IAME Parilla SCREAMER KZ1 Installationsanleitung

BASIC MANUAL

“SCREAMER” KZ1 / KZ2

FEEDING

Fuel mixture 98NO (min. 95NO) and 4,5%oil (CIK homologated)

GEARBOX LUBRICATION

ATTENTION: the engine is supplied without oil in the gearbox.

GEARBOX OIL CHARGING

Before using, fill with approx. 300÷330ml SAE 10W50 oil, through the charging

hole. (A).

GEARBOX OIL DISCHARGING

Remove the drain plug (B) to discharge oil, inspect the magnet in the plug to check

the eventual presence of consistent metallic particles.

COOLING SYSTEM CONNECTIONS

CONNECT THE SYSTEM AS SHOWN IN FIGURE

Once the system is filled (with pure water), provide to the proper air venting.

We recommend the use of a 3 way-thermostat (opening temperature 48°C±2), as

shown on the drawing, especially during the wintertime.

It is though possible to make a direct connection, removing the thermostat, the T-pipe

and the bypass-tube between them.

The presence of the thermostat doesn't eliminate the need for adequate partialization

of the radiant surface and for protective spoilers on the cylinder during the cold

season (temperature ≤5°C).

ATTENTION: water cooling operation temperature

limits: min. 50°C / max. 58°C

FROM HEAD

PIPE FITTING

TO THE

CRANKCASE

ELECTRIC SYSTEM

ELECTRIC CONNECTIONS

The engine is provided with an analogic ignition with advance timing usually set

to 1.60mm before TDC.

The spark instant is when the notches, on the rotor and the stator, coincide.

ATTENTION: VERY IMPORTANT IS TO CONNECT

THE COPPER WIRE TO ENGINE AND COIL’S BODY

FUEL PUMP

INSTALLATION OF PUMP BRACKET

CORRECT FEEDING PIPES CONNECTION

REMEMBER TO CONNECT THE COPPER WIRE AND THE OTHER

CONNECTIONS AS SHOWN IN THE PICTURE OF THE PREVIOUS

PAGE

BREATHER

RETURN TO TANK

INLET

(from tank)

DELIVERY TO CARBURETTOR

(through "Y"pipe fitting)

DELIVERY TO

THE CARB.

EXHAUST GAS TEMPERATURE PROBE

The muffler, supplied with the engine is provided with a temperature probe fitting

which is not drilled.

Whenever you wish to employ the probe, please proceed as shown in the figure

below.

EXHAUST LENGTH SETTING

The following table shows the exhaust length setting (distance “X” between

exhaust plane on the cylinder and end of first sector of muffler) depending on the

track conditions and needed power diagram:

X (mm)

DESCRIPTION

FINAL REPORT WHEEL/SPROCKET

100≤X≤104

STANDARD SERIES

STANDARD RATIO

96≤X≤100

-4mm FROM SERIES

FROM STANDARD TO ½ TOOTH MORE ON

REAR SPROCKET

X<96

-9mm FROM SERIES

FROM ½ TOOTH MORE, TO 1 TOOTH MORE

ON REAR SPROCKET

drill exhaust Ø4.2 for cylindrical probe

drill exhaust Ø4.2 and thread M5 for threaded probe

STEERING-WHEEL CLUTCH LEVER SETTING

Whereas the IAME clutch is equipped with a system to make the drag more

progressive, needs a clutch lever stroke little bit longer to disengage completely.

To the proper lever setting, we therefore recommend that while the lever is fully

pulled all the clutch is actually disengaged (rotation free by hand of disc thrust

plate).

CILYNDER / PISTON MATCHING

The piston replacement must take place within specific intervals, measured

through used mixture liters and it changes depending of the engine use, if for

competitive use (so to reach the better performance) or not competitive. IAME

suggests to replace the piston during the competitive use any 30lt, or before

whenever the clearance between piston and cylinder exceeds 0.10mm.

For NOT competitive use the replacement must take place any 60lt~ of mixture or

whenever the clearance between piston and cylinder exceeds 0.12mm.

The prescribed clearance between cylinder and new piston, is 0.07÷0.08mm.

The effective piston diameter has to be verified at 18mm from the base,

perpendicularly to the piston pin.

The measure marked on the piston top is the effective one of the piston.

Moreover, the clearance between the piston ring tips (installed in the cylinder)

must be between 0.40÷0.45 mm.

The clearance can be checked with a feeler gauge, by inserting the ring in the

cylinder.

MAIN ENGINE COMPONENTS AVERAGE

ESTIMATED LIFE

The estimated life of the different components, of the engine, changes according

to the use and to the desired performance.

PISTON

As detailed in the previous paragraph, during the competitive use we suggest the

replacement after 30lt. For not competitive use the replacement can be made

after 60lt.

MAIN BEARINGS

With the roller bearing, the life of these ones is same to a full sporting season.

CONROD BIG END CAGE, CRANKPIN AND SHIM

During the competitive use we suggest the replacement every 60tl. For not

competitive use the replacement can be made about every 90lt.

CONROD LITTLE END CAGE

The replacement must be made every 60lt.

CONROD

During the competitive use we suggest the replacement every 120lt. For not

competitive use the replacement can be made every 180lt.

Anyway it must be replaced whenever the big end hole ovalization exceeds

0.01mm. This value is the difference between the diameter measured in "A" and

"B" as below indicated.

"DELL’ORTO VHSH 30 CS” CARBURETTOR SETTING

BASIC SETTING CARBURETTOR - KZ SCREAMER

max. jet = 180

atomizer = DP 268

Fuel needle = 300

Idle jet = 60

needle = K98 (3^ notch)

Throttle valve = 50

Starter jet = 60

float = 9g

Float chamber level = 11.5mm

Idle emulsioner = B 100

To check / to update by the

customer

IMPORTANT: THE FLOAT CHAMBER LEVEL MUST BE 11.5mm MEASURED WITH

THE GASKET INSTALLED ON THE CARBURETTOR BODY AS IN THE PICTURE.

If we remark a different value, please operate on the two metallic plates which

support the floats, to obtain the prescribed level.

We recommend to check the level value of both floats, to obtain the same.

Whenever an optimum carburettor setting is required in each condition, it will

have to be performed by acting on the adjusting elements to better fit the most

proper mixture title according to the track and environmental characteristics.

The operations to be performed for a fine setting require a specific experience

which cannot be acquired only through the support of these few lines; our target

is to give simple suggestions to find the best carburettor setting according to the

operating conditions.

ATTENTION :

THE BASIC SETTING CARBURETTOR IS DELIBERATELY VERY RICH, NOT

BEING POSSIBLE TO FORESEE WICH WILL BE THE CONDITIONS OF

THE FIRST USE OF ENGINE.

11.5mm

gasket

We generally consider three ranges of engine operation: the idle RPM or low

RPM, achievable with slightly opened throttle, the mid RPM or transition RPM,

achievable with intermediate throttle lever opening, and the max. RPM,

achievable with max. throttle opening.

In a float chamber carburettor such as this, there are different devices acting on

each specific carburetion areas; their zone of influence are separated, as below

illustrated, although affecting each other.

THE IDLE RPM

It can be adjusted by means of the screw "A" (see fig. 1), which acts on the

throttle gas by slightly lifting or lowering it. Turning clockwise to RPM increases

and turning counter-clockwise to decrease.

THE CARBURATION AT IDLE RPM

It can be set by means of:

-the idle jet in the float chamber

-the idle emulsioner, above the respective jet

-the idle mixture screw air.

Generally, for the standard adjustments, the emulsifier is not concerned. A richer

carburetion is obtainable by increasing the idle "L" jet size (see fig. 2), and

leaner by decreasing the "L" jet size. The idle jet can be reached by removing

the carb. float chamber. A richer carburetion can also be achieved even turning

clockwise the air screw "B" (see fig. 1) and, conversely, turning it counter

clockwise you get a leaner carburetion. It is recommended to adjust gradually by

5'÷10' each time, then check the obtained result.

Fig.2

Fig.1

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