannot be overhauled. In case of irregularities on the toothed discs, replace the assembly. Refitting the free wheel – Make sure the freewheel faying surfaces are in good condition. Refitting the intermediate gear – Lubricate the inside bushing and the starter ring gear hub surface. Refitting the flywheel magneto – Insert the key on the crankshaft.

Refitting the starter motor – Check that the O-ring is in good working order and lubricate it. Cylinder assy. Removing the intake manifold – Remove the 3 mounting screws. Removing the rocker-arms cover – Loosen the 6 special screws with stop and the relevant rubber gaskets. Removing the timing system drive – Turn the engine to close the intake valves, i. Removing the cam shaft – Unscrew the 3 fastening screws and remove camshaft retaining bracket.

Removing the cylinder head – Remove the spark plug. Removing the valves – Using the appropriate tool fitted with an adaptor, remove the cotters, caps, springs and valves. Specific tooling Y Valve cotters equipped with part removal tool Y bush valve removing tool. Removing the cylinder – piston assy. Inspecting the small end – Using a bore gauge, measure the connecting rod small end diameter.

Characteristic Standard diameter: 22 0 Inspecting the piston – Measure the outside diameter of the piston, perpendicular to the gudgeon pin axis. Characteristic Maximum allowable run-out: 0. Inspecting the piston rings – Alternately insert the three sealing rings into the cylinder, in the area where it retains its original diameter. Using the piston, insert the rings perpendicularly to the cylinder axis.

Removing the piston – Install piston and wrist pin onto the connecting rod, aligning the piston arrow the arrow facing towards the exhaust. Choosing the gasket – Provisionally fit the piston into the cylinder, without any base gasket. Correctly identify the cylinder base gasket thickness to keep the correct compression ratio.

Refitting the piston rings – Place the scraper ring spring on the piston. The chamfered side of the oil scraper ring should always be facing the piston crown. In any case, the step must be facing opposite the piston crown. Refitting the cylinder – Insert the cylinder base gasket with the thickness determined above.

Inspecting the cylinder head – Using a trued bar and a feeler gauge check that the cylinder head surface is not worn or distorted. Maximum allowable run-out: 0. Inspecting the timing system components – Check that the guide shoe and the tensioner shoe are not worn out. In case of wear of the sliding blocks, replace them. In case of wear of the chain or rim, replace the entire unit. Check that the one-way mechanism is not worn.

Inspecting the valve sealings – Insert the valves into the cylinder head. Inspecting the valve housings – Clean the valve seats of any carbon residues.

Characteristic Standard value: 1 – 1. Inspecting the valves – Measure the diameter of the valve stems in the three positions indicated in the diagram. Inspecting the valve stem guide clearance – After measuring the valve guide diameter and the valve stem diameter, check clearance between guide and stem. To obtain better sealing performance, grind the valve seats.

Grind the valves gently with a fine-grained lapping compound. During the grinding, keep the cylinder head with the valve axes in a horizontal position. This will prevent the lapping compound residues from penetrating between the valve stem and the guide see figure.

Inspecting the springs and half-cones – Check that the upper spring caps and the cotter halves show no signs of abnormal wear. Refitting the valves – Place the valve spring support washers on the head. Specific tooling Y Punch for assembling valve seal rings – Fit the valves, the springs and the caps. Using the appropriate tool with adapter, compress the springs and insert the cotters in their seats.

Specific tooling Y Valve cotters equipped with part removal tool Y bush valve removing tool N. Inspecting the cam shaft – Check that the camshaft bearings exhibit no scores or abnormal wear. Characteristic Standard diameter: 13 – 0.

Refitting the head and timing system components – Insert the chain guide sliding block. Clean with compressed air jets, if required. Tighten the 2 fastening screws to the prescribed torque. Recommended products Loctite Medium-strength threadlock Medium Loctite threadlock – Check that the decompression mass is free and that it is pulled by the spring. Refitting the timing chain The ignition advance is determined electronically on the basis of parameters known by the control unit.

For this reason it is not possible to interpret the reference values based on the engine rpm. The ignition advance value is detectable at any time using the diagnostic tester. It is possible to check whether the ignition advance determined by the injection system matches the value actually activated on the engine, by means of the stroboscopic light.

Specific tooling Y Diagnosis Tool Y Stroboscopic light to check timing Proceed as follows: – Remove the outside transmission cover as described in the automatic transmission chapter. See the flywheel cover chapter. Specific tooling Y Diagnosis Tool If the values do not match, check: – distribution timing – revolution timing sensor – injection control unit. Inspecting the radial air gap – Align a tooth of the tone wheel with the revolution timing sensor.

Refitting the intake manifold – Install the intake manifold on the engine. Crankcase – crankshaft – Remove the outside and inside transmission cover and the complete driving pulley as described in “Automatic transmission”. For this purpose, use a plate e. Characteristic Standard clearance: 0.

Splitting the crankcase halves – Remove the engine support retain screw on the flywheel side half-crankcase. Removing the crankshaft – Before removing the crankshaft, check the timing with the countershaft.

To carry out this check, turn the crankshaft to align the two holes obtained on the crankshaft with the hole on the countershaft control gear. This is an optimal position also to remove the crankshaft.

Removing the oil pump and countershaft control gear. Remove the gear only if actually required. Replacing the countershaft bearings – Check that the bearings are free from irregular noise or clearance. If it does, replace it. Flywheel-side half-crankcase – Remove the inside Seeger ring. Specific tooling Y Adaptor handle Y 37xmm Adaptor Y mm guide – Remove the bearing from the transmission side half-crankcase using the special tool.

Inspecting the crankshaft components – Check the axial clearance on the connecting rod. Characteristic Standard thickness: Specific tooling Y Support base for checking crankshaft alignment – If the crankshaft – crankcase axial clearance is higher than the standard value and the crankshaft exhibits no irregularity, the problem is caused by wear or by a wrong machining on the engine crankcase. Half shafts are classified into two categories, Cat 1 and Cat. Refer to the chart below. Inspecting the crankshaft alignment – Install the crankshaft on the support and measure the displacement at the 4 points shown in the figure.

The connecting rod cannot be replaced. To check the connecting rod small end diameter, see chapter “Thermal group and timing system”. Inspecting the crankcase halves – Before proceeding to check the crankcase halves, thoroughly clean all surfaces and oil ducts. The jet clogging impairs the head lubrication and the timing mechanisms.

A jet failure causes a decrease in the main bearing and connecting rod lubrication pressure. For the dimensional check, refer to the instructions about checking the axial clearance and the dimensions on the crankshaft ENG – Inspecting the crankshaft plain bearings – To obtain a good bushing lubrication it is necessary to have both an optimal lubricating pressure 4 bar and a good oil flow rate; the bushings must be correctly positioned so as not to obstruct the oil supply channels.

See the table below:. CM Quantity. A spare crankcase cannot be combined with a driving shaft with mixed categories. Spare shafts have half-shafts of the same category. Countershaft – Using a micrometer, measure the 2 bearings of the countershaft as shown in the figure. Refitting the crankshaft – Check that the oil pump and countershaft control gear are free from deformations or dents.

Replace, if required. Apply the recommended product to the holes again. Recommended products Loctite Medium-strength threadlock Medium Loctite threadlock – Repeat the same procedure for the 4 fastening screws. Refitting the crankcase halves – Remove the oil guard from the transmission side half-crankcase using a screwdriver.

General characteristics The lubrication system is divided into two sections: – High pressure – Low pressure The high pressure section includes all components located on the engine crankcase whereas the low pressure section only refers to the thermal group. The trochoidal pump is installed in the sump and is controlled by a pair of gears. To guarantee the integrity of the pump, a pre-filter is fitted. This is a screw-in type pre-filter and the relevant plug serves at the same time as an engine oil drain plug.

The pump is controlled by means of a piston by-pass calibrated to 4 bar. This is located before the cartridge filter and both are installed on the flywheel cover, so that the seal of the filter is subject to the pressure of the circuit.

The by-pass located before the cartridge filter improves the operating conditions for the filter, particularly with cold oil. The filter is equipped with an anti-drain back valve and a pressure-relief valve; the latter intervenes when the filtering mass causes a pressure drop above 1 0.

These conditions naturally occur only with cold oil and at high engine revs or if the filter is clogged. The filtered oil is used to lubricate the water pump shaft and once at the engine crankcase, to lubricate the main bearings, the connecting rod head and the piston cooling nozzle, on the transmission-side bearing.

The main bearing on the transmission side is fitted with an oil seal and the respective drain line. The supply line for the timing system comes from the flywheel-side bearing; the supply to the head is controlled by the respective spray jets in the engine crankcase. The components of the timing system function with low-pressure oil lubrication. The camshaft bearings are installed directly on the aluminium of the head; the camshaft axial clearance is partially compensated by the oil supplied to the smaller diameter bearing.

The camshaft supplies the lubricant to the rocking levers via the holes provided; these are installed in a position to ensure that the lubrication is maintained even after the scooter has stopped. This is achieved when the camshaft reaches its most usual and likely position when the engine is shut off.

The oil used to lubricate the head returns to the sump via the chain casing channel and therefore it also provides lubrication for the chain. A one-way valve and a decantation chamber are used so that gases from the crankcase do not carry any oil. The one-way valve is a metal reed valve; the decantation chamber has a drainage hole. A failure in these components implies oil getting into the line supplying air to the engine. Excessive oil vapours may result in clogged ducts on the throttle body.

In order to signal low oil pressure in the system, a pressure switch is used, located immediately after the oil filter outlet. The lubrication circuit does not include the countershaft.

The countershaft is lubricated by the oil transported by the gears or by the centrifugal effect of the crankshaft The same applies to the piston or the pin, but in this case the cooling nozzle is particularly important. Diagnosis guide 1 – Minimum oil pressure warning light on with hot engine. Check that the warning light turns off. Specific tooling Y Oil pressure check gauge Y Oil pressure check fitting – Remove the dipstick with the oil filling cap and insert a cap fitted with the temperature probe supplied with the special tool.

Insert the probe to feel contact with the crankcase bottom and pull back a few millimetres. It is recommended to respect the suggested number of kilometres covered. AHEAD go to 9 13 – Remove the flywheel cover and check the by-pass and the cover sealing gasket efficiency towards the case internal side, as described in the “Flywheel cover” chapter.

YES go to 14 NO go to 15 14 – Check whether there is an irregular clearance on the crankshaft: – axial clearance see the “Crankcase and crankshaft” chapter – radial clearance, especially in the direction of the cylinder axis – clearance according to the direction of rotation with the connecting rod in quadrature YES go to 16 NO go to 17 15 – Replace the faulty components “Flywheel cover” chapter.

Oil pressure check 1 – In case of oil leaks from the oil filter or from the flywheel cover coupling gasket, check the lubrication pressure. YES go to 5 NO go to 4 4 – Check the thermal group seals piston rings, valve guides and oil guards , see “Thermal group and Timing system” chapter.

Oil pump Removal – Remove the closing plate of the oil pump housing by loosening the 2 retaining screws with their washers. Refitting – Make sure the gasket is in the correct position. Failure to observe the tightening torque may alter the coupling clearance of the rotors with the pump body.

The electric fan system is powered by a remote control switch connected to the continuous power supply controlled by the electronic control unit of the injection system. The electronic control unit of the injection system controls the electric fan in relation to the measured engine temperature. If prolonged running of the electric fan is noticed, check the following carefully before starting to check the electrical system:. To check the circuit, proceed as follows: 1 – Connect the diagnostic tester.

Check whether the control unit has detected any failures relating to the electric fan control circuit. Activate the electric fan diagnostic function. Check acoustically for rotation of the electric fan. Wait for the exit from the diagnostic tester. The fan is rotating. YES go to 5 4- Test failed. The fan is not rotating.

Check the connections to the electric fan, the function of the contacts of the remote control switch, the positive lines, the negative line and the motor of the electric fan. Check the continuity of the excitation coil. Do not connect the electronic control unit YES go to 11 11 – Check for positive battery voltage at pin 85 of the remote control switch connector.

If the fault continues, replace the electronic control unit. Make sure the entire exhaust system is sealed. Remove the intake cap on the exhaust pipe, connect the dissipater and the extension pipe. Warm-up the engine and use an exhaust analyser to check the carburation of the idle speed, if necessary, restore the correct setting using a scooter Tester, see Adjusting idle carburation.

Specific tooling Y Kit for sampling gas from the exhaust manifold Y Exhaust fumes analyser Connect the gas collection kit at the muffler outlet being careful to ensure that it is sealed and stable by making sure the band is correctly fitted.

Transfer the connection of the exhaust gas analyser from the manifold collection extension pipe to the extension pipe for the muffler outlet. Use the exhaust collection kit for this connection.

Close the extension outlet for collection from the manifold to make sure air does not infiltrate. Specific tooling Y Pre-service gas extraction set Check the exhaust emissions from the muffler after the catalytic converter with the engine warm and idling.

If the values measured are the same as those obtained with what was collected from the exhaust pipe, increase the catalytic converter temperature keeping then engine at average rpm and repeat the idle test. If the anomaly persists and the carburation setting was correct, replace the muffler with catalytic converter. The ignition system control unit is programmed to ensure optimal carburetion while riding along streets.

The idle carburetion needs to be adjusted to compensate for the production tolerances and engine settlement. This adjustment is done by modifying the injector opening time with the engine running at idle.

To adjust, proceed as follows: 1 – Idle carburetion adjustment must be performed on an engine ready for precision adjustment. Characteristic Engine idle speed 50 rpm Check that the throttle body is not tampered. YES go to 2 2 – Preheat and check the zero setting of the exhaust fumes analyser.

Remove the exhaust manifold cover and connect the extension to the coupling clamp for the analyser pipe. YES go to 3 3 – Connect the diagnostic tester. Check whether there are any failures. YES go to 7 6 – Repair according to indications supplied. Activate the adjustment function.

The numbers displayed can be positive or negative. To decrease the CO the injection time needs to be decreased. In case of incorrect adjustment, press OK to store the value in the control unit memory.

YES go to When the CO percentage is correct and the HC PPM value exceeds the maximum limit allowed, check: – spark plug – valve clearance – timing system phase – outlet valves for sealing When the control unit is replaced, reset TPS and pre-program the trimmer value of the original control unit if available preventively.

In any case, check the CO value again. If this occurs, carefully check the exhaust system for adequate sealing. EMS injection system This vehicle is fitted with an integrated injection and ignition system. Injection is indirect in the manifold through an electro-injector. Injection and ignition are timed on the 4-stroke cycle using a tonne wheel pivoted on the camshaft control and a reluctance variation sensor.

Combustion and ignition are managed on the basis of engine revs and throttle valve opening. Further corrections are made according to the following parameters: – Coolant temperature. The control unit manages the Stepper motor and the injector opening time, thereby ensuring the idle steadiness and the proper combustion.

In all conditions of use, mixture preparation is managed by modifying the injector opening time. The fuel supply pressure is kept constant based on the ambient pressure. The fuel supply circuit consists of: – Fuel pump – Fuel filter – Injector – Pressure regulator The pump, the filter and the regulator are placed inside the fuel tank on a single support.

The injector is connected by two pipes provided with quick couplings. This allows obtaining a continuous circulation, thereby avoiding the risk of fuel boiling. The pressure regulator is situated at the end of the circuit. The fuel pump is controlled by the EMS control unit; this ensures the scooter safety The ignition circuit consists of: – HV coil – HV cable – Shielded cap – EMS control unit – Spark plug The EMS control unit manages the ignition with optimum timing, ensuring the timing on the 4-stroke cycle ignition only during compression.

Should any input signals fail, an acceptable working order of the engine is ensured to allow the user to reach a service station. INJEC – Of course, this cannot happen when the rpm-timing signal is missing, or when the failure involves the control circuits: – Fuel pump – HV coil – Injector The control unit is provided with a self-diagnosis system connected to an indicator light in the instrument panel.

Failures are detected and restored by the diagnostic tester. In any case, when the fault is no longer present, the data storage is automatically cleared after 16 cycles of use cold start, running at regular engine temperature, stop. The diagnostic tester is also required to adjust the idle mixture. Specific tooling Y Diagnosis Tool The EMS injection-ignition system has a control function over the rpm indicator and the radiator cooling electric fan.

The EMS is connected to the anti-theft immobilizer system decoder. In turn, the decoder is connected to a flashing diagnostic LED that also serves as deterrent.

The EMS control unit power supply is further controlled by the emergency switch and by the side stand switch, that is to provide further safety for the scooter. Precautions 1. Before fixing any part of the injection system, check to see if there are any registered faults.

Do not disconnect the battery before checking for faults. The fuel supply system is pressurised at kPa 3 BAR. Before disconnecting the quick coupler of a pipe in the fuel supply system, check that there are no naked flames. Do not smoke. Act with caution to prevent spraying in the eyes. When fixing electric components, operate with the battery connected only when actually required. When functional checks are performed, check that the battery voltage is over 12V.

Before trying to start up, check to make sure there is at least two litres of fuel in the tank. Failure to respect this norm will damage the fuel pump. If the scooter is expected to remain unused for a long time, refill the tank up to a little over half the level.

This will ensure the pump will be covered by fuel. When washing the vehicle, be careful with the electric components and wiring. When an ignition fault is detected, start the checks from the battery and the injection system connections.

Before disconnecting the EMS control unit connector, perform the following operations in the following order: – Set the switch to OFF – Disconnect the battery Failure to respect this norm may damage the control unit. Do not invert the polarity when fitting the battery.

In order to prevent damages, disconnect and reconnect the EMS connectors only if actually required. Before reconnecting, check that the connectors are dry.

When carrying out electric inspections, do not force the tester probes into the connectors. Do not take measurements not specifically foreseen by the manual. At the end of every check performed with the diagnostic tester, protect the system connector with its cap.

Failure to respect this norm may damage the EMS control unit. Before reconnecting the quick couplers of the power supply system, check that the terminals are perfectly clean. Terminals setup Layout of the system-side connectors and the connectors on the electronic control unit.

Troubleshooting procedure This section makes it possible to find what solutions to apply when troubleshooting. Operation Air temperature Coolant temperature. Atmospheric pressure Starter motor and solenoid Battery Ground connections End of compression pressure Spark plug Shielded cap HV coil Speed-timing sensor Ignition advance Fuel pressure low Injector capacity low Injector sealing poor Coolant temperature Stepper throttle valve position intake air temperature steps and actual opening Cleaning of the auxiliary air pipe and throttle valve; air filter efficiency.

Atmospheric pressure Ignition timing. Atmospheric pressure Air filter Diffuser and throttle valve Additional air pipe and Stepper Intake sleeve Filter box Spark plug wear check Throttle valve position signal Coolant temperature indicator Intake air temperature indicator. Atmospheric pressure Spark plug Throttle valve position signal Coolant temperature indicator Intake air temperature indicator Ignition advance Intake sleeve Filter box TPS reset successful Fuel pressure Fuel filter Injector capacity Fuel quality Selection of the cylinder base gasket thickness.

Decoder master-box circuit This section describes the operations to be carried out to check the power supply circuit. Constant supply circuit check The decoder basic power supply is necessary for the deterrent flashing management.

The injection control unit power supply is necessary for the Stepper motor management. A power supply failure disables both ignition and injection. To carry out the check, proceed as follows:. Specific tooling Y Diagnosis Tool 1 – Check whether the immobiliser system LED indicates that the switch is in position “ON” and that the deterrent flashing is on.

The injection telltale light turns on for about 3 seconds. The injection telltale light comes on for about 5 seconds. YES go to 1 NO go to 9 9 – Check any short circuit on decoder or control unit and replace, if necessary. YES go to 1 10 – Place the special tool between control unit and power supply system. Disconnect the main decoder connector and check the following conditions: Terminal no.

Specific tooling Y Control unit interface wiring 11 – Decoder with proper base power supply. Detect the presence of the battery positive on Pin 17 of the special tool and on pin 3 of the decoder connector.

Key-switch power supply circuit check A failure of the constant power supply disables both ignition and injection functions. Set the emergency switch to “OFF”.

Turn the key switch to “ON”. Set the emergency switch to “RUN”. Check whether the injection telltale light turns on for 5 seconds YES go to 3 NO go to 4 3 – Continuous power supplies are regular 4 – Check the working order of the fuse no. Specific tooling Y Control unit interface wiring 6 – Fix any short circuits and replace the fuse. Check decoder and control unit, if necessary YES go to 1 7 – Disconnect the main decoder connector and check the following conditions: switch set to “ON”, switch to “RUN” and side stand raised Terminal no.

Use the special tool to check the control unit continuous power supply. Specific tooling Y Control unit interface wiring 9 – Control unit with proper continuous power supply. The connector can be recognised by its larger section white lead. Check the utility control main remote control switch. Disconnect the master remote control switch. Check the diode installed on the earth connection of the main remote control switch pickup. When the polarity is inverted there should be no continuity.

If the diagnostic tester displays No reply from the control unit, disconnect the continuous power supply for 10 seconds and switch to ON again; if the message is still displayed, proceed as follows: 1 – Check the diagnostic tester connections. YES go to 4 3 – Restore 4 – Place the special tool between control unit and system.

Keep the control unit disconnected. YES go to 5. Check the control unit. The injection telltale light is controlled upon every switching to “ON” by the 3-second timing generated by the digital instrument.

This step is normally interrupted by the injection control unit control. The timing lasts 5 seconds. The diagnostic tester is not programmed to check this circuit. Proceed as follows:. Keep the side stand raised. Make sure the light goes on for 5 seconds. YES go to 4. Side stand up Wait more than 5 seconds. The injection ECU manages the negative of the light. The light must go off after the initial check.

The light goes on again when the ECU self-diagnosis detects a fault. When the fault disappears the light goes back off, however, the related operating tests need to be carried out. The light can go on whether the engine is able to run or not.

Self-diagnosis system The injection control unit is provided with an auto-diagnosis function. When a failure is detected, the control unit: – turns on the injection telltale light only when it is current. In the event of intermittent failures, the indicator follows the failure trend and storage remains active. Stored data are automatically deleted when the failure does not occur for over 16 usage cycles of the scooter heating – use – cooling.

The battery disconnection does not delete stored data. Checking stored failures Connect the diagnostic tester to the scooter system. The tester pages display the list of errors detectable by the auto-diagnosis. Errors detected by the auto-diagnosis are marked by one or two reference dots. Errors detectable by the auto-diagnosis may refer to the following system circuits or sectors of the control unit: – Throttle valve position signal – ambient pressure signal – coolant temperature signal – intake air temperature signal – wrong battery voltage – Injector and relevant circuit – HV coil and relevant circuit – Stepper and relevant circuit – Pump relay circuit – Electric fan relay circuit – RAM memory – ROM memory – EEPROM – Microprocessor – Signals panel stroke – revolution signal – unsteady cycle Underlined failures cause the engine to stop.

In the other cases, the engine works managed by the basic data. Deleting stored failures After mounting any failures, connect the diagnostic tester. Select the menu on the “errors deleting” function. Press “OK” and follow the instructions. Perform a trial cycle and check whether the failure occurs again. Specific tooling Y Diagnosis Tool For troubleshooting for any faults see the related chapter sections. Fuel supply system Fuel is fed to the injector by a pump, a filter and a pressure regulator integrated with the fuel level indicator inside the tank.

The pump unit is connected to the injector by: 2 semi-flexible pipes 4 quick unions 1 T union with O-ring and retain bracket for the injector The pipes are crossed and fixed to the intake manifold to prevent wear of the quick unions connected to the T union for the injector. Refitting the injector Carefully check to make sure the components are clean. Once clean, the throttle body guarantees an air flow exactly the same as the original. Throttle valve fouling is phenomenon that happens at different times depending on how the scooter is used, weather conditions and idle speed adjustment.

This phenomenon can be easily detected as a gradual poor idle signals it. Carry out a thorough check with a scooter diagnostic tester, drw. With engine temperature of at least 90, the parameters may be as follows: Standard Engine revs Ignition advance Throttle valve opening 57 5.

The error menu displays the signals stored in the “RPM sensor”. This takes place only when the engine stops with the key switch set to “on. Measure with the tool in drw. It is evident that, except for cases of early fouling, cleaning should not be carried out when still covered by the warranty. After cleaning the throttle body, check and, if necessary, adjust C0. If these indications occur when the injection warning light turns on or further errors or wrong parameters are present, it is necessary to carry out the relevant controls indicated in the manual.

In such a case, there is a real fault evidently. Refitting the butterfly valve – Carry out the removal operations but in reverse order, tighten the 3 fixing screws to the prescribed torque. Pump supply circuit The control unit starts the pump in the following conditions: – by setting the switch to ON with the emergency switch to RUN and side stand raised.

The pump does not supply. Continuous supply. The initial timing is useful to bleed the system especially after a stop with engine in temperature. In these conditions, the fuel altered by boiling will be mixed with that in the tank. During use, the pump operation will be subject to the engine speed. The pump rotates for 2 seconds.

Check that the engine speed matches the pump rotation. YES go to 5 4 – The pump power supply is conforming. YES go to 6. Specific tooling Y Diagnosis Tool 6 – Try to start up. YES go to 9. In this case, the pump always starts to rotate if there is a continuous power supply. YES point 12 11 – Interrupted line. The relay cannot control the pump feeding YES go to YES go to 14 13 – Install the special tool between control unit and the injection system.

Specific tooling Y Control unit interface wiring 14 – Delete the code and check from the beginning. Fix the wiring, if required. Check the relay coil continuity. Check the wiring continuity between remote control switch and pump.

YES, go to 25 25 – Check the pump winding resistance: approx. Select the fuel pump simulation function. Enable the function with continuous power supply on and engine off. Perform a functional check of the pump.

The light goes on again when the CPU autodiagnosis detects a fault. Circuit leak test Before performing the checks concerning the system pressure, it is necessary to carefully clean all feeding system components. To perform the inspections it is necessary to use the special tooling kit for fuel pressure check.

Specific tooling Y Petrol pressure check kit Before disconnecting any fastener, reduce the system pressure. Detach the electrical connector from the pump support with the engine running, and wait for the shutdown.

The engine stops at approximately 1. The special tool is equipped with fast-release fittings, similar to those provided for the circuit. In order to disconnect the female terminals injector side , it is necessary to press the two extensions and draw them. To detach male type terminals pump side it is necessary to press the coaxial rings towards the pump, and extract the terminals. The system pressure check must be carried out, for practical reasons, by connecting on the pump side.

YES go to 2 2 – Enable the function with continuous power supply on and engine off. The control unit starts the pump for 30 seconds YES go to 3 3 – Let the system bleed for a few seconds. Make sure that there are no external leaks.

Check the regulation pressure with pump power supply voltage higher than 12 V. Using pliers with flat and long tips, temporarily clamp the return duct by the extension of the specific tool the serial pipe does not allow this operation. Fuel pump and filter check This procedure is useful during maintenance to check the filter efficiency in delivery.

Connect the diagnostic tester. Connect the fuel pressure check kit. The pump starts for 30 seconds. YES go to 2. Make sure that there are no leaks. Using pliers with flat and long tips, temporarily clamp the return duct by the extension of the special tool with pump power supply voltage higher than 12 V, check the system maximum pressure.

Specific tooling Y Petrol pressure check kit 3 – Check the system seal. Start the pump for 30 seconds using the diagnostic tester. When the pump stops, wait 3 minutes. Check the system pressure.

Specific tooling Y Diagnosis Tool 4 – If pressure is lower, carefully check the voltage with pump under stress. If voltage is higher than 12 V, replace the pump. Check the free flow rate.

When the pump stops, use pliers with flat and long tips to temporarily clamp the return duct by the extension of the special tool. This causes an increase of the fuel pressure. Check the system seal again. Check whether the pressure decreases with the same trend as the system when free. Specific tooling Y Petrol pressure check kit 12 – Check and replace the injector, if required, due to an insufficient seal. Check whether pressure decreases much more slowly.

YES go to 14 NO go to Specific tooling Y Petrol pressure check kit 14 – The pump unidirectional valve is faulty.

Replace the pump. Check the component seals again, if necessary. Disconnect the fuel return pipe from the pump support left pipe. AHEAD go to Using the diagnostic tester, start the fuel pump for 10 seconds.

Make sure that the power supply voltage is more than 12V. Measure the amount of fuel delivered. YES go to 18 NO go to Specific tooling Y Diagnosis Tool 18 – The fuel filter is not clogged. The scooter can be used respecting the limit of km. The fuel filter is dirty. Replace the pump support.

Pump electrics check This section describes the operations to be carried out to perform electric checks on the pump. Resistor check Disconnect the connector from the pump support.

Using a tester, measure the pump winding resistance. Connect the tester probes to the pump support pins as shown in the figure. Electric characteristic Resistance: approx. With infinite resistance, the pump does not rotate.

With resistance close to 0 , the pump power consumption is too high, with the possibility of blowing the 10 A fuse No. Perform the following check. Pump consumption check The pump power consumption may vary according to: – Power supply voltage – Pump running-in – Regulation pressure – Delivery filter cleaning To check the current consumption, proceed as follows – Disconnect the pump remote control switch connector.

Electric characteristic Current consumption: approx. If the pressure-relief valve opens, the pump absorbs approx. In case of excessive input 5A , replace the filter. See pump support overhaul. If the fault continues, replace the pump. Fuel filter check To check the fuel filter inspect the following: – Free flow – Current consumed by the pump. A clogged filter causes: – Poor performance especially at full power – Pump input increase N. Pump bracket overhaul To remove the pump support from the tank, proceed as follows: – Disconnect the electric connector.

To replace the components, proceed as follows: 1 Level indicator: – Note the assembly position and the path of the two connecting wires. Pass the wires through the hole found between filter and pressure regulator. Measure the resistance between the two level indicator wires. Moving the float arm, check that the resistance is subject to gradual variations according to the arm motion.

To replace the support, move the level indicator, the pressure regulator and the pump from the old to the new support.

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