Evening all....Just signed up and looking for a little info. I have a briggs 16 hp single, model number 31c707-0230 e1. It's in a Craftsman LT1000 that I found used for $200. Last week I popped the intake valve. I was bringing up the rpm's when it let go. No damage to the piston, sleeve and push rods straight. I don't have much background info on it or how many hours are on the motor, but I'm not going to invest too much in this one. So I started searching for a used head the part number I found is 796026. Did a quick ebay search and there are quite a few for various displacements but they list the same p.n. I guess what I'm trying to find out is, is the head common on 4 or 5 different models? I want to pull the trigger on one that I found it's a low hour pull from a 18 hp and priced right with 3 day shipping. I'd appreciate any advice on this one. All the info I've found so far is pretty vague or needs serious decoding skills. My luck with mowers this past summer has been pretty bad. My snapper SR930 popped in the spring but the 11 hp on it had tons of hours when I transplanted it and I put tons more on it. Gonna rebuilt the 11 hp the old snapper is pretty clean for its age and cuts great at speed when it's right. Sorry I got long winded and wandered a bit, grass and weed on the back acre is getting out of control and I'm kinda scrambling to get something up and running quick. Thanks
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- Thread starter Txbiker
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Export threadGreat thanks. It's been a while since I messed with air cooled four strokes. We used to make horsepower with cams, carbs and big valve heads to name a few when I raced karts. I didn't know how they made more horsepower through the range of common parts in stock configuration.
bertsmobile1
Lawn Royalty
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They fiddle with the carb.
Changed jets
Restricters on the manifold to choke down the engine.
Or just different sized carbs .
Used to make me wonder till a local mechanic showed me some manifolds then got me to look up main jets.
having worked in a few factories where the output was graded and then sold under different names according to the outcome of the grading I had always assumed the 1/2 Hp incriments were done in a similar mannar but I was wrong.
However the capacities changes were done the same way as small motorcycles.
Stroke the engine , then bore out to the next size , stroke that to the next then bore again to the next and continue at infinitum.
This allows the greatest use of common parts which knocks down the costs.
I would have to check but from memory on the smaller engine Briggs went bore, bore,stroke, bore, bore.
As cranks are the most expensive component to make .
Changed jets
Restricters on the manifold to choke down the engine.
Or just different sized carbs .
Used to make me wonder till a local mechanic showed me some manifolds then got me to look up main jets.
having worked in a few factories where the output was graded and then sold under different names according to the outcome of the grading I had always assumed the 1/2 Hp incriments were done in a similar mannar but I was wrong.
However the capacities changes were done the same way as small motorcycles.
Stroke the engine , then bore out to the next size , stroke that to the next then bore again to the next and continue at infinitum.
This allows the greatest use of common parts which knocks down the costs.
I would have to check but from memory on the smaller engine Briggs went bore, bore,stroke, bore, bore.
As cranks are the most expensive component to make .
While I was searching for a head I found that p.n. 796026 seems to span from roughly 16 to 21 hp and even on a twin cylinder or two. I found a head for $45 with three day shipping. Besides reminding myself to put the aluminum push rod on the intake valve all I need to do now is locate an inch pounds torque wrench that reads over 200. Mine will only do 100.