Dipstick reads right at full. Oil seems a little dark given that I had changed it last Fall. Having just sniffed several dipsticks (boy that sounds damning) for comparison, I do not think it has any noticeable gas smell. Turning the key to the first position (which is engine running w/lights on) I did hear a 'click'. It seemed to come from the hour meter. Second position (engine on, lights off) produced no sounds. Starting position any noises would have been covered by the engine cranking. I did also try the key with a couple of fingers on the fuel bowl solenoid (not an easy reach at my age) but I did not feel anything there when I heard the click. One other thing I forgot to mention: When I did crank it with plug out (to check for spark), it seemed to have good compression. I can borrow a gauge and will need someone to crank the engine while I hold it in place. Any idea what the compression should be?

***"My question is what is the route of the gasoline from the overflowing bowl to the engine internal when the engine is shut off? It cannot be through the jet especially the main jet since the solenoid shuts it."*** The fuel cut off solenoid (afterfire prevention) indeed cuts off the flow of fuel through the main jet. But the carburetor has another "fuel jet" besides the main jet. There is a much smaller fuel jet known by various names, "pilot jet", "idle fuel jet", "low speed jet", "slow jet", to mention some of the aliases. To understand why a solenoid valve is employed to shut off the main jet fuel flow.....but leave the pilot jet "uncontrolled", requires an explanation of the intent of the "main jet cut off solenoid", and the correct way to shut down a running engine equipped with a fuel cut off solenoid. The fuel solenoid is there to prevent "afterfire explosion" (also erroneously called BACKfire) from occuring in the exhaust system when shutting down a hot engine. Shutting down of engines on OPE was once accomplished by simply "turning off" the spark ignition system and allowing the engine to stop as a result of "no combustion because of no spark". In those days, shut down was usually punctuated by a loud BANG as the engine managed to "have the last word". Because the carburetor feeds fuel to the engine by "venturi effect", the fuel will continue to flow out of the carb bowl and into the intake>cylinder>exhaust system as long as the engine continues to spin. Without a spark in the combustion chamber, combustion does not occur, and so the unburned gasoline is run through the cylinder, heated up by compression and absorbsion of heat from the surfaces in the cylinder. Then this heated fuel/air mix is expelled from the cylinder into the exhaust system (which is also still very hot, you could even say it glows). So long as the engine is still turning, the fuel/air is moving too fast out the exhaust system for the fuel portion of the mix to absorb enough heat to "spontaneously ignite". At the moment the engine comes to a halt, the fuel/air mix stops moving also. At this point, the fuel/air charge is stationary inside the hot exhaust system, and begins to absorb heat from the hot spots of the metal surfaces. When just one tiny portion of this fuel/air charge reaches the ignition temperature of gasoline.......KABOOM!, or at least, bang. HOW TO SHUT DOWN AN ENGINE THAT FEATURES A FUEL SOLENOID: While the engine is running at 50% RPM or more, TURN OFF the ignition switch. This cuts the current feeding the fuel solenoid valve, and the valve closes to seal the main jet. The engine spark ignition system remains fully functioning and keeps right on sparking inside the combustion chamber. The pilot jet continues to feed its measly little bit of fuel into the carb throat while the engine continues to "wind down toward zero RPM". Because the throttle was left in the open position, the fuel/air mix afforded by the tiny pilot jet is much too lean to support normal combustion, so the engine continues toward stopping. This extremely "lean" mix actually purges any last dregs of fuel that may have come out of the main jet at the moment the solenoid closed the main jet. This is how the fuel solenoid operates to prevent "afterfire" if proper shut down technique is used. The fuel that "drowns" an engine overflows from the carburetor bowl through the pilot jet, which is not controlled by the fuel solenoid. Venting and venturi effect would require still more consumption of time and bandwidth, but I'm game if you are. It will just have to be later as I'm outta time for today. :^)

Josh, there are any number of things that can cause your problem. A few of the more obvious, and easily-dealt with, problems are: Carb problem, as addressed by ewalk above. Dirty, clogged air filter Clogged fuel filter Bad spark plug I suggest that you replace your air filter, then disconnect the fuel line where it attaches to carburetor; if you don't get a flow of fuel, then clean out the gas tank and replace the fuel filter (use ONLY Kohler PN 25050007S - DO NOT use any other filter.) Clean the carb as ewalk suggested. Replace the spark plug (RC12YC), after gauging it to the correct gap (0.040). Get a can of fresh gasoline and add a double shot of Stabil or Seafoam to it. Fill the tank and give it a try; I suspect that these steps will get you back in the saddle again.

I checked the solenoid on the carburetor by first verifying that there was power going to it when I turned on the key, then I removed it and held it up to a ground and energized it again. Nothing happened. I'm assuming that means the solenoid failed. Unless someone pipes in that I did't check this correctly, I'm going to order a new solenoid and report back after installing it. Thanks all... Jeff