Bosch Mum8 Manual

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AU Operating Instructions Manual Nur mit aufgesetztem Deckel (4) arbeiten.Den Mixer niemals leer betreiben. Mixer arbeitet nur mit aufgesetztem und verriegeltem Deckel.Mixer nicht im Wasser liegen lassen.Whisk (8) For reasons of safety the appliance may only be operated when unused drives have been covered with drive guards (11, 12, 13). Never operate the blender empty. Use a brush for cleaning.Adding more ingredients Fig. 8 Do not clean the blender in the dishwasher. Do not leave the blender in water. S Antriebsschutzdeckel abnehmen (Bild 4). S Durchlaufschnitzler auf den Antrieb setzen und im Uhrzeigersinn bis zum Anschlag drehen (Bild 5). See operating instructions for food processor MUM8. The described optional accessories are available from specialist outlets. Overview Please fold out the illustrated page. S Select the recommended setting with the rotary switch. Les accessoires decrits sont en vente dans les magasins specialises. Vue d'ensemble Veuillez deplier les pages illustrees. Pour raper le fromage mou, utilisez le cote grossier (avec la position 4). Attention Une fois le disque installe, les lames doivent etre orientees vers le haut. In caso di sovraccarico il trascinatore si rompe. Ma puo essere facilmente sostituito. Un trascinatore nuovo e accluso all'apparecchio.S Draaischakelaar op de gewenste stand zetC ten. L?s og overhold kokkenmaskinens MUM8.Overblik Fold siden med illustrationerne ud. S Stil grebet pa det onskede trin. Se betjeningsanvisningen for kjokkenmaskinen MUM8. Dette ekstra tilbehoret som er beskrevet her finnes i faghandelen. S Sett gjennomlopskutteren oppa drivkassen og drei den i klokkens retning til anslag (Bilde 5). S Sett en bolle eller en tallerken under utlopsapningen pa gjennomlopskutteren. S Sett dreiebryteren pa anbefalt trinn. Se aven bruksanvisningen till koksmaskinen MUM8. De extra tillbehor som beskrivs finns att kopa i fackhandeln. Beskrivning av gronsaksskararen Vik ut uppslaget med bilder. http://permcongress.com/content/3m-x90w-manual.xml

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S Tryck ner lasknappen och stall drivarmen iAarbetslage. S Lossa locket over drivuttaget (Bild 4). S Satt gronsaksskararen pa drivuttaget och vrid medurs tills den fastnar (Bild 5). Lisavaruste on saatavissa alan liikkeista. Laitteen osat Kaanna esiin kuvasivut. S Irrota kayttoliitannan suojakansi (Kuva 4). S Tyonna vihannesleikkuri kayttoliitantaan ja kaanna myotapaivaan vasteeseen asti (Kuva 5). S Aseta kulho tai lautanen vihannesleikkurin poistoaukon alle. Tenganse presentes las instrucciones de uso de la unidad basica (robot de cocina) MUM8. El accesorio opcional descrito se puede adquirir en el comercio especializado. S Colocar los alimentos que se van elaborar en la boca de entrada. Em caso de sobrecarga, o arrastador parteC se. No entanto, ele pode ser facilmente substiC tuido. O aparelho ja inclui um segundo arrastaC dor de reserva. S Rodar o dispositivo de corte em sentido contrario aos ponteiros do relogio e desmontaClo. S Rodar a tampa em sentido contrario aos ponteiros do relogio e desmontaCla. S Retirar o disco conjuntamente com o arrastador.Prosze przestrzega? rownie? instrukcji obs?ugi robota kuchennego MUM8. Opisane wyposa?enie dodatkowe mo?na naby? w sklepach specjalistycznych. Opis urz?dzenia Prosze otworzy.Urz?dzenie w??czy? na zakres 4. Uwaga! Tarcza do tarcia nie nadaje sie do tarcia twarogu ani krojonego sera. S Twardy ser przeznaczony do starcia w?o?y? do otworu wsypowego. S Wy??cznik obrotowy przekreci.Tulterheles eseten a meneszto eltorik. Ezt azonban konnyen ki lehet cserelni. Egy uj menesztot mellekelunk a keszulekhez. S Az atmeno uzemu szeletelot az oramutato jarasaval ellentetes iranyban utkozesig forgassa el, es vegye le. S A fedelet az oramutato jarasaval ellentetes iranyban utkozesig forgassa el, es vegye le. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Bosch Mixer Manual. http://psrcentre.org/userfiles/3m-x66-service-manual.xml

To get started finding Bosch Mixer Manual, you are right to find our website which has a comprehensive collection of manuals listed. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. Please note that depending on the settings you choose, the full functionality of the website may no longer be available. Register your Bosch home appliances and receive many other available benefits. By using our site, you agree to our use of cookies. Visit our Privacy Policy to learn more. Complete documentation is available for your Bosch appliance. If you already know your Model Number, just enter the first few characters. The photo should be clear and well-lit. Please double check your model number and make sure that all letters are capitalized. Please try again or type the Model Number (E-Nr) into the field manually. Please contact us if you can’t find what you’re looking for. We would like to invite you to take part in a short one minute survey. Thank you. If you wish to be contacted by us, please use our regular contact form here, contact Customer Support at (800) 944-2904, or chat online with a Customer Support representative. By using our site, you agree to our use of cookies. Visit our Privacy Policy to learn more. If you wish to be contacted by us, please use our regular contact form here, contact Customer Support at (800) 944-2904, or chat online with a Customer Support representative. With Bosch's instruction manuals. Simply enter the E-NR (model type number) from your appliance and we'll take you to the available publications. Just use the rating plate finder for further assistance. Just click on the link below to get assistance. With Bosch's instruction manuals. Simply enter the E-NR (model type number) from your appliance and we'll take you to the available publications. http://www.drupalitalia.org/node/68252

Just use the type plate finder to get assistance. Just click on the link below to get assistance. Phone: 1300 369 744 24 hours support (Monday to Friday) You need these for product registration and booking your repair service. If you want to know how to build a rotary phase converter for your energy consumption and move process, the very first thing you need to do is really a proper schematic. A schematic is the design of an electrical system. In order to construct the essential components for your job, you should first decide on the energy source you will use. The simplest and most simple way to get the energy for your conversion is through solar panels. On the other hand, the functioning factor is that if there are cloudy days, there's not much of a chance of a lot of sunlight being generated. And because the temperature is quite high at the bottom of the towers, there's a huge possibility that the warmth will be able to escape. Thus, in the long run, the solar panels will only produce enough energy to keep up the functioning of their turbines. However, as soon as the rain begins, it becomes much easier to collect the energy from the sun by heating the water up and moving it through pipes into the tanks. As stated earlier, the conversion of the power from the incoming tide will be finished by a transformer and transducer coil. The transformer will operate on the energy. This means that the transformer has to be made of a high grade material and to defy the electric shock of any electricity passing through the coil. If the transformer is made of wrought iron, then it will be torn apart due to the intense electrical force when it's opened. In other words, the transformer won't be able to maintain its shape, and it is going to certainly break apart. Consequently, a transformer is generally not made of iron, as steel is a better choice. In terms of material, the used substances of this transformer are also important. http://www.cseforyou.it/images/bosch-mts-5200-manual.pdf

If the transformer is constructed of iron, the used material is iron. Steel is a great choice since it's much lighter, and thus, less expensive. The next important consideration is the amount of power required to move and the flow speed of the current. For the load current, it's also important to calculate the maximum immunity that the gear will be capable of handling. The cause of this is that an inoperable or broken component can be a significant strain on the system. It is also advised to get some form of storage device to recoup the unused energy for the other apparatus. Once you have these guidelines, now you can start on the building of the equipment, determine the general efficiency of the gear, and the energy efficiency. Der Pastavorsatz MUZ8NV1 ist geeignet zum Formen von Teigplatten aus vorgefertigtem Teig.The pasta attachment MUZ8NV1 is suitable for shaping dough sheets from prepared dough. The pasta attachments MUZ8NV2 and MUZ8NV3 are used to process the dough sheets, prepared with the pasta attachment MUZ8NV1, into ribbon noodles. Gli accessori pasta MUZ8NV2 e MUZ8NV3 servono a produrre tagliatelle o spaghetti da sfoglie di pasta preparate con l’accessorio sfogliatrice MUZ8NV1. Het pastahulpstuk MUZ8NV1 is geschikt voor het vormen van deeg- plakken uit toebereid deeg. De pastahulpstukken MUZ8NV2 en MUZ8NV3 dienen om de met het pastahulpstuk MUZ8NV1 toebereide deegplakken verder te verwerken tot lintnoedels. Bord onder de uitlaatopening zetten.Pastaforsatsen MUZ8NV1 er egnet til at forme dejplader af forprodu- ceret dej. En anden anvendelse er ikke tilladt. Los accesorios para pasta MUZ8NV2 y MUZ8NV3 se emplean para elaborar las masas preparadas previamente con el accesorio MUZ8NV1. Queda prohibido cualquier otro uso distinto del descrito. Nos reservamos el derecho de introducir modificaciones.Registrieren Sie sich jetzt. You may have to register before you can post: click the register link above to proceed. https://opalsolar.com.au/wp-content/plugins/formcraft/file-upload/server/content/files/1626ecee7527a1---bosch-nexxt-800-manual.pdf

To start viewing messages, select the forum that you want to visit from the selection below. User-Friendly Manuals. Product Instructions. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. User-Friendly Manuals. Product Instructions.User-Friendly Manuals. Product Instructions. www.cnlpzz.com/d/files/camos-user-manual.pdf

In addition, special\nregulations concerning the height of the\nfuel tank and its protective shielding\napply to vehicles with open cabins, as\nwell as to tractors and buses\n \n Fuel lines\n As an alternative to steel pipes, flame-\ninhibiting, steel-braid-armored flexible\nfuel lines can be used for the low-\npressure stage. This means that a fuel filter \nspecifically aligned to the requirements\nof the fuel-injection system is absolutely\nimperative if trouble-free operation and \na long service life are to be achieved.\nFuel can contain water in bound form\n(emulsion) or unbound form (e.g.,\ncondensation due to temperature\nchanges). If this water gets into the\ninjection pump, corrosion damage can be\nthe result. Distributor pumps must\ntherefore be equipped with a fuel filter\nincorporating a water accumulator from\nwhich the water must be drained off at\nregular intervals. At the same time, some of the\nfuel flows through a second passage to\nthe pressure-control valve.\n \n Pressure-control valve\n The pressure-control valve (Fig. 5) is\nconnected through a passage to the \nupper (outlet) kidney-shaped recess, and\nis mounted in the immediate vicinity of\nthe fuel-supply pump. It permits a variable \namount of fuel to return to the fuel tank\nthrough a narrow passage. The\npressurized fuel then travels to the\ninjection nozzles through the delivery\nvalves and the fuel-injection tubing.\n \n Distributor-plunger drive\n The rotary movement of the drive shaft \nis transferred to the distributor plunger\nvia a coupling unit (Fig. 7), whereby the\ndogs on cam plate and drive shaft\nengage with the recesses in the yoke,\nwhich is located between the end of the\ndrive shaft and the cam plate. The distributor plunger \nis forced upwards to its TDC position \nby the cams on the cam plate, and the\ntwo symmetrically arranged plunger-\nreturn springs force it back down again to\nits BDC position. {-Variable.fc_1_url-

\nThe plunger-return springs abut at one\nend against the distributor head and at\nthe other their force is directed to the\nplunger through a link element. These\nsprings also prevent the cam plate\njumping off the rollers during harsh\nacceleration. The lengths of the return\nsprings are carefully matched to each\nother so that the plunger is not displaced\nfrom its centered position (Fig. 8).\n \n Cam plates and cam contours\n The cam plate and its cam contour in-\nfluence the fuel-injection pressure and \nthe injection duration, whereby cam\nstroke and plunger-lift velocity are the\ndecisive criteria. Considering the different\ncombustion-chamber configurations and\ncombustion systems used in the various\nengine types, it becomes imperative that\nthe fuel-injection factors are individually\ntailored to each other. For this reason, a\nspecial cam-plate surface is generated for\neach engine type and machined into the\ncam-plate face. This defined cam plate is\nthen assembled in the corresponding\ndistributor pump. Small\nleakage losses are nevertheless un-\navoidable, as well as being desirable for\nplunger lubrication. For this reason, the\ndistributor head is only to be replaced \nas a complete assembly, and never the\nplunger, control collar, or distributor\nflange alone.\n \n Fuel metering\n The fuel delivery from a fuel-injection\npump is a dynamic process comprising\nseveral stroke phases (Fig. 9). The\npressure required for the actual fuel \ninjection is generated by the high-pres-\nsure pump. It has the \njob of relieving the pressure in the line \nby removing a defined volume of fuel \nupon completion of the delivery phase.\nThis ensures precise closing of the in-\njection nozzle at the end of the injection\nprocess. At the same time, stable\npressure conditions between injection\npulses are created in the high-pressure\nlines, regardless of the quantity of fuel\nbeing injected at a particular time.\n \n The delivery valve is a plunger-type\nvalve. http://kazenergy.kz/wp-content/plugins/formcraft/file-upload/server/content/files/1626ecf08567c4---bosch-nexxt-500-user-manual.pdf

During delivery, \nthe pressure generated in the high-\npressure chamber above the plunger\ncauses the delivery valve to open. This\nthough generates pressure waves \nwhich are reflected at the delivery \nvalve. These cause the delivery valve \nto open again, or cause vacuum phases\nin the high-pressure line. These pro-\ncesses result in post-injection of fuel with\nattendant increases in exhaust emis-\nsions or cavitation and wear in the injec-\ntion line or at the nozzle. To prevent such\nharmful reflections, the delivery valve is\nprovided with a restriction bore which is\nonly effective in the direction of return\nflow. The high-pres-\nsure lines connect the injection pump \nto the injection nozzles and are routed \nso that they have no sharp bends. Apart from this, upon driving off\nthe engine must not tend to stall. The\nengine must respond to accelerator-\npedal changes by accelerating or decel-\nerating smoothly and without hesitation.\nOn the flat, or on a constant gradient,\nwith the accelerator pedal held in a given\nposition, the vehicle speed should also \nremain constant. When the pedal is \nreleased the engine must brake the\nvehicle. It is a sensitive control\ndevice which determines the position \nof the control collar, thereby defining \nthe delivery stroke and with it the injected\nfuel quantity. Depending upon type, the gov-\nernor is also responsible for keeping\ncertain engine speeds constant, such \nas idle speed, or the minimum and\nmaximum engine speeds of a stipulated\nengine-speed range, or of the complete\nspeed range, between idle and maxi-\nmum speed. Within \ncertain limits, these governors can also\nmaintain the engine speeds between \nidle and maximum constant. Within the\nspeed-control range, the increase in \nengine speed is not to exceed a given \nfigure. This is stipulated as the high idle\nspeed. www.cndasion.com/d/files/camos-tvr-300-manual.pdf

This is the engine speed which\nresults when the diesel engine, starting\nat its maximum speed under full load, is\nrelieved of all load. For instance, on an\nengine used to power an electrical gen-\nerator set, a small speed droop is re-\nquired so that load changes result in \nonly minor speed changes and there-\nfore minimal frequency changes. On the\nother hand, for automotive applications\nlarge speed droops are preferable\nbecause these result in more stable\ncontrol in case of only slight load\nchanges (acceleration or deceleration)\nand lead to better driveability. The variable-speed governor \nis also often fitted in commercial and\nagricultural vehicles (tractors and\ncombine harvesters).\n \n Design and construction\n The governor assembly is driven by the\ndrive shaft and comprises the flyweight\nhousing complete with flyweights.\nThe governor assembly is attached to \nthe governor shaft which is fixed in the\n \n governor housing, and is free to rotate\naround it. When the flyweights rotate \nthey pivot outwards due to centrifugal\nforce and their radial movement is\nconverted to an axial movement of the \nsliding sleeve. The sliding-sleeve travel\nand the force developed by the sleeve\ninfluence the governor lever assembly.\nThis comprises the starting lever, ten-\nsioning lever, and adjusting lever (not\nshown). The interaction of spring forces\nand sliding-sleeve force defines the \nsetting of the governor lever assembly,\nvariations of which are transferred to \nthe control collar and result in adjust-\nments to the injected fuel quantity.\n \n Starting\n With the engine at standstill, the fly-\nweights and the sliding sleeve are in their\ninitial position (Fig. 3a). The start-\ning lever has been pushed to the start\nposition by the starting spring and has\npivoted around its fulcrum M2. At the\nsame time the control collar on the dis-\ntributor plunger has been shifted to its\n \n Axial-piston\ndistributor\n \n pumps\n \n 24\n \n Variable-speed governor.It can be\nshifted by the fuel-delivery adjusting\nscrew (not shown in Figure 3). Similarly,\nthe start lever and tensioning lever are\nalso able to rotate in the adjusting lever.\nA ball pin which engages in the control\ncollar is attached to the underside of \nthe start lever, and the start spring to \nits upper section. The idle spring is \nattached to a retaining pin at the top \nend of the tensioning lever. Also \nattached to this pin is the governor\nspring. The connection to the engine-\nspeed control lever is through a lever and\nthe control-lever shaft.\nIt only needs a very low speed for the \nsliding sleeve to shift against the soft\nstart spring by the amount a. In the \nprocess, the start lever pivots around\nfulcrum M2 and the start quantity is auto-\nmatically reduced to the idle quantity.\n \n Low-idle-speed control\n With the engine running, and the\naccelerator pedal released, the engine-\nspeed control lever shifts to the idle \nposition (Figure 3b) up against the idle-\nspeed adjusting screw. The idle speed \nis selected so that the engine still runs\nreliably and smoothly when unloaded or\nonly slightly loaded. At speeds\nabove idle, the spring has been\ncompressed by the amount c and is no \nlonger effective. Using the special idle\nspring attached to the governor housing,\n \n this means that idle speed can be\nadjusted independent of the accelerator-\npedal setting, and can be increased or\ndecreased as a function of temperature\nor load.\n \n Operation under load\n During actual operation, depending \nupon the required engine speed or\nvehicle speed, the engine-speed control\nlever is in a given position within its \npivot range. This is stipulated by the \ndriver through a given setting of the \naccelerator pedal. At engine speeds \nabove idle, start spring and idle spring\nhave been compressed completely and\nhave no further effect on governor\naction. As a result of \nthis adjustment of the control-lever \nposition, the governor spring is ten-\nsioned by a given amount, with the \nresult that the governor-spring force \nexceeds the centrifugal force of the \nflyweights and causes the start lever and\nthe tensioning lever to pivot around \nfulcrum M2. As a result, the \ndelivery quantity is increased and the\nengine speed rises. This\nmeans that during operation, and as long\nas the engine is not overloaded, every\nposition of the engine-speed control lever\nis allocated to a specific speed range\nbetween full-load and zero. The \nresult is that within the limits set by its\nspeed droop, the governor maintains the\ndesired speed (Fig. 4).\nIf the load increases to such an extent\n(for instance on a gradient) that even\nthough the control collar is in the full-\nload position the engine speed con-\ntinues to drop, this indicates that it is \nimpossible to increase fuel delivery any\nfurther. This causes\nthe flyweights to move outwards so that\nthe sliding sleeve presses against the\ntensioning and start levers. Both levers\nchange their position and push the\ncontrol collar in the direction of less fuel \ndelivery until a reduced fuel-delivery \nfigure is reached which corresponds to\nthe new loading level. At the extreme,\nthe delivery figure is zero. The speed range between these\npoints is directly controlled by the ac-\ncelerator pedal (Fig. 6).\n \n Design and construction\n The governor assembly with flyweights,\nand the lever configuration, are com-\nparable with those of the variable-speed \ngovernor already dealt with. The main\ndifference lies in the governor spring and\nits installation. It is in the form of \na compression spring and is held in a\nguide element. Tensioning lever and \ngovernor spring are connected by a\nretaining pin. \n \n Starting\n With the engine at standstill, the fly-\nweights are also stationary and the \nsliding sleeve is in its initial position. This\nenables the starting spring to push the\nflyweights to their inner position through\nthe starting lever and the sliding sleeve.\nOn the distributor plunger, the control\ncollar is in the start-quantity position.\n \n Idle control\n Once the engine is running and the\naccelerator pedal has been released, the\nengine-speed control lever is pulled back\nto the idle position by its return spring.\nThe centrifugal force generated by the\nflyweights increases along with engine\nspeed (Fig. 7a) and the inner flyweight\nlegs push the sliding sleeve up against\nthe start lever. The idle spring on the\ntensioning lever is responsible for the\ncontrolling action. The\nstarting and idle springs are no longer\neffective and the intermediate spring \ncomes into effect. If the engine-\nspeed control lever is pressed even \nfurther in the full-load direction, the \nintermediate spring is compressed until\nthe tensioning lever abuts against the\nretaining pin (Fig. 7b). The intermediate\nspring is now ineffective and the\nuncontrolled range has been entered.\nThis uncontrolled range is a function of\nthe governor-spring pretension, and in\nthis range the spring can be regarded as \na solid element. The accelerator-pedal\nposition (engine-speed control lever) is\nnow transferred directly through the \ngovernor lever mechanism to the control\ncollar, which means that the injected \n \n fuel quantity is directly determined by the\naccelerator pedal. Example (Fig. 1):\nStart of delivery (FB) takes place after\nthe inlet port is closed. The high pres-\nsure then builds up in the pump which, \nas soon as the nozzle-opening pres-\nsure has been reached leads to the \nstart of injection (SB). The period\nbetween FB and SB is referred to as the \ninjection lag (SV). The increasing\ncompression of the air-fuel mixture in the\ncombustion chamber then initiates the\nignition (VB). The period between SB\nand VB is the ignition lag (ZV). As soon\nas the cutoff port is opened again the\npump pressure collapses (end of pump\ndelivery), and the nozzle needle closes\nagain (end of injection, SE). This is \nfollowed by the end of combustion (VE).\n \n Assignment\n During the fuel-delivery process, the\ninjection nozzle is opened by a pressure\nwave which propagates in the high-\npressure line at the speed of sound. \nBasically speaking, the time required for\nthis process is independent of engine\nspeed, although with increasing engine\nspeed the crankshaft angle between\nstart of delivery and start of injection \nalso increases. This must be\ncompensated for by advancing the \nstart of delivery. The interval\nrepresented by this propagation time is\ntermed the injection lag. In other words,\nthe start of injection lags behind the start\nof delivery. As a \nrule, the ignition lag is in the order \nof 1 millisecond. This means that pre-\nsuming a constant start of injection, the\ncrankshaft angle between start of\ninjection and start of combustion\nincreases along with increasing engine\nspeed. In other\nwords, the roller ring has been rotated\nthrough a defined angle with respect \nto the cam plate and the distributor \nplunger. In other words,\nthe engine should receive precisely the\namount of fuel it needs. The \nfuel-delivery curve of an injection pump\nwithout torque control is shown in Fig. 3.\nAs can be seen, with the same setting of\nthe control collar on the distributor\nplunger, the injection pump delivers\nslightly more fuel at high speeds than it\ndoes at lower speeds. Performance would be below\noptimum. Full-load\ntorque control using the governor lever\nassembly is applied in those cases in\nwhich the positive full-load torque control\nwith the delivery valve no longer suffices,\nor a negative full-load torque control has\nbecome necessary.\n \n Positive torque control\n Positive torque control is required on\nthose injection pumps which deliver too\nmuch fuel at higher engine revs. When this speed\nis reached, the sliding-sleeve force ( F M)\nand the spring preload must be in \nequilibrium, whereby the torque-control\nlever (6) abuts against the stop lug (5) \nof the tensioning lever (4). The free end\nof the torque-control lever (6) abuts\nagainst the torque-control pin (7).\nIf engine speed now increases, the \nsliding-sleeve force acting against the\nstarting lever (1) increases and the \ncommon pivot point (M4) of starting \nlever and torque-control lever (6) \nchanges its position. Torque control ceases\nas soon as the torque-control-pin collar\n(10) abuts against the starting lever (1).\n \n Negative torque control\n Negative torque control may be \nnecessary in the case of engines which\nhave black-smoke problems in the \nlower speed range, or which must \ngenerate specific torque characteristics.\nSimilarly, turbocharged engines also\nneed negative torque control when the\nmanifold-pressure compensator (LDA)\nhas ceased to be effective. In this case,\nthe fuel delivery is increased along with\nengine speed (Fig. 3).\n \n Negative torque control using the\ngovernor lever assembly (Fig. 4b)\nOnce the starting spring (9) has been\ncompressed, the torque-control lever \n(6) applies pressure to the tensioning \nlever (4) through the stop lug (5). The\ntorque-control pin (7) also abuts against\nthe tensioning lever (4). If the sliding-\nsleeve force ( F M) increases due to rising\nengine speed, the torque-control lever\n \n presses against the preloaded torque-\ncontrol spring.