X30 125cc RL – TaG

USER MANUAL

MAN-089-19 - EN
 FEEDING

Fuel mixture 98 RON and oil 5% (20:1) minimum.

Engine oil CIK homologated.

Our experience dictates use oils, such as:

- WLADOIL K 2T;
- ELF HTX 909;
- ELF HTX 976;
- LEXOIL 996.

LUBRIFICATION GEARS

The engine is supplied without oil in the gear vain.

GEARS OIL CHARGING

Before use, remove the breather plug and add oil through the hole on the crankcase
(A) about 40ml with specific EP 100, as WLADOIL IAME GEAR OIL or classic motor
oil SAE 30.
In order to check the prescribed correct quantity of oil in the crankcase, unscrew the
screw (B) from the engine as shown in the picture, if the oil slightly flows out, the
quantity is correct.
A complete oil change is recommended after 5 hours of operation.

GEARS OIL DISCHARGING

Remove the drain plug (B) to discharge oil.

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 COOLING SYSTEM CONNECTIONS

CONNECT THE SYSTEM AS SHOWN IN PICTURE

FROM THE
CYLINDER HEAD
PIPE FITTING

TO THE
CRANKCASE
PIPE FITTING

Once the system is filled (with pure water), provide to the proper air venting.
We recommend using a 2 way-thermostat (opening temperature 48°C±2°C), as
shown on the drawing, especially during the wintertime.
It is also possible to make a direct connection, removing the thermostat.
The presence of the thermostat doesn't eliminate the neccessity of having enough
cover on the surface of the radiator and also the presence of a protective cover on the
front part of the cylinder during the cold season (temperature ≤5°C).

Water cooling operation temperature limits:

MIN. 45°C / MAX. 65°C

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 ELECTRIC SYSTEM

ELECTRIC CONNECTIONS

The engine is provided with a digital ignition with a fixed advance timing at 22°.
When the piston is at T.D.C. the marks of the rotor and stator are aligned.

It is very important to connect the crankcase and the coil with a

copper wire to be sure that the coil is the grounded.

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 TILLOTSON HW-27A CARBURETTOR ADJUSTEMENT

( I ) TROTTLE
SPEED SCREW ( L ) LOW SPEED FUEL

( H ) HIGH SPEED FUEL

*
RICHE 1 T.O. LEAN

¾ T.O. 1 ¼ T.O.
*
T.O. = TURNS OPEN 1 ½ T.O.

Normally the correct setting of the mixture screws, after engine run-in, is the following:
 L (close the screw completely and then open): 1 T.O. (1 turn)
For engines equipped with a restrictor, the setting is reduced to 5 'to 10'
 H (close the screw completely and then open): 1 T.O. + 3/5 (1 turn and 35’)

Based on various factors as altitude, ambient temperature etc. It might be

necessary to reset the carburettor to optimize the performance of the engine.

- Never lean too much as lean mixture will overheat engine and cause seizure.

- Do not force H or L closed. It may damage the precision machined orifice and render the
carburator unusable.

- The adjustment of screws must be performed with warm engine.

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 EXHAUST GAS TEMPERATURE PROBE

The exhaust provide with the engine does not have a plug for the temperature
sensor, but it is possible to weld it to the position indicated in the picture and
subsequently drilling / threading in order to connect the sensor to the exhaust.
Whenever you wish to use the sensor, please proceed as shown in the picture
below.

• Welding and drilling the exhaust Ø4.2 for a cilindrical

sensor
• Welding and drilling the exhaust Ø4.2 and thread M5 for
a threaded sensor

EXHAUST LENGTH SETTING

The length of the discharge varies depending on the use and performance to be
obtained (type of track, etc.).
In general, a shortening of the total length leads to an improvement in high speed
performance, while an elongation leads to an improvement in low speed
performance.
To shorten or lengthen the drain, the only authorized way is to play with the 3mm
exhaust spacers supplied by "IAME" (Optional).
Having established the transmission ratio, if it is deemed appropriate to improve
performance either at high speed or at low engine speed, it is possible to
intervene by changing the suggested length.

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 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 / CYLINDER 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 replacing the piston during the competitive use any 100lt, or
before whenever the clearance between piston and cylinder exceeds 0.15mm.
For NOT competitive the replacement must take place any 150lt of mixture or
whenever the clearance between piston and cylinder exceeds 0.15mm.

The prescribed clearance between cylinder and new piston, is 0.125÷0.135mm.

The effective piston diameter must be verified at 17.5mm from the base,
perpendicularly to the piston pin.

If the size on piston top is marked with:

- a GREEN dot or letter V; add 0,01mm to size marked on the piston to match
the liner sizes.
- a RED dot or letter R; add 0,02mm to size marked on the piston to match the
liner sizes.
Moreover, the clearance between the piston ring tips (installed in the cylinder)
must be between 0.25÷0.35 mm. The clearance can be checked with a feeler
gauge, by inserting the ring in the cylinder.

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 MAIN BEARINGS

During the competitive use we suggest the replacement every 200lt.

For NOT competitive use the replacement can be made about every 300lt.

CONROD SMALL END CAGE

During the competitive use we suggest the replacement every 100lt.

For NOT competitive use the replacement can be made about every 150lt.

CONROD BIG END CAGE, CRANKPIN AND SHIMS

During the competitive use we suggest the replacement every 200lt.

For NOT competitive use the replacement can be made about every 300lt.

CONROD

During the competitive use we suggest the replacement every 400lt.

For NOT competitive use the replacement can be made every 600lt.

Anyway, it must be replaced whenever the head hole ovalization exceeds

0.01mm. This value is the difference between the diameter measured in "A" and
"B" as below indicated.

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 WEAR STATUS EVALUATION TABLE
- BEARING AND HALFCRANKSHAFT -

NOTE:
ALWAYS CHECK DIMENSIONS IN DIFFERENT POINTS ON CIRCUMFERENCE, LOOKING FOR
EVENTUAL OVALIZATIONS.

ON THE FOLLOWING TABLE ARE SHOWN THE OVALIZATION LIMITS ABOVE WHICH
REPLACEMENT MUST BE REQUIRED

MEASURED PART LIMITS

(MEASURING INSTRUMENT)

CRANKSHAFT – BEARING SEAT MIN. Ø29.96

(MICROMETER 25÷50 1/100)

BALANCE SHAFT – EXTERNAL BEARING SEAT MIN. Ø24.96

(MICROMETER 0÷25 1/100)

BALANCE SHAFT – INTERNAL BEARING SEAT MIN. Ø14.95

(MICROMETER 25÷50 1/100)

CRANKSHAFT BEARINGS
(1/100 BORE GAUGE WITH CHECK RING Ø30) * MAX. Ø30.03

BALANCE SHAFT – EXTERNAL BEARING

(1/100 BORE GAUGE WITH CHECK RING Ø25) * MAX. Ø25.03

BALANCE SHAFT – INTERNAL BEARING

(1/100 BORE GAUGE WITH CHECK RING Ø15) * MAX. Ø15.03

The measured value on the bearing must always be compared with the
seat value (on shaft and / or balance shaft), to check that play,
between shaft and bearing does not exceed the limit value of 0.05mm.

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 BALANCER SHAFT GEARS TIMING SCHEME

In the event of disassembling the balancer shaft gears, they must be reassembled in
the correct position respecting the correct timing, as described in the following
scheme and according to the instructions indicated in the next page.

A wrong position of the gears generates a malfunctioning of the vibrations

reduction system.

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 BALANCER SHAFT GEARS MOUNTING

1- TURN THE
CRANKSHAFT AND THE
BALANCER SHARFT TO
HAVE THE TWO
RIFERIMENTS MARKS
TURNED UP.

YES NO

2- POSITION THE GEAR ON THE

2 BALANCER SHAFT SO THAT YOU CAN
1
READ THE LETTER “C” ON THE SURFACE
AND ALIGN THE MARKED SEAT ON
GEAR (1) WITH THE MARKED TOOTH ON
THE BALANCER SHAFT (2).

3- POSITION THE GEAR ON THE

CRANKSHAFT SO THAT YOU CAN READ
5
LETTER “A” ON THE SURFACE AND
3 4 ALIGN THE MARKED SEAT ON THE GEAR
(3) WITH THE MARKED TOOTH ON THE
CRANKSHAFT (4). MAKE SURE THE GEARS
6
TEETH ARE IN CORRECT POSITION BY
CHECKING THAT THE TWO REFERENCE
MARKINGS (5) E (6) ARE MATCHING.

4- CHECK THAT THE GEARS SURFACES

ARE ON THE SAME PLANE.
IF YOU FEEL A STEP AMONG THE TWO
GEARS, THE ASSEMBLY IS NOT
CORRECT, REPEAT THE PROCEDURE.

5- BEFORE APPLYING THE

SEEGER, CHECK THE POSITION
OF ALL GEARS AND THAT ALL
REFERENCE MARKINGS ARE
WELL ALIGNED

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 REPLACEMENT OF THE STARTER BRUCHES

DISASSEMBLE THE STARTER

- UNSCREW N°2 SCREWS M6x35

(5mm HEXAGONAL – T TYPE) REMOVE STARTER

NOTE:

ON THE ENGINES MANUFACTURED AFTER SEPTEMBER ‘05, THE STARTER CAN

BE REMOVED WITHOUT TAKING AWAY THE GEARS COVER BUT SIMPLY BY
REMOVING THE COVER CLAMP.

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 OPENING THE STARTER

REMOVE THE PLASTIC CLAMP UNSCREW 3 SCREWS M5 “C”

AND UNSCREW THE SCREW M4
FIXING THE INPUT CABLE
TO THE STARTER.

(PHILLIPS SCREWDRIVER) (PHILLIPS SCREWDRIVER)

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REMOVE DRUM FROM STARTER REMOVE ROTOR FROM STARTER HEAD
KEEPING ROTOR IN ITS SEAT ATTENTION:
(BE SURE TO HOLD THE ROTOR ON ITS WHEN EXTRACTING ROTOR,
TOOTHED SIDE TO PREVENT BRUSHES THE BRUSHES MAY SPRING OUT
FALLING OUT FROM THEIR SEAT). FROM THEIR SEATS.

REPLACING THE BRUSH “A”

UNSCREW THE 2 SCREWS M4 “D” REMOVE THE LITTLE RUBBER CAP “F”
RETAINING THE PLATE “E” OUR SUGGESTION:
SLIGHTLY OIL THE TIN PLATE TERMINAL
END, TO MAKE EASIER THE
EXTRACTION OF THE LITTLE RUBBER CAP.

(PHILLIPS SCREWDRIVER) (PLIERS)

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REMOVE SILICONE FROM BRUSHES MAKING PRESSURE EXTERNALLY ON
WITH A SCREWDRIVER. THE TIN PLATE TERMINAL.

REMOVE SPRINGS REMOVE BRUSH

INSTALL NEW BRUSH TERMINAL INSIDE REINSTALL THE PLATE AND FIXE IT
PLACE LITTLE RUBBER CAP ON THE WITH THE 2 SCREWS M4
TERMINAL. (PHILLIPS SCREWDRIVER)

REPLACEMENT OF THE BRUSH “B”

UNLOOSE THE SCREW M3 “G”

EXTRACT THE BRUSH
FIX THE NEW BRUSH WITH
SCREW M3

(PHILLIPS SCREWDRIVER)

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 CLOSING THE STARTER

INSERT THE NEW BRUSH SPRING "A" INSTALL THE STARTER ROTOR
INTO HIS SEAT. BETWEEN
INSTALL THE BRUSH. THE BRUSHES AND CHECK,
THAT THEY ARE ALWAYS
KEEP THE BRUSH IN PLACE BY PRESSING IN CONTACT WITH THE CYLINDRIC
TOWARDS THE OUTER AND CLAMP IT COPPER PART OF THE ROTOR,
WITH AN IRON WIRE BENT AS A HOOK EVEN WHEN THEY ARE RELEASED
REPEAT THE SAME PROCEDURE TO
INSTALL THE BRUSH “B”

OUR SUGGESTION: CHECK THAT O-RING "H" IS INSTALLED

TO IMPROVE THE BRUSHES LIFE, ON THE STARTER HEAD.
SECURE THE LITTLE WIRES WITH INSERT STARTER DRUM ON THE HEAD
SILICONE BEING CAREFUL TO PREVENT ROTOR
FROM ROTATING AND TO PREVENT
THE BRUSHES FROM FALLING OUT OF
THEIR SEAT

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SCREW THE 3 SCREWS M5 CONNECT THE INPUT WIRING
TO THE STARTER WITH THE SCREW M4
CHECK THAT THE STARTER ROTOR
ROTATES FREELY

(PHILLIPS SCREWDRIVER) (PHILLIPS SCREWDRIVER)

SECURE THE WIRE TO THE STARTER

BY MEANS OF A PLASTIC CLAMP

ASSEMBLING THE STARTER

PLACE THE STARTER INTO

THE CRANKCASE.
OIL O-RING TO MAKE EASIER
INSTALLATION.

N°2 SCREWS TCH M6x35

TIGHTEN AT A 8÷10 Nm (70÷90 in-lb)
(5mm WRENCH – T TYPE)

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 TECHNICAL DATA ENGINE SUMMARY TABLE

DESCRIPTION DATA NOTES

98 RON
FUEL MIXTURE / FUEL 5%min. OF OIL
Oil CIK homologated

advised:
EP 100
GEARBOX OIL 40 ml (WLADOIL
IAME GEAR OIL)
or motor oil SAE 30

OPERATING TEMPERATURE ENGINE min.45°C / max.65°C

EXHAUST ANGLES TIMING REFERENCE 177.5°±2° Feeler gauge 0.2x5mm

TIMING ADVANCE 22° FIXED

COMBUSTION CHAMBER VOLUME 10.15 cm³ 9.7 cm³ min.

Measured with single

SQUISH 1.0 mm
wire from 1.5mm

CORRECT MEASURE TIPS PISTON RING 0.25 ÷ 0.35 mm Installed in the cylinder

NGK BR 10 EG
SPARKPLUG TYPE USE IN STANDARD
NGK R 6252K-105
WEATHER CONDITIONS
NKG R 6254E-105

SPARKPLUG TYPE USE IN

NGK BR 9 EG
RAIN ATMOSPHERIC CONDITIONS

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