Page Nos. PREFACE, PRECAUTIONS
GENERAL INSTRUCTIONS
ROLJTINE MAINTENANCE TECHNICAL SPECIFICATIONS 350cc
500cc
DESCRIPTlON O F ENGINE ENGINE PARTS
6-
10- 13
DECARBONISING SERVICE OPERATION
E
SERVICE OPERATION OPERATION
ENGINE
N REMOVED FROM FRAME
OX
FRAME
REAR SUSPENSION
FRONT FORK [HYDRAULIC) WHEELS ADJUSTMENT ADJUS TMENT
TYRES
F BRAKE
REMOVAL AN
REPLACEMENT
IGNITION AND LIGHTING SYSTEM G DL ELECIIUCAL CONNECTION DETAILS CARBURETTOR SERVICE LIMITS TROUBLE
SHOOTING
TORQUE VALUE CHART SPECIAL TOOLS METRlC CONVERSION TABLE
101-106
107
Page Nos. PREFACE, PRECAUTIONS
GENERAL INSTRUCTIONS
ROLJTINE MAINTENANCE TECHNICAL SPECIFICATIONS 350cc
500cc
DESCRIPTlON O F ENGINE ENGINE PARTS
6-
10- 13
DECARBONISING SERVICE OPERATION
E
SERVICE OPERATION OPERATION
ENGINE
N REMOVED FROM FRAME
OX
FRAME
REAR SUSPENSION
FRONT FORK [HYDRAULIC) WHEELS ADJUSTMENT ADJUS TMENT
TYRES
F BRAKE
REMOVAL AN
REPLACEMENT
IGNITION AND LIGHTING SYSTEM G DL ELECIIUCAL CONNECTION DETAILS CARBURETTOR SERVICE LIMITS TROUBLE
SHOOTING
TORQUE VALUE CHART SPECIAL TOOLS METRlC CONVERSION TABLE
101-106
107
PREFACE
e take pleasure in releasing thi s Maintenance Man ual a s a guide senice. Most of the servicing can well done by the average owner. diagrammatic Sketches and photo illustrattons have been introduced for better unders tanding. Howeve Howeverr for for n owner who feels feels unc ertai n of his ability ability to, to, und ertak any stripping and re-building for major overhaul, we strongly reco work be d on e by a n au tho ris ed 'ENFI 'ENFIELD ELD DEA DEALER LER/D /DIS ISTRI TRIBUT BUTOR OR that th us e of proper service service mainten ance tools tools a d genuin e Enfi Enfield eld best results. Whilst every every ca re is take n to ens ure tha t the informatio informatio this manu or injury injury caused du e to errors or omissions in the informations given.
PRECAUTIONS
GENERAt INSTRUCTIONS
Observe the following points without fail, when dismantling and re as se bh g Motor Motor-c -cyc ycle le parts. Be sure to replace packings, gaskets, circlips. with new ones, for 'safe riding'.
'0' rings
and cotter pins
Tighten bolts nu ts starting from from the larger diameter ones to th e smaller diameter an d from inside inside to outside diagonally, diagonally, with specffi specffied ed tightening torque. Use always always genuine sp are s an d recommended grade of of oils oils only. only. When us ing a torqu e wrench for checking, always always loosen loosen th e bolt or nu by half half tu rn a nd the n tighten to the specif specified ied torque. torque. Neve Neverr use torque wrench for loosening bolt or nut
B
~
.
G PARE PARTS
When ordering sp are parts for you r Motorcy Motorcycle cle it is advisable to dea l direct wit the Enfiel Enfield d offi offici cial al dealer/distributor, who sh ould be ab le to supply mos t of of th part s ex-stock Alwa Always ys quo te the Eng ine Number Number and Frame Number an d description of of pa rt required. It is advisable to indic ate the colour scheme especially especially while ordering ordering pa rts for frame. side panels,tank, mudguards, etc.,
ROUTINE
MAINTENANCE
Introduction Periodic routine mai ntenance is a cont inuo us proces s th at commences immediately after the machine is use d. It mu st be carried ou t a t specified mileage recordings, or an a ca lendar basis if the machine is not used frequently. Maintenance should be regarded as an insurance policy, o keep the machine in peak condition and to ens ur e long, trouble free service The various maintenance tasks are described under their respective mileage and period. The intervals between the various mai ntenance t as ks serves only as a guide. the machin gets older or used unde r particularly adverse conditions, it would be advisable to reduce th period between ea ch check. For ease f reference each service operation is described in detail under t he relevant heading. r o he routine m aintenance t as ks , a good selection f general workshop tools In is ab~olutel~es sential. Included in the kit must be range of phillips head screw drivers and pair circlip o special tools ar e required for the normal roufine maintena nce tasks. The tools contained in the tool Mt supplied with every new machine will prove adequate for each ta sk , or if they are not available, the tools found in th e average household w i l l usually suffice.
A daily check of the Motorcycle is essen tial both from mech anical an d safety aspec ts. is good idea to develop this checking procedure in a specific sequence so th at It wtll ultimately become as instinctive as actually riding the machine. Done properly, this simple checking sequence will give advanced warni ng of imp ending mech anical failu res and conditions which may jeopardize t he safety of the rider. Clean the motorcycle with a clean cloth. Check engine oil leve1,using the dipstick provided in the oil tank cap. Maintain oil level upto 'H' mark. If necessary top up ofl to the required level. Check prope r operati ons of all controls viz. clutch, accelerator, brakes, horns.
aI
lights
Check tyre pressure, with a pressure gauge. Cneck tyre pressure when the tyres are cold. It is worth purchasi ng small pocket pressure gauge which can be relied upo n, to give consi stent readings t ha garage forecourt gauges which tend to be less d ependable. P -x*2~;
. 2?<:2:*-.-+
as> G?i'air-.r.-*,6z7-.---..
-pT3-.
-:<-* n-& &zg ;~~+X*?:~T+;.E% ~$~ ~*-
-;$$,~g~@;gss~~:~gon@:3@Psr*~Rear ~~+z.2~a.42.G..-c ~ ~ ~ ~ ~ ~ ~ e 2 ~ z 2 ~ 1 23 ~6: ~: - ~ ~ ~ v : L + g . ~ ~ ~ ~ ~ E 5 ~ + z s 2 ~ : ~ ~ ~ ~ : ~ ~ -. .
.--
Check tyres for foreign materials a nd remove them to prevent possible punct ures. Check for adequ ate fuel in the petrol tank, for the journey planned. Check for proper charging f th e battery after startl ng the machine.
Check ofl levels
engine
clutch
Check contact breaker gap and adjust if necessary Check and ad jus t tappet clearanc
if
necessary
Check clutch, throttle and k on t brake cables and ad jus if excessive play n oticed Lubricate rear chain
d.
Adjust kont &re arb rake Check wheel rims, for excessive ru no ut , breakage of spokes and tyres tor c rac ks or cuts Check condition of batter y and electrolyte level, and top up with distilled water upt o t he level provided.
Clean,' an d a djus t plug gap or replace spa rk plug. Check and service contact breaker points. Check and adju st Ignition timhg. Check an d ad jus t valve tappet clearance. Clean airfilter. Clean, tune u p carburettor. Clean fuel tap gauze Clean fuel tank and fuel lines. Check an d adjus t clutch Adjust front
rear brakes.
Check front fork oil level Check etc.
Carry out
following:
elecm cal connections and f unction s of head Light. trafficator, horn, speeda meter.
lI
the operatiom mentioned fo
Change ofl-engine
monthly su vfc
clutch.
Clean or rep lace ofl fflter Change fr ont fork of Check front
rear brake linings and replace
necessary
Check for play in steering head bearings and adjust Check operation of steering lock and lu bric ate if necessary Check operation of side st and and condition of s p r l x .
and check th
TECHNICAL SPECIFICATIONS
BULLET
Engine
Single Cylinder
Stroke w i t h Overhead
Cubic Capacity Stroke Bore-Nominal Actual Compression Rati compression Pressure Engine outpl t Torque
Piston and piston rfngs: Ring dearan ce in grooves Plaln (2) Scraper Ring end gap in bore Maximum rir-g gap permissible Gudgeon pin diameter Crank pl diameter Conn ecthg rod small end diameter crankshaft: Driving side Ball bearLng Roller bearin Timing side Roller bearing CamW
Valve lift Valve tizuing w i t h -012" learance Exhaust opens Exhaust closes Inlet opens Inlet closes Rocker bearing inside d iameter Rocker spindle diameter Inlet valve stem diameter Exhaust valve stem diameter Vdve guide nternd diameter Valve guide external diameter Tappet.guide internal diameter Tappet guide external diameter ~rication Clutch Engine sprocket Clutch Sprocket Primary drive chain
346cc 9Omrn. :70rnm 69.875 mm/2.751 in. 7.25 110 5 PSI (recom mended) BHP 56 25 2.74kgm/2875RPM Dimensions for new components] .001/.003" .002/.004" .015/.020 0.030" .7498/.7500'! 1.24875/ 1.249" .7505/.7507"
mm (63051 2 5 x 6 2 ~ mm NU 305 orN 305) 2 5 x 5 2 ~5mm(NU205orN205R) .3125 in. .3125in. 75" BTL)C 35"ATDC 30" BTDC 60" ATDC .625/ .626 " (J3irnensions for new Comp onents] .6235/.624" .3425/.3430 .3405/.3410 .3437/.3447' .6270/.6275 .3752/.3760n .7505/.7510n Dry sum p, tank ntegral with crank case Wet multip late,OiI immerse 25 teeth 56 teeth 3/ 8" pitch Duplex chain.
Gear
Box:
Overall gear ratios Mainshaft ball bearings Final drive sprocket Rear drive chain Brake d n u n sprocket Carburettor Main jet Pilot jet Contact Breaker [Coil ig dt ion ): Points gap Tim hg before T.D.C. Spark plug Spark plug gap Condenser (Capacitor Suspension: Front Stroke Rear Wheel Type ize Wheel Bearings t &R Brakes Front Rear Fuel t a n k Full Tank Capacity Reserve Cap acity Capacity Grade: Oil Tank Fork Clutch Gear box
5.32, 7.26, 9.80, Small 6303 Large 6206 16 teeth 5/8 " pitch chain 38 teeth Mikd-W-24
0.14/0.16" (0.35 to 0.4 mm) 1/32" (0.8 mm) 14 mm diameter B7HS (NGKI or equivalent 0.46 to 0.50 mm 0.18 to 0.25 M.F.D. Telescopic, hydraulic damping
mm Pivoted fork with sh ock ab sorb ers 2- 19 3.25 19 Front) 19 (Rear) 3.50 17 12 mm (6203) or 6203 ZZ Mechanical, internally expanding shoe type 17 mm 38 mm Twln Leading shoe Shoe mm mm 14.5litres 1.25 litres 2.25 litres, SAE 20 W 50 20 ml. on each leg. Hydraulic oil or S A E - 0 W 30 40 42 ml. app roxi mate ly SAE2O 700 grams of veedol'00' grease (for topp ing up us e SAE-20 W 50
Dimensions:
Weight Dry) Pay load (Max) Ground clearanc Overall length Overall width Saddle Height Wheel bas Electxicals: System
14.80
172Kg. 1 4 c m . (140mm) 212cm(2120mm) 75 (750 mm 85 cm. (850 mm 137 cm (1 370 mm)
TECHNICAL SPECIFICATIONS
8ingle Cylinder Cubic
8 t r ~ k e ith we rhe ad Valve
Capaclty
Stroke
Bare-Nornlnal
Actual CornpresstDn Ratlo Compression Pressure Engine outp ut Torque Piston and piston r l n g s IUng clearance in p x w e s matn(2) *raper Rtng end gap
bore Maximum rlng gap permissfble Gudgeon pin di amete Crank pln dlarneter Connecflng rod small end diameter Crankshaft DrMng side Bal bearLng Roller bearing bearJng Tlming side Camm
Valve lift Valve
thing
.O1T
Clutch Englne sprock et Clutch himarydrtvechaln
49 90mm 84mm 83.96/83.97 mm 6.5:l PSI (Recommended] 10 22 BHP/5400 RPM 3.5Kgm/3000RPM
(Dimensions for new components) .001/.003.002/.004" .015/.020n 0.038 .7498/.7500" 1.24875/1.249" .7505/.7507 25 82 17 mm (63051 25 62 17 mm NU 30 or 3051 25~52~15mm(NU205orN205RI -3125in .3125in.
clearance
Exhaust opens Exhaust closes Inlet opens Inlet clmes Rocker bearing inside d i a m e h Rocker spindle diameter Inlet valve stem diameter Exhaust valve stem diamete Vahre gulde internal diameter Valve guide external diameter et guide internal diameter Tappet guide external diamete I~bricatim
500 CC
75" B T M ) 35"ATM) 3O0BTDC 6O0ATDc
.625/.626" [Dimensions or new Com ponents] .6235/.6240n .3425/.3430m .3405/.341OR .3437/.3447' .6270/.6275 .3752/.3760" .7505/.7510" Dry sump. il tank ntegral with crank case Wet multlplate, lmmeraed 25 teeth 56 teeth 3/8 " pitch Duplex chatn.
Gear Overall gear ratios Overall Overall gear rati os Ffnal drive
chain Rear drive chain Carburet or Malnjet FUot jet Contact Breaker (Coil ignition) Points gap befo re T.D. T.D. Tfming before Spark plug spa rk plug plug gap Condenser (Capacitor Snspdon Front Stroke Rear
Wheel Bfm Type e Wheel Bearings Rear) Front Brake Front Rear Fuel tank Full Tank Capacity Reserve capacity Oil
Capacity
5.01, 6.83.9.22 13.93 Small 6303 Large 6206 17 teeth 5/BWpitchchaln Mikcarb-W-28 110 25 0.14/0.16" (0.35 to 0. mm) 1 32 " (0.8 mm) NGK BR r equivalent 0.46 to 0.50 mm 0.18 to 0.25 M.F.D Telescopic. Hydraulic damping 15 mm Pivoted fork with shack absorbers WM2- 19 3.25 19 Front) 3 . 5 0 ~ 9(Rear) 17x40x12mm~6203)or6203ZZ Mechanical. nternally expanding shoe type 17 mm 38 mm Twin leading shoes 153 mm 25 mm Single Singl e lealeashoe sh oe
14.5 litres 1.25 litres
grade
Oil tar&
2.25 litres. SAE-20W50
Fork Clutch Gear Bo Mmensione
200 ml. on e ach leg. Hydraulfc Oil or SAE 10W30 42 m]. approximately SAE-20W40
Weight (Dry) Pay load (Maxl Ground clearance Overall length Overall width Saddle Heigh Wheel Wheel bas Electrlcals System
168 172 14 cm (140 mm) 212 cm 2120mml 7 5 c m ( 7 5 0m 0m m ) cm 850 137(1370mm)
700 gra ms f veedol veedollOO' lOO'gre ase (for toppin g up us SAE 0W50)
12VDC
E N G I N E PARTS CrankcaseD/S 2. 3.
4.
6.
28.
Crank Case S t u d below Distributor
29.
Washer. below Distributor
Crankcase T/S Joint washer
mlndle
Timing Timing sh alt mUer bearing 8.
Tappet guid
9.
Cylinder base stud
10.
ctrc1l.R (SeeuQrl
31.
Stud-Front engine plates plates
32.
Washer , Front Front Englne plate
33.
Nut, Ront Engine P l a t e
34
Read engine plates
35.
Washer . Rear En sine Plate Plate
36
Nut RearEnginePIat
7. 12
Ball healing
14
Distance tube outer)
15.
Distance tube Inner)
Stud, Crank Case Neck
18.
Washer. Crank Case Nec Stud
19.
Nut, Crank Case Neck Stud
20
S t u d Crank Case Bottom
Jolnt 1. 22.
Washer. Washer. Cm nk Case Bottom Joint
Stud
5.
Nut. Head an 27
return filters filters
60.
Breather pipe cllp
61.
Piston
62.
Gudgeon Ipln Ipln
65.
Piston ring (compression) lower taper Piston ring (compmpression) top. chrome
39.
Nut, Crank Case Rear Joint
67.
Connectfng rod
40.
Stud. Crank Case Rear Jolnt
68
Connectfng rodm rtg bush
41.
Washer, Crank Case Rscu Jolnt
69.
Crank
70.
Thrust washer
71.
Cm nk pln pln nut
72.
Crank pin pin o
73.
Cra nkpin nut keeper scre Thrust wzsher
Nut. Crank Ca se Rear Joint
42.
hole grub
44
Oi Seal Retainer
45
Nut,
46.
Distributor flanae pi
74.
47
Distributorjlange pin wash&
75.
g
76.
Drivi Driving ng sh aft
77.
F& wheel T/S
79.
Lock
80.
TIS TIS sha ft nut
82.
Engine sprocket distance tube
83 ,
Engfne Engfne sprocket 25T
84.
Alternat Alternator or distance tube
51.
Seal Retainer
--
Washer. Tappet Cover Cover Stud Tappet Cover Cover Washer (Fibre),Tappet (Fibre),Tappet Couer Stud
3.
CyUnder
Nut. Head and Cylinder Stud
feed
66.
52.
Washer. Head and C y l M e r Stud
il
Breather pipe pipe
Stud , Crank Case Rear Joint
Nut. Crank Case Bottom Joint
Washer. Head and Cylinder
Washer Oil Oil fllter fllter Cau se
washer. Crank Case Rsar Joint
50. 4.
5 7. 58
Pipe Union
38
16. Roller bearing 7.
Washer,
Nut, b elow dLsMbutDr dLsMbutDr
filler car, wllar
r
56.
Washer Washer (Steel) Tappet Cow r Stud Stud
54.
Tappet cover cover nut
55.
Oil pipe unlon
85
Push
rod
86.
Push
rod
inlet
l l 7. Nut (lon g)Rocker Box
148. Timing pinion 20T
exhaust
118. Valve
149. Key
119. Val ve sprin
ottom
150.
ou
-p
bottom
120. Valve spring. outer
89.
Push nxi cu p lock nut
1 2 1 . V a l w spring. Inner
90.
Pushdcup
1 2 2 . V a l w sprtng
91.
Tappet
1 2 3 . V a l w split wlla
1 54 .
92.
Culinder barrel ioint was her
124. Valve stern ap
155. O pum p cover screw
93.
C q I M e r b ar re l
125. S par k plu
156. N ut, Oil Clsane r Stud
94.
Cyllnder head join t washer
126. Spark plug c ap
15 7. W asher, 01 Cleaner Stud
9 5.
S t u d. C y l M e r B a s e
96.
Rocker oil pipe wrn plet
128. Decompressor mlue
159.
97.
Rocker Oil Union Bus h Washer
129. Washer, Decompressor
160.
98.
O
130. W asher. Decompressor
99.
Washer Union
Push
union bush
il Plpe banjo
102. Valve auLde 1 0 3. S t u d R oc k e Box S t u d R oc ke r Bearinq Washe r, Rocker Bearing
G6. Nut, Rocker Bearin
op
7. H.T. Lead
bo
exfmst
1 16. Nut (short)Rocker Box
t
Cleaner Cap
134. Spring Cap. Decompressor
166. Washer. 01 C k a n e r Ca Nu
135. Cable block
167. Nut. Oil Cleaner CQ
136. Cable block spllt pin
16 8.
assembly
170. wr
jo nt washer
141. ~l st ri bu to r lni6 142. Idler
OT
1 43 . I e r
bush
146. Cam. exhaust 4 7. Ca
40T
n t h ru st w a sh e r
wet
bush
p u m r , ls
feedl
169. ,011pump dlsc return)
7. Decompressor &l
145. ca
1 14. Rocker bow,
.
133. Spring. Decompressor
1 44 . I d
113. Gasket
cap
165.011 cleaner ca
140. Distributor pinion nu
exhaust
cleane r spring
1 3 . D e co mp re ss or M
109. Rocker beating inlet
112. Rocker bearing cap,
leaner eiemen
164. Washe r,
139. Timing
1 1. Rocker bearing, exhaust
Cleaner
163. 01 cleaner spring
131. Washer (Plain),
108. Rocker, exhaust
aap,
pump a
161. Felt washer
138. Timing
l 10. Rocker be&g
hrmp Cowr
153. Casket
158. Stud;
107. Rocker,
115. Rocker
52. Sprtng end pad
D ec om pr es so r
101. C ylinder head
04
151. Ollpumpdlscspring
p u m p spindle
1 71. Plunger Ifeedj 72. (rekm 173.
&plug
174. Washer 1 75. Co rk oil retainer
76. T im i g m 1 77. Spring Coveiscrew.
screw
ENGINE Decarbonising: After a few tho usa nd s f Kms. of ru n the carbon. build up in th e engine will caus e genera falling off in power, accompanied by increa sed fuel consump tion a nd sta rti ng troub le. Decarbonising w i l l normally be n q approximately ever 8,000 Kms. and this be carried ou t without removing the engine fiom the frame. The mileage between deca rbonising will vary from machine to m achine depending upo n the type of usage. machine used for frequent sh ort journeys will need more attention th an one which is used for fast long distanc touring. 1.
Removal of th e petrol tank
Close the petrol tap . Disconnect the fuel hose from petrol tap end Remove the two st ud s which holds the petrol tank o the frame and pull th
Removal of th
tank
upwards.
Cylinder head
Remove the engine steady eye bolt. Disconnect the high tension lead from th e s park plug. Remove rocker oil pipe Remove the ex hau st pipe and silencer. Remove the
filter by undoing the bolts on t he sides of th
filte; body.
Push the c arburettor back clear of the st ud s after removing the fudng nuts. Remove th e ro cker box covers. Remove the decomp ressor cable from th e lever end of t he handle b ar (LH side) Crank th e engine until both valves ar e closed. (Keep in Compression stroke).
CYLINDER HEAD
Remove the rocker a r m s a n d b e a ri n g s completely after ". removing th e four nut s on each. Lift out the push rods both inlet exhaust.
Remove the six cylinder head nuts washers.
Lift the cylinder head
f the barrel, tapping i genly beneath the exhaust and inlet ports with a wooden mallet. Do Not ta he fins
Removal of Cylinder and Piston Slacken the two clamp nuts on top of the crank-case ec Remove the
1/4"
nut above the tappet chest an
REhfOVAL Of PISTON
lift the barrel
Remove the circlip retaining the gudgeon pin on the timing side of piston taking care not to dro p the circlip into the cran
20 15 Extract the gudgeon pin using special Tool (with adaptor if necessary), so that the pin an d the piston may be d t he s wa ro un d, i.e., split s kir t toath front.
During this operation put a piece of clean m. in the top of the crankcase prevent foreign matter with clean cloth to prevent ingress f dust and dir getting in. Fina y cover the c
Removal of Valves VALVE SPRING COMPRESSOR
To remove the valves from the cylinder he ad, first lift off the end ca ps from t he valve ste ms . I this has stuck, it ca be removed by screw driver. Using compressing tool 20 18 ST s the va ve springs and remove the split collars from the valve tip. Slacken back the a m p r e s s i n g t oo l and release t he springs. Withdraw t he valv and place its spring s, top spring collar, bottom collar, the end cap and split conical collars together in order tha t they may be reassembled with the valve from which they were removed. f th e valve will not slide easily throu gh th valve guide. remove any sIight bu rr s on t he e nd of the valve stem with carborundum stone or by using e Jeweller's file to remove any sh ar p edge or burr. f the bu rr s ar e not remove an Ih valve forced o ut. th e valve guide may be damaged.
5. Decarbonising Decarbonising the Cylin Cylinder der head
Com bustion Chambe Chambe
Hs ton and Rings Rings f the p iston rings a re in good good condit condition ion they ca n be pu t back , taking care to fit them in thei original grooves and the same way up. If the fitlgs show bmwn or black patches or if their gaps, are more th an spec specif ifie ied d se nic limits (Page 79),when 79),when in position position in the barrel, new rings should b e fitted. The correct gap for for new rings is given given in th e technical specifications specifications (pages for 350 and 500cc. The gap should be measured in the least wdrn pa rt of of th e cylinder cylinder which bottom f the bore. il be found t the top or bottom
Only For 350cc: The original original size of of t he cylinder cylinder bore is 2.751" (69,875rnm). f t he wea r a t a ny point in bore exceeds .008" the cylinder should be rebored to .020" and an oversize piston fitted. (It shou ld be rebored to .040" &er furth er .008" .008"Wea Wear) r)..Piston Piston sizes sizes availabl available e ar e . 0 a nd .040" oversize. The original side clearance between the piston rings an d groove groove is .003". If If t he grooves sho wear of .005" the piston should b e replaced. replaced.
Big end bearing inspection Examine th e condition o ttle big big end while the piston is removed. removed. About .0 10" .026" .026" end float float is permissible a nd slightly. The il be possible to rock th e connecting rod slightly. big big end h as a float floatin ing g bu sh with n original original clearance approxim ately .003 " However However if DEFI DEFINI NITE TE u p a d down play play ca n be felt, engine shou ld be stripped fu rther to have th e big big end renewed.
CRANKSHAFT BI
END BEARING
8. Valves, Valve Guides and springs Wear on the vahe stems can be seen on examination TE
CAP
s p u r COLLAR
sPNNC
INNER SPRING
OUTER SPRING
s p R I N G ~ ~
VALVE G U I D E VALVE
and if a de£i de£ini nite te step has formed, formed, the valves should be renewed. Before replacing the valves, they must be ground on to their seats, if good faces are not formed formed seats must with reasonable amou nt o grinding. be cu t wit cutt er (included (included angle angle 90') and the valve valve refaced in universal grinder. grinder. Do Do not at tem pt to form good se ats by a n excessive excessive amoun t of grinding. This flow gases. will cau se pocketing and restr ict the flow pocket ha already been form formed ed this m us be removed by cuttlng with e sea t cutt er larger in diameter th an th e vah vahre re head. Tes t th e valve valve guides for wear by trying the fit o be quite free. new valve in them. Both Both valv valves es bu t th e exh aust val valve ve ha s more clearanc clearanc (.002") t valv valve. e. To remove th e valve valve guide s f m th e h ea d. two special tools are required which can be easily made. e s a piece of tu be with an internal bore of not less than 7 / 8 " .The second is mandrel mandrel abou 4" long made fYom iameter iameter ba with the end turned down to 1/3" ~ S S O R ~ diameter for a CABLE ADJ U S T I N C S C R E W length u p p o r t 1/2".
cylinder cylinder head on th tube which fits over the c ollar of of th valve valve guide. Using the mandrel. force th e guide o ut of th To fi a new guide, support the head a t the correct angl and use a hand press and the same mandrel. If a hand press is not available, available, the guide can be replaced replaced usin hammer and mandrel, to prevent damage to th e guide Check the length of th valv valve e sp ring s which a re 2.020 oiighml& an 2.095 for the inner an d outer springs springs respectively. If these have reached the specified sewice limits, they should be renewed. 9.
Decompressor
decompressor holds compression compression an operates If the decompressor freely. there is no need to interfere with with it except to remove
th e carb on f m the h ead f the th e vdve. the valve valve leaking. it will be necessary to regrind it on its seat This can be done without completely dismantling it. Having disconnected the control cable from handle bar. unscrew the decompressor from the cylinder head. Compress Compress th e sp ring and remove remove th e spri ng cap. Unscrew Unscrew the adjusting adjusting screw an d locknut f?om f?om the cable block block and pull the cable sideways out of of the block. block. Pu sh t he spri ng.
Y
upw ard s an d pull t he c able nipple nipple ou t of of the body, It wil willl now now be possible to remove t he cable an d nipple nipple through th e spring, leaving leaving the decompressor body body and spring detac hed from the control cable. The spring an d t he c ap should now be replaced. The valv valve e may be ground in by ap plying a thin coating f grinding grinding p aste on the se at of of the valve valve a d twisting twisting it to an d fro by by m ea ns of the cable block block a t it s up per end a nd occasion occasionall ally y liftin lifting g the valv valve e ffom its seat. Do Do not rotate th valve throug h a complete revolution revolution before before lifting, lifting, as t his will e the seat. M r grindi grinding, ng, was h th e whole whole assemb ly thoroughl thoroughly y in petrol, opening a nd shu ttin g th e valv valve e whil while e doing so. Make Make su re th at all traces of grindin grinding g p aste have been removed. removed. If the paste should get into the cylinder cylinder serious dama ge woul would d be ca used. f th e valv valve e shows a tendency to stick-u p in th e body b t otherwise otherwise is satisfactory, this be cured by washing in petrol, petrol, though in th is ca se it wil willl not be necess ary to discon nect t he control cable. If the decompressor decompressor val valve ve is is badly badly bu rn t or ben t it mu st be replaced replaced 10
Re-assembly
after
Decarbonising
Befo Before re buil building ding up the engine, engine, see see tha t all parts are scrupulously scrupulously clean and place place the m on a clean tray, work bench or over over a clean shee t of of paper. While While re-assembling it is advisable to fit new gasket between the cylinder barrel and the crankcase. Sme ar clean oil oil over over the piston an d spa ce the ring gaps. The second ring is a taper ring an is marked TOP TOP on th e u pper surface. surface. WARNING: This ma rk s hould be on top wh en fitted. fitted. Reversing the ring wi l res ult in pumping of oil oil into th e cylinder and consequent smoking. Place Place the piston over the connecting rod sma ll end ens uring the split skirt is facing facing the front an d- ins ert the gudgeon pin. Secure th e gudgeon pin with the circlips circlips.. Oil Oil the cylinder bore an d gently pus h barrel over the piston while keeping keeping the rings compressed compressed in their groove an d sea t it gently on the barrel gasket. Refit Refit the 1/4" nu t above above the timing timing chest. When fitting fitting the he ad again, apply jointing jointing com pound sparingly sparingly on both side s of of th e gas ket Replace Replace the six n ts a nd tighten tighten the m progressiv progressively ely an d diagonal diagonally ly from from one side to th e o the to prevent distortion. WARNING: Excess compound may block oilways. Place Place the p us h rods with the adjustable parts downwards downwards.. The shorter pushrod is th e Inlet. Inlet. En su re valv valve e stem c ap s are fixe fixed d on th e valve valve stems. Positi Position on the rockers rockers a nd bearings. makin su re that the oil eed eed holes holes are at the botto bottom m an d tha t the c aps an d bases a re in line when tightened tightened down. Adjust Adjust the pu sh rods after ensuring piston is in TDC' on compression stroke. The silencer could be cleaned of carbo n using hot ca ustic soda solution, if necessary. cylinder cylinder head a nd bas e n ut s should be checked checked agaln for for tightness, after engine engine ha s been ru long enough to get it thoroughly warm. Tight Tighten en the clamp clamp nu ts on crankcase finall finally. y. For For torque tightening tightening or cy. cy. head n ts p lease refer torque torque ch art on Page PageNo No 100 NOTE: The
CYLINDER HEAD 350CC
CYLINDER HEAD
CC
SERVICE OPERATION
WITH ENGINE ON FRAME th Tixning
Removal First place removed.
cover
tray under the engine to hold the oil which will escape when the cover
is
Remove the exhaust pipe and silencer. Remove ten screws from the timing cover, taking washers, one for each screw. care not to lose the NOTE: When
cranked. This will preven? damage raw off the timing cover,
timing cover it is Important tha t the engine is gently the pum pwo rm or the pump spindle.
with h$$& t lightly if necessary dlafrf", ersd
/ ~ . 4 4 w ~ r 4
w o o 8en mallet
While refitting the timing cover ensure th at theJoin t wasH%r correctly located over t he ofl holes. us ing a little grease (not compound) to hold it in position. xw
Ensure that th cork p u is in position in the hol in the pump worm. If the plug is damage it shou ld be renewed to en sur e oil f w to th e big end bearing. NOTE: The
Alter cham ber should be Wed with clea n oil before th
timing cover is refitted.
En su re proper functioning of oil pum p by checking oil ow t rocker ripe un ion whenit&e engine is running at slow speed. Slacken th e oil pipe banjo union to see th e oil-flow d c lamp it again properly. Wipe the oil tha t h as oozed o
OIL FILTER ELEMENT IN nMlNG COVER
OIL FILTER ELEMENT
VALVE TIMING MARKS
CIeaning/Replacement of Filter Element Feed an Return Filt ers The oiI filter is located in th timing cover immediately below th e oil pump s. The felt elem ent should be taken out an d washed in petrol after the firs Kms. and su bsequen tly, ever 4.000 Krns. Fit a new elemen t ever 8,000 ms. The filter element can be removed unscrewing the nut holding the end cap in position. When re-assembling t he filter take ca re that no grit or other foreign matter is stlcldng it. After replacing th e Alter element it essential to nm he engine a t idling for abo ut five min utes to ensu re tha t oil reaches the big end. If th tfming cover has been removed, fill the filter chamber with clean oil before replacing t he cover The feed and return filters are fked on th drain plugs in oil sump and crank case. These
ca n be cleaned by rinsing in a solvent and during reassembly en su re the filters are not twisted.
3.
Overhauling
th e timing cover.
-Remove
th e end covers from both pump s.
-Remove
METAL W A S H E R SPRING
Oi feed and return Pumps
-Remove Remove
FELT WASHER
the pump discs and plungers. th e pu mp spindle which
can
be pulled out only from the front or retur n p ump end.
--Check the fit of th e plungers in the pump disc s which should be &ding fit and s hould be able to be moved in and o ut by hand. FEED RETURN PUMPS ASSK
""
LUNGER FEED
When matching plunger in the pump disc, it is found to be too tight the plunger in the pum p dfsc. Using metal polish until it i s ju st free.
fit, carefully lap
If the p ump disc is not seating properly in the timing cover or if new pum p d isc is fitted, it should be ensured that the pump disc matches properly and ha a perfect seating in the timing cover.
Lap the discs in the timing cover with fine metal lappin g pas te or liquid metal polish using special tools PE 2034 ST or feed pump disc and PED 2035 or return pump disc, until a fme, grey su rface is o btained on the pump disc face.
NOTE: Replacemen t pump discs have a lip left t the opposite side of the lapped face. The purpose of this is to hold the disc. central in the housing during lapping-in. it should be filed f before the pum p is finally assemb led. Care shou ld be taken not to damage the lapp ed face. Wash all components and passages. thoroughly with petrol, after lapping, to remove all traces f grinding paste. Check the pu mp disc springs for fatigue by assem bling in th timing cover and placing the pump covers in position. The latter should be held 1_/8"off he timing cover if the springs a re correct. The pump spindle should be renewed if excessive wea has taken place on the teeth. le Reassemble the oil pumps, replacing the cover gaskets. Before fitting each cover £ilh pump chamber with clean oi . Having assembled the pum ps, lay the timing cover flat and the o l ports using n oil can. Turn he pump spindle wit screwdriver in clockwise can direction and i then be checked whether th e pumps a re operating correctly. Before replacing l filter chamber with clean oil and fit the filter element. the timing cover on the engine. £ilhe
NOTE: With the engine running, the oil feed to the big end can be checked by partially unscrewing the feed plug in the timing cover between the oil pum ps an d th e oil re tu rn can be checked by slackening the rocker pipe banjo bolt on the cylinder head and obse n?ng the oi flow. 4.
Removal
Pump W o r m
Timing Pinion
Unscrew the pump worm usin g the hexagon head be hind the worm, with spe cial tool PE the timing pinion using special tool PE 20 13
2006.Withdraw
CAUTION: The worm n ut h as a left hand thread. When turned clock wise the worm nu t ca be loosened and when turned anticlockwise the w or n n ut gets tightened. NOTE: When refitting the timing cover en sure th at the cork is in position the worn nut and is undama ged. This forms seal between the oil feed plug and the oil passag in th crank shaft, timing side. If necessary this should be replaced and care should be taken to have it fitted correctly. CAUTION: f this cork is not fitted or damag ed. thko il feed to the bi end bearing through the timing shaft will tend o escap e past this point causing starvation of lubrication to the bi end bearing leading to premature failure of the big end floating bush, engine bearings and other parts
5. Removal of Contact breaker housing. Loosen the distributor pinion nut and pull out the distributor pinion off the distributor shaft after removing th e idler pinions. Loosen an d remove the three screws which secure t he spigotted contact breaker h ousing and sepe rate from crankcase. Remove th e con tact breaker cover. Remove the b ase plate after removing th e two hex bolts securing it. Pull out t he co ntact breaker sha ft from the housing. The two sintered bu she s provided in the housin g would have to be replaced only if excessive radial play is noticed on the distributo shaft.
Reassembly is ju st the reverse process of dismantling bu t ta ke care to replace the wa sher between the contact breaker housing and t he cran k case DE7AlL OF FELT OIL CLEANER
Valve Timing The cam s ar e integral with th e cam pinions. They have internal sintered iron bush es ru nnin g on fixe spindles in the timing chest. The cams an d the timing pinion ar e provided with timing marks to set proper valve timing. The procedure i s detailed below. Bring th e piston to TDC Match th exhaust cam (provided with two set s of pu nch mar ks) with the timing pinion s o that the two punch marks coincide on both. Match the inlet cam to the exha ust cam so that the single punc h mar k coincide on both. Push th e cams home towards the crankcase. MARK
Tappet Adjustment
I N L E T CAM
B: MARK
EXHAUST CAM
C: MARK
O N T I M I N G P I N IO N
Cold
It is very essential to e nsur e th at t he valves are closed fully duri ng the closing period of th cam. The tappet clearance should be adjusted properly to achieve this and to cater to certain mount of thermal expansion of the working compo nents. We recomme nd NIL' clearance for th tapp ets to b e s et a t cold. Provision for adjust men is given t the bottom end of the p ush rod which sits ov er fi e tappet. Access to this is by removing the tapp et cover.
r n r u u s n ~ e r ~ ~ ~ ~ s
Proceed a s follows for adjust men ts. B ring the piston to TDC at the end of compression stroke, so th at both the valves are at the closed position. This may be ensured by seeing the valve timing marks, if the timing cover is open or through ammeter needle in its centre position, when ignltion is switched on.
Check the p us h rods. They must rotate th um b free without any u p an d down play. In case the p us h rods do not rotate freely or if up a nd down play is noticed, the pu sh rods need to be adjusted. Loosen the lock nut in the adjuster, by holding the top n ut . Thread in or out, the bottam adjuster, till the con ect pu sh rod freeness is achieved. Retighten the lock nut after ad just men ts ar e complete. th e cylinder head h as been disturbed for an attention, en su re proper fitment f valve stem c ap s and rocker bearings before proceeding to tappet a dju stm ent CAUTION:
Owing to the initial bedding down of the wearing surfaces, the tappets on new engines may require adjustment after the first few hundred kilometres of run. NOTE:
The Clutch
350cc
cc
The 350cc clutch h as five driven plates an d four driving plates, including th e fiiction disc on the sprocket. The 500cc clutch is similar to tha t of 350cc. except th at the re are six driven plates an d fiv driving plates. Also the lugs on the clutch sprocket and the splines on clutch centre ar e longer.
Removal
of t h e C l ut c h
Remove th L.H. front foot t Place a tray benea th t he primary chain ca se to collect the oil in the chain case. Remove the centre nu in the chain case outer and remove th e cover To remove the clutch unscrew the clutch spring pins. Lift away the spring cap, sprlngs, clutch front plate, clutch pad in main shaft. The assembly of driving and driven clutch plates and the clutch retaining spring. The clutch sprocket can then be withdrawn along w i t h th chain a nd engine sprockets (see point 10). The clutch centrg can be removed only after the engine sprocket, primary chain and the clutch sprocket ha s been removed. o remove the clutch centre hold th e clut ch with a br ake b ar (Special Tool N PED 2025) remove the centre retaining n t and w asher with box spanner. The clutch centre can an the n be withdrawn from the sha ft using extractor (Special Tool o. PED 2005). REMOVAL OF CLUTCH ASSEMBLY
1. Clutch centre and ba ck plate oqsernbly
2. Cllrtch&
12. I u tc h i n t e r m e d i a t e p l a W f Z a U h plate ossprnbly 13.
Clutch svrocke t ball coae rf oets I N / S 1 Clutch s or oc ke t balL5 13/16" dia ( N / S L 9.Clutch retatnlna spring ldtshedl 10 Clcrtch tntermedlote wlo Clutch plate /insert t&
h s~ crew 17, 38 Clutch 9. Clutch ro 20.W a sh e r m a t n s h a f f
(NISI 3. Clulch sprock et friction disc C l ~ l f c h~ r o c k e trfctton dlsc r fuet 3. C l u tc h s p r o c k e t d r u
s
~
m
21. Nut ma tn shor INlrlocl CLUTCH ASSEMBL
56
ivet
r
o
c
k
e
t aILs dd[al fN/SL
ite-
CC
Removal of Engine
an
Clutch sprock ets
em ve th e alterna tor sta tor by undoing t hree nut s. The primary chafn is endless h ence i is necessary to remove both the engine and clutch sprockets simultaneously. Remove the central hexagon nu t securing the alternato r rotor, whic can then be drawn off, taking care not to lose the key. The engine sproc ket is moun ted o n spline s and c an be removed along with the clutch sprocket using extractor PED 2004
Removal of Final Drive Sprocket Remove the clu t h s described above. Remove th e primary chain tensioner. Remove the primary chaincase by removing three n ut s. Remove the folding f th e t ab w ash er which is provjded for locking the final drive sprocket nut. Ho d th e sprocket and remove the t (righ han d thread) . The sprocket can then be withdrawn.
12 Re-assembly of the C lutch Plates When re-ass emblin g the clut ch plates the following order m us t be observed.-The clut ch pad mu st be fitted into th e main drive shaft, plain dished plate (dish projecting ou t wards]. Friction plate with inser ts. plain flat plate. friction plate bonded. ;lain dished plate (d ish projecting inwards). friction plate bonded, clutch front plate springs on the clutch centre lugs. CLUTCH ASSEMBL In the case of 500cc one more plain flat plate and one friction plate will also have to be fixed aftkr the plate with inserts ha s been assembled.
The other three sprin gs are located b means of bosses on the clutch cap. Tighten the spring pins as far as the will go If the clutch lifts unevenly, it is probable that one of the springs ha s taken set. in which case new spring should be fitted. The friction plate with ins erts should be renewed if badly worn or when the inserts have become loose in their plate The bonded friction plates req uire renewal when worn or charred (A light change to a blackish colour should not b e mistake as shamed). Excessive or premat ure wear of the plates is due to either running the vehicle at lutch application or depriving the clutch plates of oil, with insufficient or no ofl in th e clutch chain case
Primary Chain Adjustment Access to the primary chain ad just er i s gained by removing th e primary chain cover which is held in position by a single nu t. Before removing the nu t, place a b ay und er the engine to collect th oil from th e chain case. Beneath the bottom f the cha in is a curved slipper chain tensio ner pad on which th chain rests. This can be raised or lowered by turning the adjusting screw below the chain tensioner pad after having first slackened the locknut.
PRIMARY CHAIN ADJUSWENT
The chain should be adju sted. so that there is /4" up and down movement at th e ce ntre o the top run of the chain. Remember to check the chain tension a or 4 places an d then adjust accordingly. Ensur e tha the chain tensioner pad moves freely and the lock nut of the adjuster is retightened after carrying out the adjustment. The chain is to be renewed if its length has increased by 3/4" than the length of a new chain. After replacing the chain cover. remember to reple nish th chaincase with oil [SAE 0) up to the leve1,plug in outer chain case[approx Qty.. 430 to 450
Adjustment of the Clutch control It is essential that there should be about to 4mm free movement in the clutch cable. to ensure that al the spring pressure is exerted on the plates. There are
o~
f adiustm ent on the clutc h cable. The first is the midway adjus ter a CillTCH ADJUSWEhT ON GEAR BOX th e middle of the c able ju st above th chain case. The adjustment is made by screwing the adjuste r screw in or o ut the adjuster body. Tighten the locknut on the screwed collar after adju stmen t ha been made. The other point is a t the handle bar end. Loosen the lock nut and thread in the adjuster to increase play and vice versa to reduce play. Tighten lock nut after carrying out adjustment. Ho mv er if the adjusters have reached their maximum position then the adjustment can be carried out in the ge ar box outer cover. Before proceeding on the adjustment, tur n in both cable adjusters to their fully closed position [fully in position).
o make the adjust ment, remove the inspection cover, slacken the locknut an d t ur n th central screw in to get the desired free play on th e clu tch lever a t the han dle bar end. Tighten the locknut after adjustmen t has been made.
Owing to initial bedding down of the clutch plate inserts. the clutch control may require adju stme nt afte r the first few hund red Krns with a new machine. This point shou ld therefore be examined soon after delivery an d a djust ment made if necessa ry. Initially, excessive play the cable ca n be taken u p through midway adjuster and the adjuster at the hand le bar end.
N O T E : The clutch a djuster bal and clutch rod may require cleaning an d greasing arou nd 6000 rniles/10000Krns of run. To do this, loosen and carefully remove the clutch adjuster from its position, taking care n ot to drop it into th e gear box outer cover. Sta rt the engine and tilt the motorcycle towards the gear box side. so th at the clutch rod can be removed. Wash thoroughly. the clu tch rod an d adjuste r an d look for chipped or worn clutch rod ends and free rotation of the clutch adjuster ball. Smear multipurpose grease on the clutch rod a nd reassemble into the mainshaft. Sme ar grease on th e clutch adjus ter ball a nd carefully reasse mble its location. Adjust t he adju ster to ens ure free play is maintained o n han dle bar end and tighten lock nut
Nt tin g the Alternator The dte rn at or consists of two parts. the stato r and t he rotor. The stato the primary chaincase inner by three stu ds an d nu ts.
is
mounted on to
The rotor, which contains th e permanent magnet, is mounted on the end f the drive shaft an is located by a key an d sec ured by special n t a nd spring washer. The designed radiai ai gap between th e rotor and th e poles of the s tator i s 0.25mm 0.010") and care m us t be taken when refitting to see tha t it is not less th an O.15mm (O.OOG"] an point. SINGLE PHASE ALTERNATOR
stam
f ~ x e ding wrth c4ib
carrying powec to the sry via the rectlfler
Fit the rotor first, making sur e tha t it is located concentricaUy on the en d of the drive sh af t. Attention m us t be given to the proper s eating of the key. Finally secu re the rotor with th appropriate washer and nut. Having fitted the rotor, the s tator may then be fitted on to the chaincase inner with t he coi connections facing outwards. Replace the sh ake proof washers and the nu ts on the st ud s an tighten gently. Insert six str ips [preferably non magnetic material) O.15rnr (0.006") hick and 25.4mm [l" wide. Check whether th e s&ips a re free in position. If one or more of the str ips a re not free, gently tap stat or [at the opposite end) to centralise the same s uc h th at all the str ips become free. Tighten the stat or nu ts and ens ure th e strips move freely. Gently crank engine.
F u n c t i o n of Breather
The efficient operation of the breather is of paramount importance to the performance of the engine because it a cts s a non -return valve between the crank case a nd outside atmosphere. causing a p artial vacuum in the crank case and rocker boxes which prevents the passage f oil into the cylinder. If the breathe r is not acting efficiently it may caus e press ure i n th e crankc ase instead f partial v acuu m, giving rise to smo king or oiling f the plug. Gear
The gears, ratc het mechanism etc, of the gear box can also be serviced withou t disman tling the engine from the frame. Please refer page
33
for dismantling the gear box.
SERVICE OPERATIONS ENGINE REMOVED FROM FIPAlME Removal of th
Engine from the Frame
Disconnect altern ator leads, B. Disconnect the sp ark plug cap. Suppressor ca C. Turn off petrol tap and disconnect the fuel pipe. D. Remove carburettor assy. along with th rottle cable. E. Remove the air filter assy., F. Remove the e xha ust pipe an d Silencer, G. Disconnect the engine steady bolt, H. Remove the rear cha in, I. Remove the footrest &.H.), J. Support the engine on a suitable box or wood block, K. Remove the centre stand and the stand stop. L.Remove the ko nt engine plates a nd th e small bolt fixing th e sta nd spring bracket an d fixes rear mudguared, M. Remove the st ud securing the re ar engine plate to the frame, N. Slide out the engine. 2.
Removal of th e Gearbo
Remo e th e primary cha incase outer, clutch assembly, stat or and rotor, engine sprocket a nd clutch sprocket. Remove the clutch centre an d chai n ca se inner. Remove four 3/8" uts and the gearbox can then be withdrawn from the engine. 3.
Dismantling the Crankcase
Drain the oi tank y removing the feed and retu rn fl te r assembly plugs located in the crankcase bottom.
Having removed the engine ko m the frame dismantle th e cylinder head, barrel, piston, timing gear, etc., described in the chapter "Decarbonising". Remove the nuts on the driving side of the engine kom four fixed studs at the rear of the crankcase. Remove six st ud s passing through the cran kcase by undoing nuts. The two halves of the crankcase can then be separated. The driving side oute r race of bearings
remain in th e driving side half of th e cran kcase.
Th driving side bearing inner race and the inner distance piece will remain on the engine shaft. (Crank shaft]
The flywheel assembl y may be removed from the driving side of th e cr ankca se.
Removal an Reassembly of main bearings Clean the c ran k case thoroughly a s any trace f oi discolour the bearing race while heating the cran k case.
in
the crankcase will burn and
2. Heat the crankcase in an oven or apply the naked flame of a blow lamp on the circumferential area of the bearing boss a nd not directly on t he bearing race. When th e cr ankca se gets heated p fairly, tap th e crankc ase on a wooden block [wit bearing race facing downwards) gently so that it will drop down du e to the expansion of th e bearing boss. Remove the circlip from the driving side crank cas e an d re heat to remove t he ball b earing.
Inspect the bearings before assembly. The bearing should spin smoothly. Rotated dry, it may appear to be slightly noisy but th ere sh ould be no signs of corrosion. nor m us t ther e be any appreciable radial s la ch . The outer race of the roller bearing must be preferably smo oth and b right with no evidence f cra cks or pitting. The individual rollers m us t show no s ign s o wear and should rotate smoothly in the cage. It is recommended to replace with new bearings. once they are removed from the crankcase. Reheat the crank cases to reassemble the bearings in the crankcase. Assemble the ball bearing in th D/S. Crankcase after fitting the circlip. Locate the other circlip. distance tu be outer and i nner an d then assemble the roller bearing outer race. Ensure t ha t the bearings are seated properly in the crank case a nd the outer roller race is flush with the crank case. TIMING SIDE ROLLER BEARING ASSEMBLY
DRIVING SIDE BEARING ASSEMBLY
Replacement of the Cam Idler Spind les When wear is noticed or step formation seen on the spindle. it should be replaced. To remove the cam spindle, heat the crankcase a nd ta p the spindles out from inside. To remove the idler pinion spindles. heat the cra nkcas es a s before. hold t he spindles in vice and ta p the crank case lightly with a nylon/wooden hamm er. To replace the cam spindles, locate the spindles in respective holes in the timing side crankcase and drive the spindles in home with a small hammer (1/2 b.) and a drift. Make sur e tha t the spindles are upright and parallel to each other
Connecting Rod Wear in the hardened steel big end bush be shown by a formation of a ridge round the cen tre of th e bearin g sur face corresp onding with th e oil groove in the white metal floating bus h. f th is wear is excessive the connecting rod should be replaced. Excessive wear on t he small end of th e conn ecting rod can be easily seen. The Gudgeon Pin will show a rocking motion wear is excessive.
CONNECTING ROD
Flywheel Assembly The flywheel assembly consists of the cran kshaft an d the conn ecting rod. o dismantle the crankshaft remove the set screws securing the crank pin nu ts. Holding the cranksh aft in a special ig ('PED 2037)Remove the crankpin nuts. Using PE 2037, lth a pair of steel ba rs (abo ut 1" 3/8 9" ong) placed acro ss, between th wheel disc, press out the crankpin using a han d press. The conne cting ro can then be removed do ng with floating bush. Turn he cranksh aft over in the j g and repeat with other side if necessary.
To remove the timing shaft. remove the set screw from the shaft nut and unscrew the nut. Dr ve the s haft o ut with a hammer and drift. To replace th ttming side sha ft, reverse the above F L Y W H S ~SEMBLY process, making sur e that th e key is a good At and tha t the nu tightened securely by means of a bo spanne r with a 12" ommy bar. The driving shaft has no nut but is secured by tightenfng the sprocket nu t after the assembly of the engine should be pressed wlth a h and press or a hammer and drift. f the latter is u sed care must be taken not to damage the centre. It has a collar which b ut ts against the flywheel disc. o reassemble the cranksh aft, press th e crankp in into'the timing side flywheel. making su re th at the oil hole is in the correct position and the thrust washer is facing the right way. i.e. with Chamfer away from th wheel.
fly-
Test the oil passages using an oil can to make sure tha t they are clear. Assemble the floating bush over the crankpin. Assemble the connecting ro over the floating bu sh and smear eng ine oil Place the other thrust washer over the crankpin, also with the Chamfer away from the flywheel. Use a bras
drift an d hammer for pressing the
flywheel.
Locate the flywheel in the assemb ly ig to en sure th at the flywheels and shafts ar In replace the n ut s, tighten securely and reflt th e s et screws. FLYWHEEL IN a, Test th e 0 1 passages ag ain to ensu re th at they ar e clear. the same crankpin ha s been put back, it will be necessary to drill out the old grub screw, in order to clean the oil passages after which a new grub screw mu st be F Mount the cran kshaft between the centres of a lath e or on a pair of vee block and true upto .00lU n either side of the shafts. the readings for the two shafts are high on opposite sides, the error can be corrected by gently tapping either or both f the flywheels.
If
Lf th e
readings a re high on the same side of the two shafts it is probably due to dirt or foreign matter in the joints and th e cranksha ft should be dismantled again, carefully examined an d cleaned and re-assembled.
8.
Re-assembly
the Crankcase
Replace th e bearings, etc.. in the crank case halves after heating the crankca se earlier. (Refer page No 29)
as
described
F'it the inn er dis tance piece in the driving side crankcase. F'it the thrust washer on the drive shaft. Fit the bearing inner race on the drive shaft. Assemble the flywheel into the bearing. if necessary using the sprocket nut with a suitable spacer to draw he driving shaft through th e inne r race of the ball bearing. Make su re th at th e crankcase face is clean and apply jointing compound to it and crankcase gasket in position.
th
Put the t hr us t washer on the timing side shaft and p ress t he bearing inner race. timing side crankcase in position over the flywheel an d gently ta wfth wooden mallet.
Place th
Bolt th two s f th e et making su re th at t he joint matches correctly so tha t th e cylinder base i s flat. Rotate the drfve shaft by hand and check fo freeness to ensure correctness in assembly and press the oilseal on to the drive side of the crankcase from outside, ensuring proper seating. For MW)cc
Press the oil seal on the timing side of the crankcase an d ensur e proper seating.
TWO HALVES
CRANKCASE
a5
GEAR BOX Before atempting to remove the internal parts. Please ensu re th at th e clutch assy. h as been dismantled alongwit F.D. procket NOTE:
Removal
Gear
box from engine
This has already been described earlier
Dismantling the
Gear
box
Th gear box can be completely dismantled with t he engine in th e frame except for the removal f the ins ide operator an d the bearings in the gear box case. Remove the Mck star ter cra nk, th gear ch ange lever an d th e neu tra l finder. Remove th e top an d bottom sma ll inspection covers an d discon nect the clutch cable, after loosening clutch adju ster. Remove four screws an d the gear box out er cover can the n b e detached. Remove th e foot control plate assem bly an d foot control sh ort by taking off the two n ut s securing i t Remove th e main sha ft bearing cove GEAR BO UTER COVER REMOVED which is atta ched by two screws. CAUTION: Hold
th e K ck sta rte r ret um ing spring eyelet by means of long screwdriver to prevent it from rebo unding [and ca using damage) while the main sha ft bearing cover screw is removed.
EAR
MAINSHAF T
BEARING COVER
The main shaft can be drawn straight out, if the clutch has been removed. which. however, should be done before taking off th e ge ar box in ne r cover. The top gear pinion and dog do will come away with th e m ainshaft. The layshaft can then be removed and the second and third gears drawn off the frnal drive sleeve together with the operat or fork NOTE: To take
o ut the main sha ft sleeve, the final drive sprocket mu st b e removed don ne e before removthis is preferably do in the inne r cover
Removal
of
he Ball B e d g s
MAINSHAFT
77U gear &X is bolred on ro the back of the c r a n k a c e and ha^ founpcedr, which are oor-conmNLd. mrda whuh mrdapc pcucn~edncutralfinde~: ucn~edncutra lfinde~:g e a n are in consraru , changes being cffecrcdby robust & g c l u t c h . 7hr inrernal gear ra tios are 2.77: 1 (lsr Gear). 1.84: 1 (Zndgear) 1.36: 1 (3rd l ~ o pear) gear) and
The mainshaft ball bearings can removed by using a s tepped drift 0 . 4 3 7 ( l mm) 1.171" (29.77,mm) in rf he bearing in the case and 0.812" (20.64 mm) 0.515" (13.1 mm) in diameter for the bearing in th e cover
When refitting the bearing stepped drifts f 2.3 1" (58.7mm) 1.17 1" (29.7mm) diameter an d ln.(25.4mm) diameter, mus t be used for bearings in the c as e an d cover respectively. Gear
Change Mechanism
f th e two pins securing the gear change ratchet mechanism are slackened, th e adju ster plate can be set in th e desired position. In th is position the movement of the gear lever, necessa ry to engage the ra tche t teet will be approximately the sam each direction. the plate is incorrectly adjusted, it may found that, after moving top to third or from bottom to second gear, the ou ter ratchets will not engage th e teeth on the in ner ra tchets correctly.
CHANGE GEAR MECHANISM
When fitting new parts, if it is found tha the gears do not engage properly, ascertain whether a little more movement is required or whether there is too much movement so that the gear slips righ throug h second or third gear into neutral. more movement is required , even after adjusting the adjuster plate then this can obtained by filing the foot control stop plate
very 'lightly points f co ntac t with the pegs on the ratchet ring. too much movement is already present. a new foot contro l stop plate giving less movement must be fitted. Gear
bo
Main
sbft
9.
Main
shafts~eew
10. Lay shnft low gear pinion 15 Lay shaft second ge m pinion 19T
3.Mainshnftlowgempinion25T Mai"
shaft swing gem 21T & IBT
Lay shnft splined bush
shaft third gear ptnion 22T
12.
5. Gear operntorfork M a i n shaft high gear pinion dog
13. Lay shaft high gear and K/S
7- M a i n ~ h a f f ighgearpinion 15
14. Lay
B. M&
wheel 25
shaft
shaft oil thrower innm
with Continental controls.
The procedure for dismantling the gear box with continental controls is the same a s described earliar. While dismantling the gear change mechanism care should be taken to disconnect the foot control lever from the gear shift sha ft after loosening the hex bolt. The circlip provided on t he gear shift s haf t should also be remove prior to removing the in ne r cover Grease nipples are provided on the shift shaft a nd g ear lever on the left si de of th e motorcycle for periodic al greasing to e ns ure smooth operation of shift sha ft and gear lever. If excessive gear lever travel is noticed and gear engagement becomes difficult, the plastic bu sh es provide
GEXR BOX W r r r t CONTlNENTAL CONTROLS
GEAR 2.
Gear box case w ith bush
36 .
Plunger spring
Gear opera tor pl
37.
Stop pfa te bol
3.
Bush gear operator pi
4.
Drive spr cck et
. .
DESCRIPTION
k
70
r D / ~ ro c
Luck nut felt =her
Washer oil level plug l ~
40.
41.
Washer oilflller
43.
En
44.
Bush oot w ntr ol opera.to shaft
45.
Washer gear box uzs Joint
Maln shaft low gear phto 125 T
46
Foot operator shqft with lever
12.
Main sh af t sleeve
4 7.
Gear box cover bolt
13.
Sliding gear l2
48.
Gear box cover screw
14.
Md n Shaft
49.
15.
High gear p h b n
Maln shaft ball bearing lsmalll
16.
High gear ph io n (l
50
throwef(outer) shaft
51
Main s ha ft nut (LH hread) (Fls end
52 .
Ball bearing cap
53.
s return spring
7.
Luck nut (Dlsp rocke t)
8.
Dr e sprocket distance
10.
17. 18.
Md n shaft ball be (LameJ
thrower (inner Fls spind le dis tan ce wash er
19. LPyshnft highg ear& wheel (25 Thlrd gear pinion (22T) 21
Second gear pinion
23.
Low gear pinlon (15;)
24.
Splined bush
25.
Bush (case end)
26.
Gear operatorfork
T)
Nut near op erator (LnsideJ 28.
Washer gear operator selector
29.
Geur operator selector assemblu Gear operator Ilnstdel
3T.'
32.
/s spindle
ing
F/s spindle with bush ~ o o ttarter pawl Plunger
dra in plu
with bush
54.
Cap pi
55
Ca pin (Short)
56.
Ffc lever return spring
(Lens)
5 7. AdJusterp fate
pins
71.
Clutch lever
72.
Clutch
73.
Clutch Ieuer beczrhg
74.
Clutch lever bearing pin 11l4" 3/16"]
75.
Clutch lever adjus ter with screw bafl
76.
Nut clutch l e w r adjuster
77
Neutral
78.
Neutral lwer
79.
Clutch adJustment tnspectlon cap
80.
Inspection pL short
81.
Neutral lever
82.
Cap pi
83 .
Gear indicator
84.
Washer or neutral lewr spring Neutral lever sDrina
5.
r grease nlpple car,
p
(long)
87
Neutral
lever securLng pin
88.
Foot change lever
89.
Pinch bo lt& nu Foot change lever rubber
91.
Bolt kick starter cran
58
S ~ r in o t o
92.
Kick starter cran
59.
F/c mtc het spring
93
Nut kick starter crank bolt
60
F/c plate
94.
Rubber kick starter cm nk
61 .
Ratchet operating pin
95.
Kick starte r pedal pal
62
F/c plate
96.
Kick sta rter pedal
63
Ratchet (outer)
97.
Ki k starter
Flc plate pin bush
98.
. a.
top
lc adJusterpfute pin
66.
F/c Ratchet (inner)
67
F/cstopplate&spring retainer
u s af t bush 34
. Clutch lwe r. --
Stopplate 39 .
c cover beam
68
69 .
Nut r oot wntr ol adjuster plate) F/c lever short (fns lde
da l
t
kk starter pedal sprfng
99. Driue sprocket (1 7.77 Fo 50
Note: Fl means F/c means
Starter ontrol
Re-assembling he Gear bo The procedure is the reverse of t ha t given above for dism antling but the following poi nts should be noted. the main shaft top gear pinion and dog have been removed, make su re tha t the dog is replaced the right wa round or third and to gears can be engaged simu ltaneously. If
Make sure that the trunnion s on the opera tor fork engage with the slo ts in the lnside operator.
t h e m i n sha ft is pushed right home. (It may be tight because of the felt washe r inside the flnal drive shaft nut). See that
The layshaft top gear and kickstarter pinion, should be assembled on the layshaft and the kickstarter shaft and Ratchet assembled on to it before fitting the end cover. Do not forget the washer on the layshaft between the kickstarter pinion and kickstarter shaft. The joint between the gear jointing compound.
x n d th e i m e r c
r ho
be made with shellac or any similar
Make sure th at parts ar e clean before commencing assembly. The gear box should be packed with soft grease (veedol ' 0 0 ' grease or equivalent) file d up to the c orrect level
no account must heavy yellow grease be used.
Adjustment of the Neutral N n d e r The neutral flnder is adjusted by means of an ercentric stopper se cured to the front of th gear box cover by a b t which limits the travel he operating pedal. Slacken the bolt a nd turn th eccentric stopper until the correct movement of the pedal obtained. NEUTRAL FINDER
Lubrication
the Gear box
the top he bax an level plug a t th m.Remow filler Current machhes have the gear bdh plugs and W, with oxmxnces machine on leve@nmd until the flow from th eveI plug. Check the lw el ever
80
1,600 Km.
wben
gear box is warm.
For initial fllling ea bo VEEDOL 00' grease topping up may be done with SAE 50 oil. The capacity is 700 gram s (Approx.) consistency.
recommended During routine m a i n t e n a n c e ,
'00'rease
mixed with SAE 50 grade oil to a thick
LUBRICATION SYSTEM Lubrication system oil pumps.
is
by Dry Sump and effected by a n autom atic and positive double action
The oil tank is integral with the crankcase, for ensuring the full rate of oil circulation immediately when the engine is started and for rapid heating of the oil in cold weather. The capacity of the oil su p is 2.25 L t r s . (SAE 50 grade). There ar e wo piston trpe oil pumps running at f engine speed positively driven by th e worm gear on the timtng shaft. The feed pump is a t the rear f the timtng cover (Left side when viewed from t he front) and pum ps oil from the oi tank, hrough the oil filter to the big end throug h the ttming sha ft. After lubrication of th e big end bearings, th e oil sp lashes and lubricates the cylinder barrel walls and drains to th e bottom of the crank case. The retur n pump (frontside of the timing cover) draws the oil from th e cran k case throu gh the drilled passage and passe s through the rocker oil pipe and lubricates the rocker bearings and valve sprlng mechanism and flows down though the push rod tunnels into the timLng cover chest. From here, the drained oi is pumped back to the oi tank hough a e ( d n the RH crankcase). by th e two idler pinions. The retur n pum p h as a capacity of approximately double th at of the feed pum p, which ensu res th at oil does not accumulate in the crankcase. If allowed to accumuIate it will Iead to smoke oil splash through breather pipe and starvation of oil to rocker bearings. Both pumps are double acting. but two sides of feed pump are inter -connected, thereby giving augmented and even supply to the big-end. Return pump is also inter-connected for effective scavenging from c ran k case.
Gauze strainers are provided for both feed and return filters from the crankcase to e nsu re oi is free from dirt an d sludge Oi Filter: The oil filter has
special and important feature in design. In th e case of clogged fllter or should it be neglected the oil pressure will lift the spring an ca p o f of its s ea t. there by automatically by -pa ssh g the fllte so that the bi end bearing will not be deprived of lubrication. we n though the oil ma be dirty.
PUMP DIAGRAMS
FEED PUMP
FEED PUMP PORTS
PORT3 IN FEED PUMP DISC
THE TIMING COVER
Suction port Suction
from
Delivery port
Oil tank W,
-Delivery to big e nd. Position The plunger is drawn ou t o the feed pump disc C, by the peg in th spindle D, due to i ts rotation. The suction port in the pum p disc aligns with the suction port in th timing cover an d oil from the tank drawn nto the pump disc he plunger is drawn out. Simultaneously. the through hole disc registers with t he dellvery port timing cover.
th
The outward movement of the plung er forces the accum ulated oil in the annular spdc in the timing cover to be delivered to the big end bearings through the oil filter elemen t.
Through holes
Position 2:the pump spindle rotates further the plunger is pushed into the pump disc C The delivery port in the pu mp disc registers with th e delivery port in th timing cover. The o il in the pu mp disc is forced out through these ports, by the plunger for supply to the oil filter element a nd to th ends. Simultaneously the through hol In th ~ disc regist ers with th e s uc tio port the timing cover and draws oil from the tank, nto the annular space in the timing cover, du to inward movement of th e plunger into the disc
RETURN P U M P
PORTS IN THE TIMING COVER
.RETURN
MP
PORTS IN THE RETURN PUMP DISC
Suction from Crankcase
Suction Port
Delivery to Rockery
Delivery Port
Position 1:- The plunger A' is drawn out of the r etu rn pump disc C' by the peg B on the spindle D. due to its rotation. The suction port in th e pum p disc registers with the suction port in the timing cover and from the crank case is drawn into the pump disc as the plunger is drawn out.
in th Simultaneously, the through hole disc registers with the delivery port X' in the timing cover. The movement the plunger forces the accumulated ofl in annular space in the timing cover to be delivered to the cylinder head.
Through holes
Positlon 2:- As the pump spindle rotates further the plunger A' is pushed into the pump disc C' The delivery port R' in the pump disc registers with the delivery port in th timing cover. The oil in the pump disc is forced out through these ports, by the plunger. for sup ply to the cylinder head. Simultaneously the through hol in th pum p disc registers with the suction p ort cover an d draw from the in *ertiming cratlk case chamber into the annular space in the timing cover due to inward movement f the plunger into the disc.
FRAME REAR SUSPENSION 1. Descr iption of Frame The fram e is buiIt of special cold draw n welded steel tubin g incorpora ting reinfor cem ents wherever necessar y, for extra strength. The swinging ar unit forms the chainstay and is fitted with rubber bonded 'silent-bloc' bus hes. The swinging unit is secured to the m ain frame b long bolt passi ng throu gh th pivot lugs.
Removal of Rear Spring Box Un it/ Ser vicin g Rear Spring Box Remove the top pivot pin nut, drive out the pivot pin, then hinge th e suspen sion unit back on th e lower pivot pin. After removing the lower nut, the unit may be pus hed f the pivot pin welded to the fork end. It is a sealed unit and the internal mechanism cannot be serviced. Oute r du st cover can be removed using sp ecial tool PED- 2039 for cleaning coil spr ing.
Removal of Swinging Ar
Chain
R E A R S P R I N G BOX REMOVAL
Stay
Remove the rear wheel, chain. rear sprocket and .brake cover plate assem bly ko m th e swinging ar haln stay. Remove one of th e pivot nu ts a nd pull t he pivot pin kom th e other end. The chainstay can th en be pulle ou t of the fram e. The life f the r ub be r bonded 'silent-bloc bu she s' is very high. if it is necessary to replace the b ushe s. the inner sleeves will have to be pressed o ut first on a press. The rubber can then be taken away fiom the ou ter sleeves by pliers. The ou ter sIeeves e driven out by means f a hamm er an d a suitable drift. Replace the rubb er bonded bush es in th e swingin arm. sing a suitable drift, press one bush from one end of the pivot bearing tub e und er a p ress , until the metal oute r sleeve is flush with th e e nd face of th e pivot bearing tube. While pressing, it m us be ensured that pressure is exerted only on th e oute r sleeve an d not on th e inner sle&e of th bu sh , as axial pressu re on the .inne r sleeve would destroy the bonding of th e rubb er to th metal sleeves. Similarly press the second bush from the other side of the pivot bearing tube until the metal outer sleeve is flush with its end face. While assembling, the swinging rm fitted with rubb er bonded 'silent-bloc' bu she s, to t he frame, th e pivot nu ts should be fully tightened only with t he swinging ar m positioned in mid-stroke of the spring boxes, i.e.. when th e centre distance between th e spring box top mounting hole in the frame and the bottom m ount ing pin on the swinging 9.75". This is recommended so that, the rub ber bu sh will be subjected to minimum angular movement in either he ti n kom the m d stroke
SWING ARMASSEMBLY
position of th e spring box. The special tool for alignm ent of swing o be used. (PED 2044). ar maintenance is necessary for the swinging pivot. 4.
Centre Stand
To remove the centre stand take out the split pins washers fro both the end s of the st and spindle. withdraw Drift out the spindle the stand complete after disconnecting both the ends of the s tan springs.
FRONT FORK (Hydraulically
damped) Description The telescopic fork cons ists of two legs each of which comprises a main tube of alloy steel tubing which screwed into the Casquette fork head a t the upper end and securely clamped t the fork crown. Fitted over the lower end of the main tube
INTERNAL HEXAGON
the bottom tube made of high
strength aluminium alloy with an integral lug which carries the wheel spindle. Fitted on lower end the main tube IS steel bush 1s close fit in the bore of the bottom tube, Th the bottom tube car ries cast iron bush which close it over the outside diameter of the main tube. These bushe s ar e not being fitted on to the latest Front Fork
!@?er
RUBBER RING FORK CROWN
semblies. The bu sh is secured to the bottom tube by means of threaded housing which contains two oil seals. stud known as 'spring stud' fitted in the iower end of the bottom tube and valve port is secured to the lower end of the main tube. As the fork ope rat es oil
forced between the spring stud and the bore
COVER TUBE
of the valve port forming a hydraulic dam pin system.
compression sprin g is fitted inside the
main tu be between the upper en d of the spring stud and the upper end of the main tube. The lower end of the ri:ain tub e and upp er end of the bottom tu be are protected by a cover secured to the fork crown.
Ope ration of the Fork
VAIAVEPORT
The fork provides a range of movement of 6" from the fully extended to the fully compressed position. The movement is controlled by the compression spring and by the hydraulic d ingsystem. Th e hydraulic dampin g is light on t he bump s troke and heavier on the rebound stroke, t hu s d am pi ng o u t
endency t o pitching o
oscillation without interfering unduly with th e free movement of the fork when t he wheel en count ers an obstacle or a pot hole
The fork is filled with a light oil (S.A.E. 30) to point above the lower end of th e sp ring so that the damper chamber 'B' is always kept full of oil. Upward m ovement of th e wheel s pindle forces oil from th e lower cham ber 'A through the a da r space between the spring stud and the bore of th e main t ub e valve port into the da mper cham ber 'B'. During this stroke the pressu re on th e und erside of the valve plate cau ses this to lift so that oi can also pass from 'A to 'B' throug h the eight holes in th e valve body. Sinc e, however, th e diameter f cha mb er 'B' Is less than that of chamber 'A there Is no room in 'B' to receive all the oil which must be displaced from 'A' as the fork operates. The surplus oil passes through the cross hole in the spring stud and up th e centre hole in the st ud , spilling out through the n ut which secures the upp er end of the spr ing st ud to th e guide t the lower end of the fork spring. On the rebound stroke, the oil in the damper chamber 'B' Is forced through the space between the spring st ud and the bore of the main t ub e valve port. During this stroke pressur e in c hamb er 'B' closes the . wo disc valves a t the u ppe r an d lower en ds of th e ch ambe so that the only path through which the l can escape is the ann ular space between the sprin stud and the port. Damping on the rebound stroke is therefore heavier than on the bump stroke. At the extreme end of either pump or rebound stroke a small taper portion on the spring stud enters the bore of the valve port, t hu s restricting the a r space and increasing the amou nt of damping. At the extreme end of the b ump stroke th e larger diameter taper on the oil control collar enters the main counterbore of the valve port thus forming a hydraulic cushion to prevent metal to metal contact.
Djsmantling th
Fork
MAIN
SPANNER PED2026
Place the machine on the cen tre stand. disconnect the front brake control cable speedometer connection and remove the front wheel and mudguard complete with stays. Unscrew the bottom spring. stud nut which will allow oil to run out of the fork down to the level of th e cros s hole in the spr ing stu d. No knock the spring stud upwards into the fork with a soff mallet. thus allowing the remainder of the oil to escape. Pull the fork bottom tube down a s far as possible, th us exposing the oil sea housing. In the latest version the oil seal housing is eliminated and the oilseals are provided as integral part of bottom tube s. Hence by pulling the bottom t ube downwards the s ame can be removed from the forkmain tubes. [For old type front forks: Unscrew this housing by means of spanner on the flats with which it is provided. The bottom tube can now be withdrawn CI lmpletely from t he mai n t ub leaving the bottom tu be us , oil seal housi ng an d oi %al in sition on the main tube.] w u nscrew the main tub e valve port us ing special tool PED 2026. The spring stu d and spring can now be withdraw n from the lower end of the main tube. NOTE: In the latest version the oilseal housing and steel bush has been eliminated on
introdu ction of integral oil seals in th e bottom tubes;
The steel main tube bush can now be tapped off the lower end of the tube, if necessary using the bottom tube bush for this purpose. Before doing this, however, it is advisable to mark the position of the bush with a pencil so as to ensure re-assembling it in the same position on the main tube. The reason for this is that these bushe s are ground to size, afte fitting to tubes, so as to ensure concentrictly. After removal of the main tube bush,
bottom tube bu sh and oil seal housing, the main tube can be removed using tool PED 2036ST. Before attempting to loosen the main tubes ensure that the 2 pinch bolts on the fork crown bottom has been y loosened to allow the main tubes to rotate 4.
spring
The free length of the sp ring is 20 1/2". The spxing should be replaced if it has closed by more than inch.
When refitting th e oil seal , or fitting a new one, great car e mu st be exercised not to damage the syntheti c rubber p which forms th e ac tual seal. (Only for Old ?Lpe Forks) If th e oil sea l housing ha s been removed from t he uppe end of th e main tub e and is refitted from this end, special nose piece m us be fitted over the threaded end of th e tub e to prevent damage to the ofl seal. NOTE:
The spring stud i s a tight fit in the hole at the lower end of the bottom &be. Once th e s tu has been located in the hole, pus h the bottom tube up sharply against the s pring until two or fi the nut and three threads on the stud project beneath the end of the bottom tube. necessary fit the nut first washer and pull the stud into position by tightening the nut. without the washer unti suf.8cient thread is projecting to enable the was her to be fitted.
Removal of Complete fork Assembly The fork complete with front wheel and m udguard can be removed from t he m achine, if necessary, by adopting the following procedure. The leads to th e lighting switch an d am met er should be disconnected a t their lower ends o r by means of the plug an d socket connectors when thes e are provided Disconnect the speedometer drive from the speedometer head. Remove the two plug screws an d loosen the steering head clip bolt and th e two fork crown clamp bolts. Unscrew the fork main tubes from the head lamp casing and the steering stem locknut from th e top of th e steering stem, turn ing each tube and the nut turn or two t a time. When the n t ha s been removed from the steering stem and the main mbes have been completely unscrewed from the head l amp casing, the complete fork and wheel with steerlng st em can be removed.
Lubrication The lubrication of the fork intern al par ts is effected by th e oil whlch forms th e hydraulic damping medium. that is necessary is to keep s t ofl in the fork to ensure tha t the top end f th e bottom spri ng stu d is never uncovered even in th full rebound position. The level of oil in the for e gauged by removing the top plug screw and inserting a long rod about 3/8" diameter. Lf slightly tilted thi w i l l wedge agatnst the nu t a t the upper end of the bottom spring stud.If the l is above the spring st ud , it will leave a trace on the long rod. which ca be seen on removal. This trace f ofl implies th at oil level is correct. If t e fork is empty to s tar t with, the quantity required is approximately d in each leg. Recommended grade of oil is hydraulic oil or SAE 10 30
Steering H e a d R a c e s The steering head races are the sam e at th e top an d bottom of the head Iug. They ar e easil removed by knocking them out with a hammer and drift and new races be fitted either by a press or by means of a'harnrner an d wooden dr ift The steering head bearing consists of two de ep groove thrust races each containing nineteen 1/4" diameter balls. The bearing is adjusted by t after loosening the ball head clip screw and both the fork crown tightening the steering stem lo a light tap on the h andlebar wi l ca us e the steering to swing to full lock in either dire ction, while at the sa me time there should be only the slight trace of pIay in the bearings. The play can be felt by keeping a f ig r across the hea races just below the ball h ead o n the top ball race. Do not forget to tighten th e ball head clip screw an d fork crown cla mp bolts. Before tightening the latter mak e sur e that th e mver tubes ar e located centrally round the main tu bes s that the bottom tube does not ru b inside the mver tube. pair of split bushes as shown in is useful to en sur e centralisation of the cover tubes. ADJUSTMENT
HEAD BAU-RACE
SEQUENCE FOR ADJUSTMENT STEM
Loosen the Head lamp &sing clip bolt by using an AlIen key (Size 5mm) 2. Loosen the front fork clip bolts Nos.) 3. Then screw down the steeringstem lock n ut by -thread
to
thread initially and check the play
once again. If necessary further tightening can be done. Note: Over tightenin g of this S teering stern lock nu t will re su lt in vehicle drag.
Lubrication-Steering Head The steering head races and stan d pivot bearing sho uld b e well greased on assembIy. o nip ples a provided for the steering head as experience has shown that the provision of nipples at this point mu se s trouble through chafing and cutting of control an d lighting mbl&. f the steering head bearings a re well packed with grease initially they will last for several years or m any tho usa nds of kilometres.
FRONT FORK CROWN CLIP BOLT
WHEELS FRONT
WHEEL
1. Removal from Fork o remove the front wheel from the fork place the machine on the centre stand with s packing beneath the stand to lift the fron t wheel clear o f the gr d henvehicle is tilted back. Slacken the brake cable adjustment a nd disconnect the cable from the ha ndlebar lever and from the operation ever on the hub. Disconnect speedometer driving cable. Unscrew the four nu ts sec uring the fork Lug caps an d allow the wheel to drop forward o ut of the front fork. Make sur e tha t the machine st an ds securely on the re ar wheel and centre sta nd f necessa ry place weight on the dua l sea t or'a st ru t beneath the front end of engine nea r Frame dow tube to ens ure this. 2.
Dismantling
Lock the brake 'on', by applying the front brake, and unscrew the cover plate nut. (For Front brake with twin leading shoes loesen the lock nu ts on th link and turn link rod so tha t both brake shoes become free and ar e not in c ontact with the brake drum) The cover plate assembly can the n be withdrawn from the b rake drum. The brake shoes can be removed after detaching the return springs. Brake linings are supplied in pairs and are of 'Bonded' type hence linin gs canno be separated and refixed with w To remove the operating cam unscrew the nut. which secures the operating lever to the splines on the cam. sharp tap on the end of the cam spindl will now free th e lever, after which the cam can be withdrawn from it housin g. The bra ke sho e pivot pin ca be removed after unscrewing the nu t which secures it to the cover plate. o remove the hu b spindle and bearmgs, having h emoved the brak e cover plate, unsc rew the retaining n t by holding the sp indle on a benchvice with soft jaws. Remove speedo drive assem bly and t he felt washe r from the oth erside of th e hub . Remove the felt wa she r an d the distance washer from the brake drum side and hit one end of the spindle with brass or plastic malle t, th us driving it out f the h ub , bringing one bearing with it an leaving the other in position in th e h ub. Drive the bearing o ff the spindle and in sert the latter once more in th hu b through the en d from which it was removed. N w drive the spindle through t he h ub , the other w ay, which will bring ou t the oth er bearing.
Fittin g Limits for Bearings The fit f the bearin gs in the h ub b arrel is impo-t. The bearings are locked on t he spindle between sh oulders an d the distance pieces, which in turn are held by the n ut s on the spindle. In order to prevent endways pre-loading of the bearings, it essential that there is a small clearanc e between the inn er edge f the o uter race of the bea ring and the back of th e races in either end f the barrel. To prevent an y possibility of sideways movement f th e h ub barrel on the bearing$ is therefore necess ary for the bearing s to be a tight £t in the barre l, b t thi s fit mu st not be so tight a s to close down the outer rac e of the bearing and t hu s overload the ball race in the bearing
FRONT WHEELAND HUB ASSEMBLY SINGLE LEAD
1.
Fron t Whee rim (WM 2-1 Front Wheel spoke (outer] Front Wheel spo kes nipples ia) Front hub assembly Front hub ournal bearing (SKF 62 03 Front hub spindle Front hub elt retainer
Front hubfelt washer ide) coverplate distance collar Front 10. Front hub elt washer speedo side) 1. Front hub elt washer etainer (speedo ide) 12 Front hub speedo drive spacing collar
13. Speedo
4.
driue
14. 15. 16. 17.
Front brake shoe lining Front brake shoe spring Front brake wuerp late Front brake shoe pin (7"dia)
19. 20 21 22 23 24 25
Washfront brake shoe pin S Nutfront brake shoe 7" dial Front brake opemting Nutfront hub late Front hub spindle rurt (speedo side) ia)(S/LJ Front brake operating cam lever Waswfront brake operating ca ever (S/LJ Nutfront brake operatug ca ever
complete
Re-assembly
bp,
To refit the be arings in the h ub . two hollow drifts (Spe cial Tool No. PED 20 1 1) are requtred. One bearing is firs t fitted to one end f th e spindle by m ean s of t'le hollow drift. The spin dle and bearing are th en inserted into one end of the ub barrel, which is then s upported on one of the holIaw drifts. The other bearing is the n inserted over the uppe r end f the spindle an driven home by me an s of the second hollow drift either unde r a press or by means of a ha mmer, which will th s drive both bearings into position simultaneously. In order to make quite sure that there is clearance between the inner faces of the outer bearing races a nd the bottom of the recess es in the hu b, fit the distance wash ers, cover plate. du st excluder an d the n uts on the spindle. Tightening the n ut s should not have an effect on the ease with which the spindle can be rotated
FRONT
26.
/B operat ing lever [short)
34.
brake lever long
28. Link Rod Ft B r a k e 29 d (RH Thread) 30. L/Ro d Trunion Nut IRH) L/ Rd Tm wn M;9 d 7T/L Front brake shoes lining
40
WHEEL AND HUB ASSEMBLY
TWIN LEAD
Front Brake Cover Plat Front brake shoe pin Washer Front brake shoe Nut Front brake shoe in rake operating cam Washerfront rake operating cam Nut_fiont brake operating cam.
f tightening the n ut s makes th e spindle ha rd to tur n, th e bearings are bottoming in reces'ses in the h b barrel and th e inner races are-not resting on the shoulder of the spindle. In this case , the bearing should be removed and a thin packing shi m should be fitted between the inner race and th e shoulder on he spindle. Assemble the operating into cover plate after smearing grease, on th e pivot pin an the cylindrical bearin g surfa ce of th e operat ing cam. Fit the operating lever. on its sp lin es in position to sui t the extent of wear on the linings an d secu re with the nu t an d washer. No e t ha the position of the operating lever may have to be corrected when adjusting the brake after refitting th e wheel. The rang e of adju stm en t ca n be extended by moving this lever on to different spline. Before replacing the felt washe rs which form th e grease seals. pack all bearings with medium/lime soap or aluminium soap greaseskormul tipurp ose grea se. The u e of H.M. greases which have soda soa p base i s not recommended, as these tend to be slightly corrosive if any dam pness finds its w y into the hu bs. NOTE:
Make su re tha t th e inside f the brake drum is quite free from or grease, dampn ess. etc When replacing th e speedo drive. make su re th at t he dogs on the speedo dr iv ea re correctl engaged with t he s lots in the end of the h ub barrel. Make su re tha t the speedo driv is correctly positioned, so t ha t t he speedo cable would not be too stretched or will not have any sharp bends- Replace the felt washe rs, distance collars. an d brake cover plate an d securely tighten the spindle nuts
REAR WHEEL
Removal of wheel
quickly-detachable type
The rear wheel is quickly detachable without disturbing the sprocket. Place vehicle on centre stand. Remove the split pin and the castle nut securing the long spindle which is located on t he sprocket side. Slide out the long spindle from the wheel and remove bot h t he spacers from th RH ide fork end. Tilt th e vehicle and slide out the wheel from th e c hainsta y. For assembly reverse the process bu t take care to engage the cu sh rubb ers properly on the driving lugs.
Cush Drive Four rubb er blocks are fitted in the pockets of centre hu b a nd four radial vanes are formed n the back of the rear sprocket/brake drum, t h u s RE.ASSEM~LYOFC~SHDF)IV~ transmitting both drivhg and braking torque and smoothening out harshness and irregularity in the former. Ifthe cush drive rubbers are worn. and th e amo unt f free movement measured t th e tyre exceeds to ", he r ubbers should be replaced. The condition of the cush drive rubber in the rear wheel can be gauged by placing the'machine on the r& stand, applying the r * brake an d rotating the rear wheel. The cus h rub bers are A d in th e pockets of cent re hub by means of buttons provided in the rubber blocks, thus the rubbers are prevented from falling down when wheel is removed or refitted.
Removal and re-assembly o
rear
wheel sprocket
Removal of sprocket is necessary only if replacement of sprocket or attention to brak es i required. Remove th e wheel as described above. Remove the brak e rod n t an d disconnect t he br ak e rod from t he operating lever. Be su re to DISCONNECT" the stop light switch from th link. otherwise the switch will get damaged. Remove the securing bolts of th e chain guard both front and rear end s and remove the chain g uard. D isconnect the chain link. Remove the securing nu ts from brake anchor a nd wheel spindle. Unwrap the chain from the rear spro cke Slide out th e rear sprocket assembly from the chainstay. For re-assembly proceed in th e reverse ord er . Make su re tha t the inside of th e brake drum is quite free from oil grease dampness etc. Ensure the chain lock clip is fitted in the right direction s o th at th e closed end of the clip is tow ards th e direction of motfon. The rear chain should be inspected fo wear before assembly. It sho uld be renewed when i ts length ha ncreased by 1- 1/8" than a new chain. The rear ChaLn can be adjusted by slackening the wheel spindle nu ts a nd brake anchor shoe pin n ut an d turning the notched ca plate.
REAR W E E L AND HU
2.
Rear
wheel
s ~ o k e sdust
r sid e- ou cover slde-Inner)
Rear brake cover wlate
73 Rear brake wver
r Centre hub with barrel 8.
Rear hub beartnu spacer Rear hub dust cover
28
asher rear Shoe win nut rear
pi
(-~(alnl
29. Rear brak e o?ercrtlneuu 9. J
ring
Rear hldb barrrel O
.
a
h
u
b
f
1.
brake o~eratt-
33. *ear 13.
Rear hub swindle fron
Rear brake returzlSgdaa 35. Rear brakeCa
Rear hub smocke 38T le \.-W Rear hub bearina (&g& 18. Dtqtance collar [d ust cover inner 19 R e a r hub distance collar [dust cover ~u te rs td el 20. Rear brake shoe c/w (fntn a bonde&
9. ! ? a l c c t e r LCJckn-
Lever
ASSEMBLY
Dismantling the Rear Brake Shoes. After separating the cover plate from sprocket assy, unscrew the brake shoe pivot pin lock nu t an d the operating lever t The assembly of brake shoes, return springs, pivot pin and operating cam ca n be removed fiom the cover plate by unscrewing the pivot pin a nd applying light blows with a ha mme r an drift on the end of the operating cam. The ret urn spring can then be unhooked fiom the brake shoes. Brake linings are supplied in pairs and are of bonded type hence ltntngs cannot be seperated and refked with new linings.
5. Removal of bearing fiom centr e hu
re-aeeembly
The bearing fiom the centre hub can be removed by inserting a small rod of mm dia. Insert th e rod thro ugh the bearkg at one end and through th e slit provided. a t the end s of th bearing distance tube. Hit the rod with a sm all mallet on radially opposite side s of th bearing. The other bearing also can be removed by hitting it from opposite side after the removal of grease seal. o remove the h ub spindle [short)an d bearings from the b rake drum, aving already removed the brake cover plate assy., hit outer end of the spindle with a bra ss ham mer or mallet th driving it out of the bearing. Now the grease seal a nd t he bearing from the br ake drum can removed one after t he other. The
fi
of the beatFngs
the hu b barrel is important
in the c ase of Front w heel.
To fit the bea rings in th e hub. us e the wo hollow drifts proceed a s follows. In order to ma ke sure that there is clearance between the inner faces of the bearings and the bottom of the recess, first fit the sealed bearing a t the cu sh drlve side of the centre hu b so th at the be aring will si the housing flush with the boss face. Then place the distance tube fiom other end and p ress th e second bearing and also the grease seal. (small] N O T E : Before replacing the bearings in th e centre h well as sprocket brake drum. pack with med ium/h eavy lime soa p or alum inium soap grease. The use of H P grease which have soda soap base is not recommended a s these tend to be slightly corrosive ifan y da mp nes finds its way into the hu b.
Re-assembly of brake shots Make sur e that the b rake shoe pivot pin is really tight in t he cover plate an d sme ar grease in the grooves f t he pivot pin and on th e operating face of the cam. Also smear grease on the OPERAnON OF
SINGLE LEAD SHOE
DRUM BRAkE
drum
OPERAnON OFA
ULD
SHOE- DFIUM BRAKE
cylindrical bearing su rfac e of th e operating cam. if this ha been removed. Fit the operating lever on its splines in a position to suit th e extent of wear on the linings and sec ur e with th nut. ?he range of adjustm ent can be extended by moving the lever on to a different spltne. No e t ha t th e bolt holes in the cover plate for locating the rear brake cam b us h are slotted, to enable the brake shoe assy. to be centered in t he drum. The brake cover plate as sy with th shoes should be fitted over the spindle into the bra ke drum and the brake applied a s hard possible by means of th e opera ting lever. This will centre the shoes in th he brake cover plate assembly shou ld then be removed and th e screws should t hen be tightened fully and secured with the lock nut s. If the s hoes ar e not correctly centred, the brak will be either ineffective or too fierce. depending on whethe r th e trailing or leadtng shoe first mak es co ntac with th e d rum. With th e brake assy, correctly centered and screws securing the cam housing correctly tightened wear on both linfngs should be ap prox equal.
7. A djustment of Drive Chain
CHAIN ADJUSTYENT
Check slac kne ss of th e drive chain ever 1000 Kms. and adjust if necessary. The frequency of adjustment depends entirely on th e rider habits a nd usage conditions. If the chain is adjusted too loose or to tight, the chain may either jump f the sprocket or might break, ca using serious damage to vehicle/engine part s an d may also lead to a se rious accident.
The Procedure for foLlows;
djust hg th
rear chain is
Place the vehicle on its centre stand on a Arm flat surface.Unfold an d remove the s plit pin n the castle (2). Loosen the st ub axle nu nut on LH side of rea r wheel. Loosen th e castle n nd rear brake anchor pin nu (4).Move the adjuster s to the same numbe r of notches o n either side of th e axle. Rotate t he rear wheel and check the chain tension on the top of the chain. The minimum free play of the chain should be to 30 mm wlth the vehicle on its centre stan d. Check the wheel alignment of front and rear wheel, using a straight edge or by me ans stretching a rope from the fkont wheel to rear wheel. Retighten the s tu b axle n t Rotate t he rear wheel, apply the re ar brake hard an d hold the rear brake pedal firmly in the depressed position so that the brake assembly is centralised in the brake drum. Retighten th e b rake anchor pin nut. Release the brake pedal. En sure t ha t the chain adjuster on th RH side is butting against the peg on the chain stay and is not disturbed from its adjusted position. Retighten th e castle n ut fully su ch th at the split pin hole is aligned. Locate the split pin in position and bend o ut the split ends. Check the cha+ tension again or places by rotating the wheel and ensure t he free play is 25 to 30 mm on the to run.
Wheel Alignment t is not possible to guarantee that the wheels are correctly a when the same notch position is used on both adjuste cams. is therefore not sufficient to coun t the no tche and use the same position on both sides of the machine. The only way to guarante e t ha t th wheels ar e in line is to check the alignment from front wheel to back using either a stra igh edge or a piece f ta string. The alignment should be checked on both sides of th e machine. NOTE:
It is usua l to check the alignment of the wheels at a point ab out six inches above th ground. If the alignm ent is checked also towards the top of the wheels, it will possible to ascertain whether o r not the frame is twisted so 3s to ca use one wheel to be leaning while th other is vertical. To do that it is always necessary to remove the mudguards and unless a straight edge cu t away its cen tre portion is available, it will be necessary also to remove the cylinder, tool boxes, b y tc., in order to allow straig ht edge or a piece of t au t s tri ng to contact the front an d re ar tyres. In the later models a punch mark is provided on both the chain adjusters. These punch be
numbe r of notches from this pun ch mark to e ns ure proper wheel alignment.
General Wheel Rims The rim fitted to the wheel is 2.
.19"pierced with 40
holes for Locating the spoke nipples.
Spokes
The spok es are of plain type mm dia with degree counter s un k head s, angle of bend 80 to 95 degree. Thread diameter is 4.4 0.7 pitch thread. Spoke lengths are 170 mm for the rear wheel and 165 mm for the front wheel.
Wheel Building
Truing
The spokes are lace in such a way that wheel mus t be b t centrall in relation to the oute r faces of the distance collars which At between th e fork end s. The rim should be trued a accurately as possible, the maximum permissible run-out both sideways and radially being plus or minus 1 32". SPOKE LOALHNGS IN
Dmctmn
Hub
WRE WHEEL
The key to correct lac hg is the inside and outside spokes from the flange mu st slope dow th e opposite direction in the figure. The spo kes are in opposite direction to th e inn er two spokes. In th e group f four spokes laced, the inner spokes of each flange ar e sloping dow in the opposite direction of the o uter two spokes of the next grouping of four spokes an d s o on. 4.
Lubrication
Front and rear wheel bearings are lubricated by packhg them with grease every 10.000 Kms. after dismantling the hu b an d requires no further attention.
Sta nda rd tyres a re of size 3.25.19" or Front
3.50.19" or Rear.
When removing th e tyre always st art close to the valve and s ee th at t he edge of th e cover th e other side of th e wheel pushed dow into th e well If the correct method of fittingan d removal of th e tyre is adopted it will be found tha t the covers can be manipulated quite easily with th e small tyre levers. The use of long levers and or excessive force s liable to damage th e walls of the tyre. After inflation mak e s e th at t he ty re is fitting evenly the way round the rim. line moulded on t he wall of th e tyre indi cates whether or not th e tyre i s correctly fitted. Please refer the attached diagrams refitting of tyres.
in
Page No.59 for correct procedure for removal and
ADJUSTMENT
BRAKES
1. Front Brake Twinleading Arrangement
Bullet
3 5 0 / 5 0 0 CC
Bullet 350 500 cc models ar e fitted with twinleading front bra kes for effective brakin g. These are with bonded type brak e sh oes o 7" diameter. Where brake judder or sponginess is experienced and the c ause i s narrowed down to uneven braking of the fron t wheel, the proced ure to a dj us t the sa me is a s follows: TWIN LEADING BRAKE ARRANGEMENT
Link ro OpperLever (Short) Operating Lever (Long)
L/Rod Turning
NLLt IRH) L/Rod Trunion
Nu
2.
Procedure For Adjustment of Brakes Front wheel removed from the vehicle
Hold the front wheel spindle a benchvice with so!? jaws to avoid damage to spindle. Remove the brak e cover plate by loosening the nu t a nd clean the brake dnrm nd br ake shoe assembly. Mark four or f ve lines with a chalk acro ss the shoe lining surfaces a nd assemble t he cover plate to the wheel and clamp it f y th the nut. Ho d the brake cam levers so tha t the brake shoes are binding lightly on to the drum and rotate the wheel in the normal direction of rotation (anti-clock wise direction looking from brake drum end). Remove the Brake cover plate and observe the mark s on the brake shoe surfaces. f the contacts a re uniform, th mark s on the sh oes would have been erase d uniformly. f the m ark o n one side is not e rase d. it indicates th at the br ake shoe has to be moved towards the drum through adjus tmen t provided For example: if the shoe bearing on the cam connected to the s hort lever has the chalk m ark intact then the shoe should be moved ou twards towards the dr um. For this adju stme nt. refi the cover plate assembly. hold the longer brak e lever pulled fully in th e opera ting direction s that the brake shoe is binding on th e dru m a nd proceed s follows NOTE: Check
th e locknuts for threading
RH or LH.
Loosen the loc knu ts provided a t both th e e nd s o link rod an d rotate the link rod clockwise so as to move the sh or t lever more towards th e no rmal direction of th e operation i.e. towar ds the longer lever.
Stop adjusting when the shoe ha s moved an d touches the brake drum which ca n be fel while making the adjustment through th link rod. Then lock th e two lock n ts provided th en d o link rod. If the m arks o n the s hoe operated by the longer lever are not eras ed. carry out above adju stme nts in the reverse man ner (anticlockwise) ensuring th at both the br ake shoe re in contact with th drum uniformly. CAUTION: o no t attem pt to rotate th link rod without loosening the locknuts a nd do not overtighten the lock nu ts on th link rod. The link rod threads might sna if eit her of the above is done.
2.2.
Without Removing Front Wheel From Vehicle
Increase cable play by threading tube end. Loosen th
in
the adjus ter either at handle bar end or
link rod lock n ut s sufficiently t the top an d botto
(L
fork bottom
threads).
Apply front brak e a d hold th e lwe r o not release the b rake till the adjustment is complete). This would e nsure t hat the brake shoe nearest to the drum would be in contact with the brak dnun.
od right to left (clockwise or in the opposite direction sfmultaneously checking whether the sh or t lever moves towards the long lever or vise versa. Turn
link
' h m i n g t h link rod would be easy till the other shoe also comes in contact with the brake drum an d thereafter resistance would be felt an d would be difficult to rotate furthe r. Release the hand lever and check for free rotation of the front wheel (No brake binding should b e felt and wheel sh ould rotate free). Hold link rod in position and adjusters suc h th at brake lever trave
is
lock n ut s just sufBciently.Adjust the b rake cable 20 to 30 rom its resting position.
provided with the LH thread for the above adjustm ents NOTE: 1. Th Link rod Hence the correct trunions and Lock nuts are to be used at the respective threaded ends. (Refer Diagram 2. Link rod adjustment can be made to compensate for the lining wear in the normal service life which avoids repositioning of th e levers. Any excessive play in the Brake cable ca n be corrected by using t he a djust er provide in the Front Brake Lever end a t the handle b ar a nd through t he adjuste r provided on th e left hand fork bottom tub e assembly. CAUTION: you are in doubt, please contact th e au thorised Dealer/Distributor for their guidance an d for correct adjustment of the front brakes.
2. Any mal-adjustment of the brake system &'render affect th e safety of the rider. 2.3.
the brakes inneffective
nd
will
Rear Brake
Set brake pedal resting position with respect to the foot rest by adjusting the stop bolt provided on t he left side on the maln frame. Turn he adjusting n ut on the brake rod, clock wise to reduce pedal travel a nd vise versa to increase pedal travel
The recommended travel is 20 to 3 ensu re no brake binding occurs.
mm
otate rear wheel and check for free rotation a
TYRES
REMOVAL
REPLACEMENT
t some time or other t he need will arise to remove an d replace th e tyres, eith er as a result f a pu nc tur e or becau se renewal is required to offset wear. To th e inexperienced, tyre chan ging represents a formidable task, yet if a few simple rules are observed and the technique learned th e whole operation is surprisingly simple. 1.
2. To remove the tyre from either wheel, first detach the wheel from the m achine. Deflate th tyre by removing the valve insert a nd when it is fully deflated push the beading of t he tyre away from the whee rirn on both sides so th at t he beading enters th e centre well of th rim. Remove the locking cap a nd pus h the tyre valve into the tyre 3. Inse rt two tyre levers close to th e valve, on eith er side of th e valves and lever th e edge of t he tyre over the outside of th e wheel rim. Very little force should be necessary; if resistance is encountered i t is probably d ue to th e fact th at t he tyre beading have not come o f th e wheel rirn al around the tyre
Once the tyre h s been edged over the whee rim, it is easy to work around the wheel rim so th at the tyre is completely free on one side. A this stage, the inner tu be ca n be removed.
4.
Working from th e oth er side of t he wheel, ea se th e othe r edge f th e tyre over the wheel rim. Continue to work around the rim unt il tyre is free completely from the rim. 5.
If a pu nctu re h as necessitated the removal of the tyre, reinflate the inner tu be an d immerse it in water to tra ce th e source of th e leak. Mark its position an d deflate the tube. Dry th e tu be an d clean the ar ea aro und th e puncture with a petrol soake rag. When the surface has dried apply rubber solution an d allow this to dry before remo vhg t he protective sticker from a p atch and applying the patch to the surface. 6.
It is best to use a patch of the self-vulcanising type, which will form a very permanent repair. Note th at it may be necessary to remove another protective covering from the to p s ur face f the p atch , after it ha s sealed in position. Inner tube s made from synthetic rubb er may require a special type of patch and adhesive if a satisfactory bond is to be achieved. 7.
Before replacin g th e tyre, check t he insi de of it to remove the foreign particle which ca use the puncture. Check th e outside of the tyre, particularly the tread area. to make sure nothing is trapped t ha t may cause a further puncture. 8.
If the inne r tube h as been patched on a n umb er of pas t occasions, or if there i s tear or large hole, it is preferable to discard it a nd fit a new tube. 9.
10. To
replace the tyre, inflate the inne r tub e ju st sufficiently for it to assu me a circular shape. an Then pu sh it into th e tyre so tha t it is enclosed completely. Lay the tyre on th e wheel angle an d ins ert the valve through th e rim tape a nd t he hol in the whee rim. Attach the locking cap on th e fir st few th rea ds, sufficient to hold th e valve captive in i ts c orrect location. 11. Starting
a t th e point fur therest away from the valve, pu sh the tyre beading over the edge o the whee rim until it is located in the central well. Continue to work around the tyre in the fashion u ntil th e whole f one side of th e tyre is on th e rim. It may be necessary to us e a tyre lever during th final stages.
removal: Deflate inner tube an cl me proldmity to tyre valve.
n
ead is
,tyre on rim
Use slrnilar
clear. remove tyre
insert
lever In
hown.
leed through hole in rim.
technique for second h a d . flnlsh a t tyre
valve pasitio n.
wo levers to work
bead
over the edge of
fitting: Inflate inner tube an
insert in tyre.
Work first bead over rlm. Uslng lever
flnal secuon.
Push valve and tube u p into t y r e when fltllng nnal section, to avoid trapping
12.Make sure that ther is no pull on the tyre valve and again commencing with the area -crest £rom the valve, ease the othe r beading of th e tyre over the edge of th rim. Finish with the area close to the valve, pushing the valve up into the tyre unttl the locktng cap touches the rim. This w i l l ensu re the in ner tube is not trapped, when the las t secUon f the beading is edged over th rim with tyre lever. 13. Check that the inn er tube is not trapped a t any point. Reinflate th e inner tube. a nd
check tha t t he tyre is seate d correctly around the wall of th e tyre on both sides. which should t all points. If th e tyre is unevenly located on th rim, be equidista nt from the whee bouncing the wheel'when the tyre is a t the recommenaed pressure. It is probable that one of the beading ha s not pulle clear f th e centr e well 14. Always ru the tyres at the recommended pressures and never under or over-inflate. See specFfications for recommended pres sure s.
15. Tyre replacement is aided by dusting the side walls. particularly in the vicinity of the beading with liberal coating f Re h chalk. tape in position. If this precaution 16. Never replace the inne r tube and tyre without the is overlooked there is a good chance of the e nds of the spoke nipples chafing t he i nn er tu be an d causing a series f pun ctur es. Never fit a tyre which ha s a damaged tread or side walls. Apart kom th e legal aspects there is a very gre at risk of a blow-out. which can ha ve ser ious conseq uences o n an y two wheel vehicle. ._ 17.
.-
18. Tyre valves m il y give trouble bu t it is a h y s advisable to check whe ther the valve itself is leaking before removing the tyre. Do not forget to A the du st c ap which forms
effective second seal. This is especially important on a high performance machlne, where centrifugal force can ca use th e vab e insert to retract and the tyre to deflate without warning. CAUTION:
wheel.
Sudden deflation may cause an accident, particularl if it occurs in the front
IGMTIQN
LIGHTING SYSTEM
1. General The
. Lighting an d Ignition system com prises of seven main com pone nts:
(i) Alternator (stato rotor). (Ft) Regulator and Rectifier (R Unit) (W) Ignition coil, (iv) Contact breaker unit with automatic timing control, (v) Lighting switch, (~i) gnltion switch. (vii) 12V. Battery. When the engine is starte d, the alternator g enerates AC energy which pass es thro ugh t he rectified as DC energy. This rec me d DC gets regulated by th e regulator and c harg es th e battery depending on battery an d load conditions.
2. Alternator The alternator comprises of two main components, a stator an d a rotor. The st ato r carries
three pairs of series-connected coils. The rotor is a perma nent magnet. The stator a nd rotor can be sep arat ed with out the need to At magnetic kee pers to the rotor poles. As the rotor turns, paid and repeated reversals of flux take place in th e coil cores. These lines cu t through the tu rn s of the coil and induce alternating voltage in th at .coil. External connections are taken from these coils to a regulator rectifier.
Regulator-Rectifier unit The altern ator which cons ists of stator a nd rotor h as th ree pairs The alternator o utp ut is directly connected to regulator rectifier C inp ut term inals
f series connected coils. RECTIFIER CUM REGUIATOR
The control circuit of regu lator rectifier unit monitors th e battery v o lt ag e a n d r e g u l a t e s t h e charging current to the battery according to pre-set regulating range (Range: old: 13.8 volts to 14.6 volts. New: maximum of 15.5 volts) During the day running period ie: ignition load alone. th battery voltage rises rapidly an the regulator starts regulating the charging current to the battery. When the head light is switched 'ON' more current is drawn from the battery and the regulator in turn allows higher cu rr en t to flow into the battery for charging.
CIRCUIT D D A I L S
New ty pe Regulator This is It
is
Rectifier. (on Vehicles produced after July 1995)
n improved version
f the previous reg ulator cum rectifier.
mounted under the seat dual.
W RE
UU ~R
REC~FIER
The input an d o utpu t connections are the sa me in the old u nit.
Salient feature: The modified regulator, rectifier ha s th e adv antage that in the event of the regulator failing and the amm eter not indicating charge, the regulator can be disconnected from th e circuit and charging will take place without an y regulation of curre nt. Also the reg ulator or the rectifier can b e replaced i n d i ~ d u a l l y the event o failure. CAUTION: n case the regulator is faulty and has been disconnected from the circuit. it should be replaced through the nearest authoris ed Enfield dealer to prevent over charging of the battery an d s ubs equ ent damage to the battery an d other electrical systems.
Mounting arrangement of new regulator
rectifier Unit.
Remove wire connections from regulator cum rectifier which mud guar d f th e vehicle (jus t, below the ignition coil) 2.
Remove the du al s eat mounting and dua l seat.
3.
Fi the new strip plate (assembled with recfl;er/regulator
mounted o n th e &e
flasher un it) on to th e front
mounting stu ds of the se at. 4.
is
Connect th e rectifier wires to the main cable har ne ss. Connect like colour wires together.
5. Connect the flasher uni t wire.
6. Reassemble the deal seat over the s trip an d tighten. MOUNTING ARRANGEMENT OF NEW REGUUITOR
DUAL SWT M O m H C DUAL SEAT M
O
m
DUAL SW
G
W
m
MOUHITHG 5N
FROm
REGUUfOP
M O U K I P I C BOLTS
WA SlEX5
RECnRER
Routine M aintenance The alternato r and regulator rectifier requires no maintenance a pa rt from ensu ring th at all connections ar e clean an d tight. the rotor, stator, engine crankshaft or rear half of the chainc ase have been distu rbed . the 0.006" gap. airgap between the rotor and stato r should be checked for a minimum If
The ignition coil is Iocated beneath th es ea t. It should be kept clean and th e termin als kept tight. When the high tension cable shows sign s of perishing or cracking it mu st be renew ed.
Contact Breaker unit/Contact Set The contact breaker setting should be checked after the first 800 Kms. running and subsequen tly ever 5,000 K n s . (3000 miles) Cleaning contact breaker
points
Remove the contact breake r cover an d examine the contacts. If they are dirty or pitted. they mu st be cleaned by polishing with a fine carboran dum stone or very fine emery cloth. Afterwards wipe away any dirt or metal du st with a petrol moistened cloth.
Setting contact breaker gap. To check or reset the gap. turn the engine over slowly until the piston is at TDC on compression stroke and the c ontacts ar e seen to be fully open. Insert 0.35 to 0.40 m (0 .01 0.16") feeler gauge between the contacts. Slacken $he screw 'A securing the fhe d contact plate and adj ust th e position f the plate until the gap is the th s of the feeler gauge and tighten. If the gap i s correct, the gauge wiII be a slidin fit.
Setting ignition timing. To check or reset the ignition timtng. rotate. t he cra nksh aft in the normal direction until th e piston is ju st before TDC an d th e contact b reak er points jus t commence to open. (' e best way to check t he open ing of points is to switch on the ignftion and crank the engine slowly until the ammeter needle ju st ret urn s to its central position. The points should ju st commence to open a t this position. Check the position of th e piston which shou ld now be 0.8mm before TDC on the compression stroke. At this position slacken the two screws B. Swing the base plate to the left to advance or to th e right to re tard the ignition. Retighten the two screws su ch
COKTACT POINTS
tha t the CB points gap jus t comrnenses to open. To check whether the adjustment is correct, insert a thin strip of tissue pap er between t he points and gently pull out the paper which should not get damaged an d shou ld be sliding fit. The most ac cura te method of setting timing is by using a dial gauge. Remove spark plug dial gauge on the spark plug hole ix using a suitable adaptor. Cran k engine gentl so tha t piston is TD on compression strok e. With the piston at TDC rotate the dial such that the needle aligns with zero on Me dial gauge. Set the C.B. point gap at 0.35 to 0.4mm and rotate the crank shaft in the opposite direction such that the pistoll will be 0.8mm before TDC ( ? h s can measu-ed on the dial gauge). Now reset the base plste that the points just cornmenses to open. This can be checked by connecting a 12v bu lb an the CB point in se ries with a battery. When th e points are in contact the bulb Will glow an d when they just open th e bulb will no glow
Lubrication (every 5 . 0 0 0 Kms.) Smear th e surfac e of the cam very tightly with mobile grease No.2. non creep oil or clean eng ine oil. Apply a drop of clean engine oil on the cont act breake r pivot. Make su re no grease o r oil gets in between th e contact points.
8. Automatic Timing Contro The automatic timing mechanism provided i n th e c ontac t breaker housing helps in automatically advancing th e ignition timing with relation to engine speed t highe R P M .
TlMlNG
USING DIAL GAUGE
When servicing the B points th e cam should be checked for free movement in th e clockwise direction and tha t it is not s tuck. o obtain acce ss to the u nit, remove contact braker cover an d th e base plate assembly. Apply
drop
f clean engine oil on th
fly weight pivots a nd the sprin g eyelets. AUTOMATlC 77MING UNm (ATU) OPE RATION
9.
Spark Plug
Owing to electrode bur ning , t he electrode gap widens in operation and may impair the performance and economy of the motorcycle. Therefore. the electrodes should be cleaned a nd adjusted to its specified gap i.e. 0.46 to 0.50 mm. Check the electrode gap every 5.000 K . an d clean an d adjus if necessary Spark Plug
Ref.
SPARK PLUG
No.
350cc
B7HS
500cc
BR8ES
Battery The battery is a 12 Vol or 5.5 Amp. ho ur capacity battery. Every week t he filler cap o each cell should b e unscrewed so th at distilled water c an be adde d to bring th e acid level above the top of the se pera tors foun d low. ( For US/ Canada battery used is 12 AH) O NOT add t p water a this contains im pur itie z d should not be added un les s this is accidentally spilled o ut of the b at te . In case f spillage, it sho uld be replaced by dilute sd ph ur ic acid of th e s am e specific gravity as in t he cells. Keep th e battery ter mina ls clean, a nd £ e from corrosion by co ating with pu re vaseline (no t grease). Many lighting troubles ca n be traced to unse en corrosion between th e battery Ieads an d th e terminals in the battery. The corrosion takes place mu ch more frequently a t the battery terminals th an a t other electrical contacts. The state of charge of the battery is indicated by the specific gravity of it electrolyte. If specific gravity falls to 1.1 10, the battery mus t be recharged using a n ex ternal D.C. supply a the normal recharge rate of 0.5 Amp. NOTE: f the b atte ry is sub jected to long periods of night parkin g with the lights on.
be nec essary to recharge the battery before using the motorcycle.
it
ma
11. Head Lamp A) Regular and UK Models The unit consis ts of a reflector and front lens assembly which are permanetly s tuc k together to prevent water a nd du st from entering inside an d spoiling the reflector. prefocus bulb is use d, hen ce no focusing device is required to be fitted. The bulb s a large flange an d cap. A slot in the flange helps in correctly positioning th e b ulb in the reflector A spring loaded bu lb holder, when assembled on th e reflector ens ures th e bulb is held in position. The bulb
connected to the wiring ha rn es s with the help f lucar connectors. Th e bulb i 2 V 40/45 watts. is
o replace the bulb in the light unit , loosen the top screw on the fixing rim an d remove th front ri an d light assembly taking care to disengage the lug at the bottom f th e front rim from the &g rim. Disconnect the lucar connectors from th e bulb terminals. Gently press and twist th e bulb holder in th e anticlockwise direction to remove the bulb holder-Remove 'the bu lb ou t of th e reflector Reassembly f th e headlight bulb i s the reverse orde r of th e procedure mentioned above bu care should be take n to locate the b ulb and holder correctly in th e reflector. In the event f damag e to either the l ens or th e reflector. a new light uni t m us t be fixed. To remove the light unit from the front rim, remove the securing spring clips holding the light unit to th rim an d remove the light unit from the rim. While reassembling the Li t unit en su re th e word 'top' on th e lens is towards th e top f the rim a nd secure th e spring clips in the fMng ri ensuring tha t they ar e equally spaced aro und th ri
B) US/ Canada Models These models ar e Atted with an
evice to meet th e regulations
in
and Canada.
The light unit is a sealed beam. In the event of the head light bulb fusing the complete sealed beam ne eds to be replaced. The dismantling of the head light assembly in the same except that the sealed beam located in th aiming device housin g. The sealed bea m is located on a spring loaded screw on one side and by me ans springs connected to the housing.
Parging Lights PARKING UGHT
Access to the pa rldng bulb s is obtained by removin This forces over the the parking lamp im (see fig3 edge of the rubber lamp body and is additionally se cu red by m ea s of a sm all f g screw. After removal of the lamp rim the parldng lamp lens can be pulled out of the rubber body, after which the bulb will be accessible. Bulb
Parking Lamp
2W
RUBBER SH LENS
Stop
Tail Lamp
The rear lamp is
combined stop and tail light -nd also incorporates
reflector
Access to the b ulb is obtained by removing th e two screws which sec ure th e plastic cover. The correct bulb is 12 volt Watt or 5 2 1 Watt. The Natt filament provides th e no rmal tail light, while th e 18 Watt filament is ~ll um ina ted y mover-lext f th e brake pedal an d while operating fron t brake lever. Care mu st be taken while replacing a new t ight assy so th at the leads to the stop tail lamp ar e correctly connected, a s the use of thc 18 Watt filament on th e norma l tail light will no t only discharge th e battery b t could c au se excessive heat affecting the plastic cover. t t he same time, the Watt filament, if us ed s sto p light, wi l be ineffective in bright su nlig ht or a night when t he tail light filament is illuminated.
14
Horn
The mac hine is fitted with 12V Amps D C. Horn. This is a sealed unit an d s houl d never be tampered with. A screw is provided with locking nut t the back of th e ho rn for tone adjustment. Do not meddle with it unless it requries adjustment. If the horn gives only a choking sound, or does not vibrate, it does not mean that the horn ha s broken down. The trouble may be d ue to a discharged battery. a loose connection, or short-circuit in the wiring of the ho rn. It is also possible tha t the performance of the horn may deteriorate du e to mounting becoming loose. HORN-FRONT
HORN-REAR VlEW
TONE ADJUSIT'JG SCREW
However a s etti ng screw is provided which i s cover& by a protective rub be r cap . "B f th e ho rn soun d is feeble then minor corrections are possible by mean s of th is setting screw. To
carry
ou t adj ustm ents please proceed
s follows:
Remove protective rubber cap
Turn
in
th e small screw very carefully a t the s am e time check for functioning of th
horn
Stop adjusting when the desired soun d level is obtained. Refit th e protective ru bbe r ca p over screw when ad justm ent is complete. the adjusting screw is turned in too much the horn would only give a choking soun d or if it is tur ned ou t too mu ch the soun d would be very feeble NOTE:
CONTACTS
PED NO. 8859111195
ELECTRICAL CONNECTION DETAILS AIternator assembly The three ou tput wires from the alternator should be connected to the main cable ha rn es through s na p on connectors. Connect t he wires a s fol ows: Wiring H a r n e s s
Alternator
US/Canada to
Violet
green
to
white green certain Velurles he
CAUTION:
Regular
green wv
green
colour Ls v~olel
Do not interchange the above conn ections to prevent overcharging f th e battery.
Regulator cum R ectifier The connections ar e a s follows:
regulator
Wiring H a m e s s
US/Canada
Regular
Brown
Brown(+ve)
Brown (+ve)
Brown[+ve)
Black
Black[-ve)
Black[-ve)
Black(-ve)
Green
Green(AC)
GreenlAC)
Green(AC)
ELECTRICAL CONNECTION DETAILS AIternator assembly The three ou tput wires from the alternator should be connected to the main cable ha rn es through s na p on connectors. Connect t he wires a s fol ows: Wiring H a r n e s s
Alternator
US/Canada to
Violet
green
white
to
green certain Velurles he
CAUTION:
Regular
green wv
green
colour Ls v~olel
Do not interchange the above conn ections to prevent overcharging f th e battery.
Regulator cum R ectifier The connections ar e a s follows:
regulator
Wiring H a m e s s
US/Canada
Regular
Brown
Brown(+ve)
Brown (+ve)
Brown[+ve)
Black
Black[-ve)
Black[-ve)
Black(-ve)
Green
Green(AC)
GreenlAC)
Green(AC)
White
hi e(AC)
White(AC)
White(AC)
Ignition Coil (LT connection s) Version: con nec t white wire from terminal no.6 of ignition swi tch to +ve term ina l of coil and black /white wire from CB point assem bly to -ve term ina l of coil US/Canada: Connect white wire from engine stop switch a t the hand le ba r to +ve terminal of th e coil d black wire from CB point as sem bly to -ve term ina l of the cofl. Regular version: Connect whitewire from terminal no.4 of ignition switch +ve terminal of coil an d grey wire from engine sto p switch to -ve of the coil HT connections: Connect HT lead to the centre . f th e cofl an d th e sp ark plug ca
Stop
Run switch on handle ba
-Only
US/Canada an
Regular versions
US/Ca nada : Connect brown/w hite wire from switch to -ve term inal of am me ter Regu1ar:Connect bIack wire from switch to CB Point.
Battery Connect the earth wire b lack) from ha rnes s to ve terminal of the battery and the main wire (red] from th e fuse carrier to the +ve termina l of th e battery. Caution: Do
not conne ct the battery to the main cable harn es s without the fuse carrier an never interchang e the batter). termina l connections.
Ignition Switch The ignition switch basically below. The wire con nect ions
positions. The functions comeetions ar a e thr ou gh noninterchangeable cou pler s.
Ug Version
Centre
Ignitlon off. b a t k g circuit off. can be
removed
Ignition and batter
Clockwise
Circuits. connected. Ke
cannot
be
removed
Anticlockwise Ignition off, battery circuit O . Pilot lampgloprs. ta can be removed to facilitate night time parking wlth pilot lights
Regular version: The ignition swftch is th s a m e as UK ersion switch except that th theanlkhch&e@tlonand t h e t e r m i m I c o n n e c t i o n s a m a s *
switch has
no function
Terminal Connections Number
Wire
(+ve from RR unlt
colour
Brown
Brown (+vefrom battery) Blue V8/Canada Version
The ignition switch Position Wtlon
is
located on the head lamp casing
place of the head light switch.
Ignttion an d battery.circults off 3: AU
circults ON and he adlight fflumtnates moment switch
ON
Main
Light Switch
pilot lamp s on
This switch is applicable only to UK an d re gula versions. The main ight switch is located on th e head lamp casing and h as positions. In the K version th e cen tre position is off and the Regular version th e extreme left is of position.
lights off Pilot an d he ad light
in
The wiring con nections ar e a s follows: Regular
UK Version Wire Colour Brown Blue Red Green Amber
Terminal No.
Wire Colour Blue Brown Green Amber
Version Terminal No.
Handle Bar Switch The hand le bar switch provided on the left side of the ha ndle bar cons ists of hea d la mp high low switch (head lamp day flash only in US/canada versions) trafficator switch and horn push button. The wires are presoldered to the terminals and connections are through couplers an d s ap on connectors. The colour of the wiring connections ar e given for reference purposes.
Blue Red White Brown
Wires colour US/Canada green Red White Brown
Yellow/red Black/white Black/green Yellow
Yeilow/red Black/white Black/green Yellow
Term inal N ZJ
10 13
9.
Regular Blue White Red Black/green Yeilow/red Black/white Yellow
Connections for H-lamp sup ply H-lamp Hi beam H-lamp Lo beam H-lamp day f lash Trafficators Lamp Trafficator supply Trafficator la mp Horn Trafficator supply Trafficator lamps Trfficator lamps Horn
Horn
Connect the lucar terminals blue a nd ye low to the hor n and en sur e the protective sleev is in position over the connections. 10 Brake light switches There are switches provided, one near the front brake lever an d th e oth er inside th e tool box. Th connections are blue a nd green wires The front brake light switch connects inside the head lamp casing, using lu car co nnectors, and the rear bra ke wire connections are through sn ap on connectors NOTE: Ens ure all earth connections are clean a nd the sn ap on connectors lucar terminals a nd couplers
and the wires are fully inserted into
Check an d correct any electrical fau lts before replacing blown fuse links. o N t interc hang e battery terminal co nnections a nd reg ulator cum rectifier conne ctions.
CARBURETTOR Bullet Motorcycles ar e fitted with
KC
B Carb uret tors
ype
350cc
VM-24
500cc
V M - 2 8 Type
Function The function o r the car burettor is to provide com busti ble Air- fuel mixture by bre ak ing th e fuel into tiny particles in th e form of vapour an d mixing the fuel vapour with air in proper ratio'and deliver it into the engine combustion c hamber. In general,
al
carburettors are designed to provide the engine with the designed ratio of
automised fuel-air mixture a t the required quan tity levels to cater to both load an d road speed engines. In the Mikcarb carb uret tors fitted to 350cc an d 500cc Bullet Motorcycles, the aut omisa tion a nd mixing o r fuel an
ir
is
carried out by THREE sy stems, v z.
STARTING JET S Y S T E M ' O ~ CHOKE SYSTEM' PILOT J MAIN
T SYSTE T SYSTEM
STARTING JET SYSTEM
Starting Je t System The star ting jet syste m provided in this carburettor is to aid starting, under adverse condi tion such mornings.
that experienced durin g cold winter
The starting et system comes into operation. when the ch oke levek is pushed down and thereby lifting the choke plunger irom its seat. This enables an' additional quantity
i fuel to be
supplied to t he engine in addition to that of pilo jet system. This action makes the fuel air mixture to become richer for better startability.
Pilot Jet System The pilot jet system supplies the engine requirements at lower engine speeds only. i.e. during screw. The pilot air screw idling rpm. This function is carried out by th pilot jet and pilot governs the air fuel mixture ratio. Adjusting the screw by screwing in beyond th specfled limits would ma ke the mixture rich -ice versa RLOfmSYSTEU
Main
Jet System
The main Jet system comes into operation at speeds above idling, i . th e moment thro ttle slid is lifted. When once the main Jet system becomes' functional, it provides to t he by-pas circult for the pilot jet system. As such . the pilot jet system becomes totally inoperative duri ng main Jet system operation. This main Jet system comprises of the main Jet, the needle jet a nd the ta per needle. The fuel flows through the mai nje t (also known metering Jet) during th e main Jet operation. The taper needle, which is mounted on the throttle slide, while operated up and down increases or reduces the cros s sectional area between the needle Jet bore and the needle. This in turn monitors th quantity of atomised fueI supplied with respect to engine spee load.
MIKCARB CARBURETIWR
V M 2 8 (SO0 C.C)
The taper needle sh an k ha s f ve grooves in it, so that. it can be set in relation to the thro ttle slide. f th e needle is se t higher on the thro ttle slide, the quantity of fuel th at is being supp lied would become much more, than if it would have been set a t a lower position. However, it is to be noted thatt the fuel supplied is governed by the above mechanism only on part throttle condition. With th e thro ttle fully opened, th e fueI supplied i s monitored by t he main jet only. The recommended position for th e Needle Lock is the 2nd or 3rd groove fkom botto m.
servicing The carb urett or sh ould be cleaned thoroughly with petrol only. Ensu re th al parts ar e i serviceable condition. Before mounting th e ca rbur ettor , always en sur e th at the -slideis free to move up and down by operating the throttle twist grip. Also ensure that the starter piston (choke plunger) is properly s et in position. CAUTION:
jets and passages. If the pas sages a re blocked, us e only pressurised air to clear the p assages. Handle all par ts gently an d with great care. Run down all threaded attac hmen ts gently. Neve us e force.
Mounting Special care must be exercised while mounting the carburettor. Ensure positioning of carburettor is vertical and the gasket. '0 Ring is serviceable. to prevent any &/g as leak. In 500cc models, Rubberised Inlet Manifold is fitted. To check th e condition for any crac k, or otherwise a cracked manifold will result in starti ng trouble an d er ratic idling speed.
sett ing Idlin It is always recommended to set idling speed f th e engine while the engine is still warm , i.e. after a sho rt run. The procedure for setting idling speed
is:
a)
Start the engine and warm
p for
to
minutes.
b)
Turn
c)
Open out the screw slowly an d keep wat ch on engine speed. At a po int, eng ine speed will increase. Find th e position where t he engine M is maximu m a nd t he engine firing uniform. Th is is normally between to half tu rn s of the air screw (360" 180" Tur ns) fro its fully closed position.
the pilot tr screw down to th e bottom an d reduce t he engine R M to th slowest rat e, using t he idle adjusting screw.
w a dj us t th e idling
d)
M once more
Take o ut a ny excessive pla
NOTE:
2.
in
with
th e idling screw.
th e thro,Me cable.
he hand le bar to left side right side to ensure th at the throttle cable free and does not f d with anyother part in the ro uting of the cable.
Turn
Besides the above two settings, no other settings to the carburettor operaconditions.
is
is
required for normal
SERVICE LIMITS 35
COMPONENT
No
Small end (Gudgeon pin)
Inches 19.11
Crankshaft big end-axial play Crankshaft Runout Connecting rod twist Crankshaft axial play in crank case
2.80
Cylinder Barrel w ear be mea sured approx from top) Piston Wea (T
50
cc
0.752
cc
Inches 19.11
0.752
0.55
0.02
0.55
0.02
0.08
0.003
0.08
0.003
0.075
0.002
0.075
0.002
2.80
0.11
2.759 2.741
84.125 83.725
0.175
0.75
0.007 0.030
.OO
0.007 0.039
0.150 0.187
0.006 0.007
0.178 0.229
0.007 0.009
0.075 0.10
0.003 0.004
0.075 0.10
0.003 0.004
70.078 69.636
3.296
be measured approx 015mm rom bottom (skirt)
Bore to Piston Clearance (bore piston diameter) Piston ring end Gap in bore 10.' Ring to Groove clearanc Compression rings Oi ring (Scraper ring) 1. Valve stem to Valve guide clearance. Inlet Exhaust. Valve spring free length Inner Outer CIutch Steel Plate Distortion Clutch Friction P lates Thickness -Bonded -with Insets Clutch Plate lug width Clutch spring free length
0.715
48.20 50.04
1.897 1.970
48.20 50.04
1.897 .g70
0.15
0.006
0.15
0.006
4.00 4.30
0.157 0.169 0.236
4.00 4.30 6.00
0.157 0.169 0.236
6.00 25.5
=r 1.004
25.5
1.004
Wheel axle sha ft run ou Wheel rim run ou
0.008
0.008
0.078
0.078
Brake lining thickness Brake drum internal diameter Front fork main tub run ou Front fork spring free length
0.078
0.078
153.50
6.043
153.50
6.043
0.05
0.002
0.05
0.002
20.75
20.75
TROUBLE SHOOTING
COMPLAINT
ENGINE DIFFICULT
CHECK 1.
Cfank the engine seimral times. How is the aanking pressure?
DOES NOT STAR
OBSERVATION starter Kick moves freety.
BULLET MOTOR CYCLES
pedal
CAUSES 1)
Clutch slippage
No dutc h cabl
2)
REMEDIE
free
play
Adjust du tch cable play
Stuck clut ch cable
Clean and free the cable
Weak clutch springs
Change the du tc h spring
Worn out clutch plates
Replace the dutch plates
Compression weak: Loose spark plug
TigMen the spark plu
Xght tappet adjustment
Adjust the tappet m n d y
Blown cylinder head gasket
Change the gasket
Leakyvahres
Lapthevalves
Wom oWs core d cyllnder
Rebor to nex t cwer size
Worn out piston rings
Replace piston rings
Jammed piston rings
Cleanand
G l a z e d cylinder
Rebore the cylinder to next 0.s.
Leaky decompressor
Check and change the gaskets Lap the decompressor valve
Blocked fuel tank ca vent
offensive odour
Clear the vent
carburator and till the tank w i t h
TROUBLE SHOOTING
ENGINE DlFFlCLlLT
CAUSES
OBSERVATION
CHECK Switch 'on' ignition and crank engine. Does the amp. meter needle deflect7
a)
No, it doesn't
It
b) Yes, it always remains in discharged position
c) 5.
Remove spark plug, Cover the spark plug hole with thumb. Crank engine several times. How is the petrol smell? Is there petrol stain on thumb?
DOES N OT STAR
a)
K i l l switch circuit open
Chec kand correc
Defective ignition switch
Replace ignition switch
Snapped battery connection
Check and correct
Snapped LT lead
Check and correct
CB points not closing
Adjust the points
Open primary circuit
Check and correct
Fully discharged battery
Charge the battery
Shorted kill switch
Replace the ki ll switch
Shorted ignition switch
Replace ignition switch
C.B. points not opening
Adjust CB points
Shorting at CB points
Checkandcorrect
Stuck open slide valve
Free the slide valves
ItisOK No petro l smell. No petrol thumb. fresh
b)
stain
On
Heavy petrol smell. Petrol wets thumb.
petrol flow to the bowl Blocked carburator fuel inlet
Clean the passage
Stuck closed, float needle
Clean and free float needle
Float height too hig
Adjust float height
Blocked pilot jetlpilot discharge orifics
Clear the jevdischarge orifice
Warped inlet flange
Face the flange
Loose inlet fasteners
Tighten fasteners
Too rich air petrol mixture from carburetor:
Dirt on float needle seat
Clean the n eedle seat
Damaged float needle valve
Replace the needle valve
Punctured Roat assembly
Fbpai rlbpla ce the float
Float height adjusted too low
Adjust float to righ t height
LooseWorn out pilot et
Tighten/Replace pilot et
Blocked pilot jet bleed holes
Clean the jet bleed holes
Stuck open choke
Check, dea n and fit the chok
Choke on hot engine
Pull choke to 'M position
Ai
c) d)
REMEDIES
m much oi It is normal
on
humb
screw too far in
Adjust the air screw
For causes and remedies refer to hi gh lub oil consumption
6.
Clean spark plug electrode tips. Set gap. Connect i t to HT lead. Earth its body. Turn ignition switch 'on', Ensure 'kill switch' is in Run position. Crank the engine. How is the spark?
a)
b)
c)
d) 7.
8.
No spark
RedNellow spark
Side spark or Intermittent spark
Defective spark pl ug
Change the plu
Defective plug cap
Change the cap
Open primary circuit
Check and correct
Defective H.T. coil
Change the HT coil
Defective HT lead
Replace HT lead
Excessive electrode gap
Adjust the gap
Loose connections
Tighten all connections
Dirty, pitted CB points
Clean and adjust CB points
Discharged battery
Recharge the battery
Defective HT coil
Change HTcoil
Cracked spark p lug insulator
Change the spark plug
Loose connections
Tighten connections
Foulded spark plu
Clean-and adjust the gap
Cracked HT lead
Change the HT lead
Light blue solid spark
Is the spark plug of right specification
No
Shorter reach spark plug
Replace with right plug
Too far advanced ignition timing
Adjust ignition timing
Yes
Is the ignition timing correct?
No
retarded
Yes, it is correct Then, now, engine should
NOTE:
start
easily
1.
Combustion elements
2.
Right compres sion heats up the air petrol mixture. Light blu e spark at the right tim e ignite s it and engine starts.
3.
Right compression pressure for b ullet
4.
Fuel, Air and Heat.
6.5
kg/cm2 o
8.5
kg/cm2.
Check ignition coil as follows Remove shark plu g cap from H.T. lead. Turn ignit ion switch 'on'. Hold the H.T. lead end about m.m. away from cylinder head. Crank the engine. Continuous light bl ue spark jumping from the l ead indicates the primary circuit and the HT coil are OK
COMPLAINT
LO
IDLING PROBLEM
OBSERVATION
CHECK Does the engine cut off suddenly when the throttle is closed but remain running as long as throttle rem ain partly open?
a)
Yes, it cuts off.
No How is the engine running in throttle fully closed position?
a)
b)
3.
4.
5.
Is the engine low idle rpm higher?
Does the engine low idle erratically?
Does the engine misfire and cut off?
it
Throttle stop screw too far out
Adjvst throttle stop screw
Air screw too far in
Adjust air screw
Pilot jet blocked
Clean pilot jet
Pilot discharge orifice blocked
Mean the piiot orific
Weak compression
Check and correct
Too far advanced ignition
Check and adjust
Too far open C B points
Check and adjust
Stuck open auto adv. ign. untt
Check and correct
Loose carburator mounting
Tighten the mounting
Warped wbur at or flang
Check and correct
Air screw too far out
Adjust the air screw
Loose LT connection
Tighten the connections
does not cut off
It gradually cuts off without excessive smoke
It cuts off graduall and with smoke heavie: exhaust sound
c)
OK
a)
Yes, it is higher
b)
No, is not
a)
Yes,it does
b)
No, it doesnY
a)
Yes, it does
Excessive fuel flow to the engine Air screw too far in
Adjust airwew
Dirt between float needle valve and seat
Clean needle value and seat
Damaged float needle valve
Replace float needle valve
Punctured float
Replace float
Faulty float height adjustment
Correct float heig ht
No throttle cable free play
Adjust throttle cable play
Throttle stop screw fully in
Adjust as required
Stuck throttle inner cable
Oean/Replaca cable
Partly stuck open slide valve
Clean nd free the slid e vatv
Restricted fueld flow to float chamber
Check and conect
Aux air screw m
Checkend adjust
No, it doesn't
e out
Air screw too far out
Adjus! the airscrew
Air screw too far out
Adjust the air screw
Auxiliary air screw too far out
Adjust auxil ~ary ir screw
Suction leakage
Checkand correct
Worn out slide valv
Replace d
Excessive
spark plug gap
ak
Adjust gap to 0.
Fouled spark plu
Clean and adjust spark plu
Faulty HT m i l / m r d
Repiace the KT willcord
Dirty CB points
Qea n and readjust
Water in petrol
Replace petrol
Low level chamber b)
'REMEDIES
CAUSES
of
petrol
in float
Adjust the float height to
COMPLAINT
LOW IDLING PROBLEM
CHE CK
OBSERVATION
CAUSES
High compression pressure
severe kick back?
REME DIES
Check and correct
Engine would now low i dle sm oothly
NOTE
Find out induction leakage by
METHOD1
Pour some petr ol at the suspected joint. If engine cuts off, there i s suction leakage at that joint.
METHOD2
Pour some lube oi l or appl y grease at the suspected joint. If the slow running improves, there is leakage at that joint.
OF
CHECK 1.
he load on engine O.K?
OBSERVATION No, it is over loaded.
a)
REMEDIES
CAUSES Excessive pay load
Reduce pay load
Low tyre presure
Inflate the tyre t o ri ght pressur
Tight chain
Adjust chain tension
Primary an d Rea
Brake binding
Adjust brake
Too much oil in gear box or primary chain case.
Drain and correct
Sticky wheel bearing
Clean and lubriacte the bearings
Yes
3.
Does the road speed increase in proportion with engine rpm?
a)
How is the s moke?
a)
No
Clutch slippage Causes & remedies as given for 'clutch slippa ge' complain t (Page 14).
Yes Excessive smoke
Adulterated petrol
Replace Petrol
Carburator flooding
Check and correct
Blocked air bleed holes
Clean the bleed holes
Blocked air jet
Clean th
Stuck open choke plunger
Check and correct
Chock ed air filter
Clean air filter
Weak spark
Check and correct
Too far retarded ignition timing
Adjust ignition tim ing
air jet
Poor compression Causes remedies as given for weak compression i n check 1 in 'engine difficutt to start'. No smoke
4.
Does the elig ine over heat?
c)
Normal
a)
Yes No
Then, the engine wi ll have full power.
Blocked petrol jets
Clean them
Too less petrol in float chamber
Check and correct
Causes and remedies as given for the complaint 'engine over heting' (Page 14).
COMPLAINT
HIGH LUB OIL CONSUMPTION
CHECK 1.
Check the parked place. any oil spot on the ground?
Yes, External oil leaks
REMEDIES
CAUSES
OBSERVATION
Loose drain plugs
Tighten the plugs
Loose oints
Tighten fasteners
Damaged gaskets
Replace the gaskets
Damaged sealing surface
Face
Excessive oil i n oil tank
Drain and correct the level
Timing shafthole in crankcase worn out
Turn it and fit
Excessive run out of timing shaft
Replace the crank s hafi
Crankcase'mounting nuts loose
Tighten them in sequence after loosening them b 114 turn
Gasket between oil tank and crankcase housing damaged
Replace the gasket
Porocity
Chang the crankcase
eplace the pa rts
No 2.
Start the engine. How is the oil throw from the breather pipe?
Excessive oil throw from breather for few minutes when the engine is started first time in the day
Excessive oil throw from breatb,er through out the engine operation
low hole i n crankcas
bush
Air vent in lus. oil di p stick cover blocked
Clean the vent hole
Return pump n ot operatin
Check and correct it
Blocked return pum p passages
Clean the blockages
Excessive blow b
Check and correct
Wrong grade or recycled lub oil
Us SA
Worn out valve guide or valve stem
Replace valve guide and valve
Piston, piston rings or cylinder wall worn ovt
Replace the worn out parts
Connecting rod bent
Replace the connecting rod
'wron g piston ring fitment
Fit the rin g correctly
No oil throw from breather 3.
Start the engine and accelerate. How is the smoke?
Excessive white smoke
20w
SO
oil
No white smoke The oil consumpt ~on ill then be OK.
Failure of ret urn pu mp causes excessive oil accumulation in crank case through out engine operation. The fly wheels dip through it. Excessive splash thus caused ends up with continuous oil through from the breather.
COMPUINT
HIGH LUB OIL CONSUMPTION
Method of checking oil circulation Remove the tappet Inspection door. Continuous oil flow through the push rod while the engine is in operation indicates proper oil circulation. Loosen the banjo union at the cylinder head. Engine in i dling, oil flow from this joint indicates proper oil circulation upto this point. While engine is idlling, loosen the feed plug. Solid oil flow from here indicates proper functioning of feed pump. Method of finding oil leaks to crankcase from cork seal, crank shaft timing end bush &joint between crank case and oil tank Keep the m otor c ycle on a level ground. Remove the return pu mp filter p lug and drain the oi l completely from crank case chamber chamber.
flywheel
Check and top up oil in tank to 'H' mark on dip stick. Refit the return pum p filter plug. Keep the m otor cycle in this way for 24
: uring this period do not crank or start the motor cycle.
Now, remove the return pum p filter plu g and collect the oil that may drain from the crank case in a bow. tl no oil is draining, there is no leakage from oil tank and timing chest to crank case. oil get collected and oil level in sump is unchanged then leakage is from
chest.
Method of checking return pump operation Ride the vehicle for one or two km s or start and run the engine for 10 mts. Keep the motor cycle on stand and switch off the engine. Remove the return pum p filter pl ug and collect the draining oil in
bowl
About 50 to 75 ml oil will normally be there to draik. If oil drained measure more than 100 rnl. operation of return pump can be suspected.
COMPLAINT
LOW MILEAGE
1.
Does the customer report any other p e r f o r m a n c e problem7
No, he doesn't
REMEDIES
CAUSES
OBSERVATION
CHECK
Check and stop leakage
We rn al petrol leakage
Educate the customer
Poor driving techniques Clutch and brake riding Racing starts Too many rewing Sudden accelerations
Educate the user
ver loading Frequent brake application Under over speeding mntinuours
OW
gear operation
Lugging the vehicle Too few kms runnin g per day
Take mileage test and satisfy customer
Continuous riding oil connects office
Avoid congested traffic
Under filling of fuel
Select reliable fuel pum
Parking the vehicle in sun
Park it in shade
Fault odometer
Check and correct
odo drive
Bald Tyre
Replace tyres
Under inflated tyres
Inflate tyres
Excessive pay load
Carry correct pay load
Tight primary secondary chain
Adjust chain tension
Too much thick oil in clutch or gear box
Drain and maintain leve
Sticky wheel bearing
Clean and lubricate
Under inflated tyres
Inflate to right pressure
Birdling brake
Adjust the brakes
Wheel misalignment
Adjust the belts
Yes, he does
2.
Is the engine loaded?
over
Does the engine cold start easily without putting choke 'ON'
Yes, it is over loade
Yes,
it
does
No, starting is normal
r chamber
evel
in
float
Adjust the float h eight
Partially open choke
Check and correct
Chocked air filter element
Clean and frt the element
CHECK 4.
5.
CAUSES
OBSERVATION
Does the road speed increase with engine rpm? Is there excessive white smoke?
No, it doesn't
REMEDIES
Clutch slippage Causes and remedies as given for 'clutch slippage' problem (Page 15)
Yes, it does Yes
Causes and remedies as given against white smoke in high lub. oil consumption (Page 7)
No 6.
Does the misfire?
engine
Yes,
does
Foulded spark plug
Clean the spark plug
Too much spark plug electrode
Adjust the gap
gap Cracked spark plug insulator
Change the spark plug
Defective condenser
Replace the condanser
Dirtylpitted C.B. points
Clean and adjust the po ints
Defective HT coil
Replace them
Too rich air petrol mixture
Check and correct
Weak spark
Check and correct
Too far retarded ignition timing
Check and adjust ignition timing
No, it doesn't 7.
Is there starting problem, poor pickup and more smoke?
Ye
Lo
compression
Too much oil entry combustion chamber
Check and correct into
Check and correct
No 8.
Does the engine over heat?
Yes, i t overheat No, it doesn't
Now the vehicle mileage will be good.
For causes and remedies refer to engine over heating compl aint (Pag 1 1)
ENGINE OVER HEATING
CAUSES
REMEDIES
Too lean air petrol mixture (characterised by loss of power)
Check and correc
Too far advance ignition tim ing (characterised by
Adjust the timi ng
kick back while starting and combustion linocks) Excessive carbon deposit in cylinder (Characterised by post ignition
Decarbonise the engi ne
Dirty Blocked cooling fins
Clear and
Lub oil starvatio
Check and correct
Wrong grade lu b oil
Change the oi
Engine w er loaded
Reduce the lo ad
Wrong spark plug
Replace i t with correct plug
Less working clearances betwoon moving parts
dean
d co
the fins
CAUSES
OBSERVATION
CHECK
REMEDIES
Start and accelerate Yes the engine Any h ~ g h intensity conbnual, gas leakage sound? NO
External compresston leakage
Check and correct
Exhaust gas leakage
Che&and correct
Start run the an engine An ambnuous flow swnd?
Cracked damaged a r below
Change it
Tom
Change
Yes
damaged air hlter
No there humming howlrng nocse
Yes
Tight gears
Check and correct the back lash
Excessive tappet clearance
Adjust the tappets
Excessive small end clearance
Check and change the wom part
Dr auto adv. ign. uni
Check and lubricate
Loose vahre stem c ap
Change the ca
Damaged cams
Change the
Loose rocker in bush
Change the bush
Wom out ball bear ~ng
Replace hem
Too much clearance between piston and cylinder
Change the worn out part
No there a contmuous metallcc tapping nocse?
Yes
ca
wheels
No Is there a contmuous grrndrng like notse
Yes No
Does the knock reduce wrth lncreaslng engcne temperature?
Yes
No Does the nose i n c r e a s e wrth tsmperature
Yes
em r
Chec kand correct
Excessive compression rabo
Check and correct
Too far advanced ignition
Check and adjust
Worn out floating bush
Change the Roating bush
Loose chain adjuster
Chockand correct
No Does the knock Increase with the load?
Ye
Rsp lan thesprodrel No Then, the engine would run smoothly.
COMPLAINT
PREMATLlRE WEAR OF ENGINE COMPONENTS
CHECK 1.
Is there any suction leakage or air filter damage?
Yes
REMEDIES
CAUSES
OBSERVATION
Cracked or improperly fitted air filter
Replace the air filter or properly fit it
Induct ion system joint leakage
Check and correct
Rusted tank
Clean the tank
Water contaminants in petrol
Replace the petrol
Torn fuel tap filter
Replace the fi lter
Adulterated petrol
Change the petrol
Neglected maintenance
Replace oi l at regular intervels
Use of r ecycled oil
Use speci fied oil
No the petrol adulterated7
dirty
Yes
No
3.
Is engine oil dir ty
Yes
No Does the engine over heat?
Yes
Does the engine produce unusual sounds nocks?
Ye
For causes and remedies refer to Engine over heating c omplaint.
No Excessive clearance adjustments Worn out bearings surfaces
loose
Check and correct
omponent
Check and correct
No Keep the causes of prem ature wear away to ensure long lif Note
COMPLAINT
for engine components.
Use of non-genuine par ts causes premature wear.
FLAME AT THE CARBURATOR (BACK FIRE
REMEDIES
CAUSES Too lean air petro l mixture Use of smaller sizeJ ets
rr
Check carburettor setting and adjust Change the jets
Over heated engine
Check and correct
Leaky in take valve
Check and adjust tappet
La the valve on its seat
COMPLAINT
FLAM E AT THE SILENCER (AFTER FIRE)
REMEDIES
CAUSES Defective spark plu
Clean
Too rich
Adjust carburettor
fuel m ixtur
adjust or replace
Retarded ignition tim ing
Check and adjust i~ ni ti
Leaky Ewhaus valve
Adjust tappet
iming
La the valve
CHECK 1.
REMEDIES
CAUSES Clutch slippage
Does th road speed increase with engine rpm?
No clutch lever free play
Adjust
clutch
cable
free
Play Wom out dutch plates
Replace du tch pla tes
Weak pressure springs
Replaca springs
Glazed steel plate plates
Replace the gla red plates
clutch
Distorted,pressure plates Ye Then there is no clut ch slippage
Replace h
distorted plates
COMPLAINT
CLUTCH DRAGGING
CHECK
CAUSES
OBSERVATION
Does the vehicle tend to move on engaging gear though clutch lever is fully depressed?
Ye
REMEDIES
Excessive clutch lever free
XI
Check and adjust
Piay Distored steel plates
Replace steel plates
Dirtyh igh viscous oil
Replace with SA oil
Broken friction plates
Replace the b roken plate
Damaged clutch rod and bal l adjuste
Replace the damage d part
No Then there is no dut ch draggi ng
COMPLAINT
GEARS DIFFICULT TO ENGAGE
REMEDIES
CAUSES Clutch drag
Check and correct
Tight gears
Check and correct
Faulty selector adjustment
mechanism
Too tight gear operator selector
adjuster
plate
assy. adjustment
Check and adjust
Check and adjust
IOW-30
REMEDIES
CAUSES Too tight chain adjustment
Adjust the chain to it
Too loose chain adjustment
Adjust the chain to its normal slackness
Over loading
motorcycle
-U
Reduce the l oad
Misalignment F.D sprocket with rear wheel sprocket due to faulty chain adjustment
Adjust th
Too much dirt on chain
Clean and lubricate
Chains roller and pin runs dry
Clean and lubricate
Faukyc ush driv
Replace cosh drive
COMPLAINT
TYRE
normal slackness
chain tension properly
T U B E D A M A G E S P R E M AT U R EL Y
INDICATIONS
CAUSES
Excessive wear at the tread edges
Low tyre inflation pressure
Inflate the tyres to the right pressure
Tyre side wall cracks
Low tyre infl ation pressure
Inflate the tyres to the right pressure
Tube inner nozzle snaps
Low tyre inflation pressure
Inflate the tyres to the right pressure
Excessive wear at trea d centre
Excessive pressure
Inflate the tyre to the right pressure
Tyre wears i n batches
Defectivetyre
Change the tyre
Frequent sudden braking
Avoid sudden braking
Defective suspension
Check and rectify
tyre
REMEDIES
inflation
COMPLAINT
BRAKE LESS EFFECTIVE
REMEDIES
CAUSES Excessive clearance between brake shoe and drum
Adjust the brake Replack shoes
Glazed shoes and d rum
Remove the glaze with emery paper
Worn out brake shoes
Replace brake shoes
Wornout dru
Replace the dr um
Bend back plate
Replace back p late
Misaligned brake shoe in dru Struck brake cam
CQMPLAINT
BRAKE BINDING
REMEDIES
CAUSES Brake shoe return spring brokenhveak
Replace the spring
Too tight brake adjustment
Adjust the brakes correctly
Jammed cams
Lubricate the ca ms
Brake pedal
Lubricate
Bend brake ro
Straighten the brake r od
COMPLAINT
BRAKE SQEAKlNG
CAUSES t n b a ke d ru m
REMEDIES Clean the brake dr um
Glazed brake shoes drum
Roughen the shoe face ldrum face
Bent back plate
Change the plate
Water on brake shoes
Apply the brake several times
MisaJigned wheel
Align the wheel
Hard brake shoe l inings
Replace the shoe linings
Totally wornout shoes
Replace the shoes
COMPLAINT
FRONT FORK HITTING NOISE
REMEDIES
CAUSES Too less oil in the fork (hits at the end of the compression stroke)
Top up the oil level
Weak coil sprin gs (hits at the end of compression stroke)
Replace springs with new ones
Worn out spring stud (hits at the end of expansion stroke)
Replace it with new
Loose main tube fitment
Tighten the mai n tubes
COMPLAINT
W H E E L WOBBLING
REMEDIES
CAUSES Loose wheel axle nut
Tighten the nuts
Loose spokes
True the wheels
Bend wheel ri
Replace the wheel rim
Retreadedtyre
Replace with new tyre
Loose steering adjustments
Adjust steering properly
Worn ou chain stay pivot bushes
Change the bushes
Loose
wheel bearing
,-
Change the wheel bearing
BULLET 350 CC/500 CC ENGINE ITEM
Rocker Bearing St ud Nut (3/16") Cr an k Pin Nu t (7/8") Timing Shaft Nut (3/4") Cylinder Head Nut (5/6") Crankcase Jo in t Nut (M6 1/4" Crankcase Jo in t Nut (M8 5/16") Gearbox Endcover Bolt V4") 3/16") F.D. Sprocket Lock Nut Alternator Nut (Rotor) (9/16") Clutch Mounting Nut (9/16") Main Sha ft Nut in Gear Box (5/8") Rocker Box St ud nu Oilfeed an d Retu rn Filter Assy Rocker Oil Pipe Banjo Union Rocker Oil Screwed Bus Oil Feed PlugOil Cleaner Cap Nut Chaincase Front att.
CHASSIS Fram e Stud Nut-Gear Box V2") Front Engine Plate Stud Nut (V2") Rear Engine Plate St ud Nut (Bot.) (3/8" Rear Brake Cam Lever Nut (7/15") Chainstay St ud Nut lnn) Front Fork E nd Ca p Nut (5/16" Rea r Wheel Lock Nut (M 22) Rear Wheel S pin dle Castle Nut (M 16) Rear S hoc k Absorber Upper (3/8"yLower Nut (3/8") Front Mudguard Stay Screw Nut (V4") Front Engine Plate Stud Nut (M8) Front Mudguard St ay Stu d Nuts (5/16") Handle Bar Clip Bolt (5/16") Handle Bar Clip Sea t Stud Nuts (5/16" Main Footrest Nuts (3/8") Coil Fixing Bolt an Nuts (M6) Regulator Fixing Nut (M6) Rear Mudguard Carrier St ud Nut (T op) (3/Sn1 Rear Mudguard Carr ier St ud Nut (Bottom) (7/16" Rear Engine Plate St ud Nut (M8) Eye Bolt S tu d Nut (5/16") Ta nk Fixing Nut (3/8")
TORQUE VALUE
APPLICATIONN
APPLICATION REMOVAL OF CLUTCH CENTRE ANDBACK PLATE ASSY.
OIL PUMP WORM
APPLICATION REMOVAL AND FITMENT O F OIL
TIMING PINION EXTRACTOR APPLICATION
IMlNG PINION
EXTRACTOR
APPLICATION PISTON PIN REMOVAL
APPLICATION TO COMPRESS THE VALVE SPRING FOR REMOVAL AND FITMENT OF
CLUTCH BRAKE
APPLICATION OLDlNG THE CLUTCH CENTREANDBACK PLATE ASSY.
APPLICATION REMOVAL AND FITMENT OF VALVE PORT
FRONT FORK VALV PORT SPANNE
PED 2076 ST
FRONT FORK OIL SEAL EXPANDER APPLICATION FOR EXPANDING OIL SEAL WHILE INSERTING MAIN TUBE INTO BOTTOM TUBE OF FRONT FORM FRONT FORK OIL SEAL EXPANDER
PED 2077 ST
MANDREL FOR OIL SEAL APPLICATION FITMENT OF OIL SEAL IN FRONT FORK BOTTOM TUBE MANDREL FO IL SEAL
2078 ST
SLEEVE FOR REMOVING FRONT FORK OIL SEAL APPLICATION REMOVAL OF OIL SEAL FROM FRONT FORK SLEEVE
OR REMOVING
FRONT FORK OIL SEAL
TT
M TU BE
Metric conversion tables
