I have recently inherited a european Honda HRB476c SXE that has a couple of problems with the blade brake clutch.
1. It emits a single loud knock each time the blade is engaged.
2. The drive belt fouls the clutch housing
Problem 1 - I have stripped down the clutch and can see no issues with it. It has all the correct components assembled correctly and in good condition (plenty of friction lining left, both bearings run smooth, spring assembled the right way around). A couple of slightly unusual observations is a) the crankshaft has 2 'keyways' machined in it, but is only fitted with one woodruff key. Should the key go in the upper or lower keyway on the crankshaft?
b) the end float on the crankshaft is more than I would expect. I measure approx 0.6mm. Does anyone know what it should be on a GCV160?
Problem 2 - The drive belt is just fouling the upper clutch housing (the one bolted to the engine that contains the thrust bearing). The belt and gearbox tension spring have been changed with honda original parts with no success.
A couple of guesses to the reasons for the belt fouling
a) The pulley/clutch drive plate (75160VE1R40) is mounted too high up the crankshaft. I am not sure how as all the correct parts are fitted in correct order and orientation. However the honda parts diagram does show the pulley/clutch drive plate component fitted upside down for this model compared to others like the HRB536c that uses the same part no. This must be an error as doing this would mean there is nothing for the friction lining to contact with?
b) maybe the problem is caused by the fact that the pulley on the gearbox is so small (Approx 7cm on this model, approx 15cm on the hydrostatic models).
Any insight into these problems would be really appreciated.
1. It emits a single loud knock each time the blade is engaged.
2. The drive belt fouls the clutch housing
Problem 1 - I have stripped down the clutch and can see no issues with it. It has all the correct components assembled correctly and in good condition (plenty of friction lining left, both bearings run smooth, spring assembled the right way around). A couple of slightly unusual observations is a) the crankshaft has 2 'keyways' machined in it, but is only fitted with one woodruff key. Should the key go in the upper or lower keyway on the crankshaft?
b) the end float on the crankshaft is more than I would expect. I measure approx 0.6mm. Does anyone know what it should be on a GCV160?
Problem 2 - The drive belt is just fouling the upper clutch housing (the one bolted to the engine that contains the thrust bearing). The belt and gearbox tension spring have been changed with honda original parts with no success.
A couple of guesses to the reasons for the belt fouling
a) The pulley/clutch drive plate (75160VE1R40) is mounted too high up the crankshaft. I am not sure how as all the correct parts are fitted in correct order and orientation. However the honda parts diagram does show the pulley/clutch drive plate component fitted upside down for this model compared to others like the HRB536c that uses the same part no. This must be an error as doing this would mean there is nothing for the friction lining to contact with?
b) maybe the problem is caused by the fact that the pulley on the gearbox is so small (Approx 7cm on this model, approx 15cm on the hydrostatic models).
Any insight into these problems would be really appreciated.
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