Royal Enfield
CRUSADER
TECHNICAL
DATA
250
CLIPPER
CRU
SAD
ER
250
SPORTS
FOR 1960 MODELS
Engine
type
...
Four-stroke
Fou
r-stroke
Four-stroke
Number
of
cylinders
1 o.h.v.
1
o.h.v .,
1 o.h.v.
Cylinder
head
Cast
iron
light
alloy*
light
alloy
Cubic capacity (c.c.)
248
248
248
Bore and
stroke
(mm.)
70x64·5
70 x 64·5
70 x 64·5
Compression
ratio
7·5
to
1
8
to
1
8·5
to
1
B.H.P.
x
R.P.M.
13
at
5,750
13!;-
at
5,750
17
at
6,250
Carbu
rettor
...
Amal Monobloc
Amal Monobloc
Amal Monobloc
Lighti
ng
and chargi
ng
set
Lucas
A.C.
Rectifier
Lucas
A.C.
Rectifier
Lucas
A.C.
Rectifier
Ignition
D.C. Coil
D.C.
Coil
D.C. Coil
Primary
è~ive
chain ...
i"
pitch
i"
pitch
i"
pitch
Final
drive
chain
!;-"
pitch
!;-
"
pitch
kH
pitch
-
Pivoted
fork
Pivoted
fork
Pivoted
fork
Rear suspension
hydraulic
damping
hydraulic
damping
hydraulic
damping
Telescopic
Telescopic
Telescopic
Front
fork
automatic
lubrication
automatic
lubrication
automatic
lubrication
Hubs:
Front
light
alloy full
width
light
alloy full
width
light
alloy full
width
Rear Standard
Q.D.
Q.D.
Gear
ratios
(solo) 6·14. 8·29,
11
·
0.5,
18·0
6·14, 8·29, 11·05, 18·0
6·14, 8·29, 11·05, 18·0
Tyre
sizes:
Front, Dunlop ribbed (ins.) 3.25 X17
3·25 x 17
3·25 x 17
Rear, Dunlop
studded
(ins.)
3·25 x 17 3·25 x 17
3·25 x 17
M.P.H.
per
1,000
r.p.m. in
top
gear
11·3
11
·3
11
·3
Approx.
maximum speed (m.p.h.)
...
70 70
75-80
Approx.
petrol
consumption
(m.p.g.)
100
100
95
Petrol
tank
capacity
(gallons)
3
3
);!
4
Oil
tank
capacity (pints)
3
3
3
Brake
diameter
and
width:
Front
( i ns.)
6 x 1 6 x 1
7 x
1!;-
Rear (ins.) ...
6 x 1
6 x 1
6 x 1
Seat
height
approx.
(ins.)
29
29
29
Wheelbase
(ins.)
52
52
52
Overall
width
(ins.) ...
25!
25!;-
26
Ground
clearance (ins.)
5
1.
51.
51.
2
2
2
Weight
(lbs.)
300
305
305
Equipment
Stop light
Stop light
Air
cleaner
*Cast iron on
Crusade
r
"Airflow"
INSTRUCTION
BOOK
for
the
1951-s8-s9-60
"CRUSADER
250"
1958-59-60
"250
CLIPPER"
~-
and
1959-60
"CRUSADER SPORTS"
MOTOR
CYCLES
THE
.
-
ENFIELD
CYCLE
COMPANY
LIMITED
Head
Office
and W
orks
:
REDDITCH, WORCESTERSHIRE
Telegrams:
Telephone:
"Cycles,
Phone,
Redditch"
Redditch 4222
(9
fines)
ILLUSTRATIONS
Fig. No.
Description
Page
Plan
of
Controls
5
2
Exploded View
of
Felt
Oil
Cleaner
li
3
Valve Clearance Adjustment
20
4
Timing Chain Adjustment
22
5
Clutch Adjustments
30
6
Exploded View
of
Q.
D.
Re
ar
Hub
31
7
Reassembly
of
Cush Drive
33
8
Rear
Wheel Adjustment
34
9
Section
of
Front
Fork
35
10
Steering Head Adjustment
37
11
Removal
of
Rear Mudguard
Unit
39
2
..
CONI'ENI'S
Page
Page
Foreword 4 Reassembly
of
Engine
after
Decarbonising
19
OPERATION
OF
THE
Valve Clearances
19
MOTOR
CYCLE
Engine Bearings
20
Con
trois 4
Removal and Dismantling
of
Starting the Engine
6
Engine
21
...
Timing Chain Adjustment
21
'
To
Start
the
Machine 7
Driving Hints 7
Valve Timing
21
Running-in
8
Ignition Timing
23
...
· Sparking Plugs
24
Lighting Set
25
LUBRICATION
Carburettor
27
Lubrication
of
the Engine 9
Air Cleaner
28
Lubrication Routine for the
Engine
9
TRANSMISSION
Felt Oil Filter
11
Multi-grade Oils
11
Enfield Four-Speed Gear
29
Detergent Oils
12
Clutch
29
Lubrication
of
the Gearbox ...
13
Adjustment
of
Clutch Contrai
29
Lubrication
of
Chains
•
13
Quickly Detachable Rear
Hub
32
Grease
Gun
Lubrication
13
Adjustment
of
Chains
32
Lubrication
of
the
Front
Fork
14
FRONT
FORK
TROUBLE
ON
THE
ROAD
Construction ...
33
Engine Stops owing
tci
Jack
of
. Steering Head
36
Petrol
14
Engine Misfires
or
Stops
REAR
SUSPENSION
36
owing
to
Faulty Ignition ...
14
Other
Causes
of
Engine Stop- ·
page
15
.
MISCELLANEOUS
Clutch Trouble
16
Removal
of
Front
Wheel
37
OVERHAULING
THE
Removal
of
Rear
Wheel
38
ENGINE
Removal
of Rear Mudguard
Unit. ..
39
Decarbonising
17
Fitting a New Rear Chain
40
Removal
of
Cylinder Head
17
Removal
of
Tyres
40
Remo
val
of
Cylinder
and
Expanding
Hub
Brakes
41
Pistop ...
17
Wheel Bearings
41
Removal
of
Valves
18
Cleaning
41
·
~
Reinoval
of
Carbon ...
18
"Dont's"
for Drivers
42
Grinding-in Valves
...
i8 Guarantee
43
3
....
..
•,-
.
..
"Crusader
250,"
"250
Clipper"
and
"
Crusader
Sports
"
1
Foreword.
These
248
c.c.
O.H.V. models incorporate the
latest advances in modern motor cycle practice. The
short-stroke,
70
mm. bore X
64
· 5 mm. stroke engine is
of
unit construction, the four-speed foot-operated gear-
box and oil tank being integral with the crankcase.
It
has dry sump lubrication, completely enclosed, and
lubricated valve gear and a very rigid one-piece, high
strength cast iron crankshaft. The complete engine and
gearbox, except for the crankshaft and connecting rod,
can be dismantled without removal from the frame.
An
A.C. generator enclosed within the off-side crankcase
cover supplies current for lights and ignition coil. The
ignition switch, coil and battery are grouped together in
one box which also has compartments for
an
air filter
and tools. Pivoted fork rear suspension and telescopic
front forks provide a high degree
of
comfort and
road
holding. The headlamp, speedometer, ammeter
and
lighting switch are built into the "Casquette" which
shrouds the top
of
the front forks.
Other items are full-width aluminium-alloy quickly
detachable rear hub on the two "Crusader" machines,
incorporating the Royal Enfield cush drive, full-width
aluminium-alloy front hub,
3·25" X
17"
tyres and fully
enclosed rear chain.
Legshields and pannier equipment, specially de-
signed to
fit this machine, are available as extras.
OPERATION OF TIIE MOTOR CYCLE
2 Controls. A rider should familiarise himself with
the positions and method of operation of the various
controls so that their use becomes automatic. The
controls are shown diagrammatically on page
5,
and
in most cases the method of operation
is
obvious. The
following notes may, however, be of assistance: -
4
"CRUSADER
25
0
,"
"250
CLIPPER"
AND
"CRUSADER
SPORTS"
CLUTCH
DIPPER
REAR BRAKE
IGNmo'
SW
I
TGe'
)
ON
TOOL
BOX
y
0
"
KICK
STARTER
Fig.
1.-Plan
of
Controls.
BRAKE
Gear Control.
Move up for change to a lower gear.
Move down for change to a higher gear. A small pointer
on the outside
of
the crankcase cover indicates which
gear
is
engaged, neutral
is
between first and second gears.
Kickstarter.
Operate with a long swinging kick.
Lighting Switch.
Position
"
L
" gives headlamp
pilot bulb. tail lamp and speedometer light. Position
"H"
gives headlamp main bulb, tail lamp and
speedometer light. A dipper
switch
on the handlebar
5
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
determines whether the main
bulb
gives
a horizontal or
a dipped beam.
Ignition Switch.
Situated in the nearside toolbox
cover. Ignition
is
off
with the key in a
vertical
position.
Turn key
clockwise
for normal ignition, anti-clockwise
for emergency ignition. The emergency position
is
used
when the battery has become discharged; when the
engine has started, move the switch to the
normal
position.
Petrol Filler.
To
open, turn to
left till
catch
is
felt,
push down and turn again to
left
as
far as
possible, then
lift
off.
To
close, push down and turn to right as far
as
possible.
Oil Filler.
On engine crankcase. Operates the
same way as
petrol tiller.
Petrol Tap.
To
open, push hexagon end.
To
close,
push round end. A small
lever
above the
petrol
tap,
when turned
clockwise,
retains a reserve
supply of fuel.
If
the reserve fuel
is
needed, turn the
lever
anti-clockwise.
The following
contrai
is
not
shown in the
diagram:-
Carburettor Tickler.
On
top of float chamber.
Depress to increase fuel supply before starting from
cold.
3 Starting the Engine.
Fill the tank with
petrol and
the oil tank in the engine crankcase with oil. Always use
one of the oils recommended in Section
8.
Turn on the
petrol. Depress the tickler of the carburettor once or
twice
until petrol
can be felt in the float chamber,
but
do not flood the carburettor.
Place
the gear control in
the neutral position, close
the air lever, open the throttle
control about one-eighth, and
smartly
depress the kick
starter.
If
the engine fails to tire first or second time,
repeat with a
slightly
different throttle opening. The best
position for starting
will
soon be found from experience.
When starting a warm engine, do not flood the
carburettor or the mixture
will
become too rich.
Should any difficulty be found in kicking the engine
over, put the machine in gear and
gently wheel
the
machine backwards a
few
inches until compression can
6
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
be
felt. Put the gear in neutral then administer a good
swinging kick to the starter pedal.
4 To Start the Machine. Pull up the clutch lever.
Engage the lowest gear by pressing the foot control up
as
far as possible and then releasing it. Slowly release
the clutch lever, at the same time accelerating the engine
by
opening the throttle slightly and the machine will
move away without jar or jerk. When the machine bas
attained sufficient speed (about
10
m.p.h.) de-clutch,
at
the same time closing the throttle and changing to second
gear by pressing the foot control downwards as far as it
will
go and then releasing it. Let in the clutch gradually
and open the throttle again until the speed of the machine
is
sufficient to require a change into third gear (about
20
m.p.h.), when the foregoing operations are repeated.
Finally, change up to top gear when sufficient speed has
been attained in third (about
30
m.p.h.).
Note. The above speeds are intended only as a
rough guide for making a normal get-away on a level
road. When starting up a steep hill rather higher speeds
should be used in the intermediate gears.
Once top gear
is
engaged and the machine
is
nmning
at a comfortable speed, the air lever should be fully
opened.
5 Driving Hints. For normal running on the level the
air lever can be left fully open, the speed being controlled
by
the throttle, but when accelerating or climbing a hill
it may be necessary, especially while the engine
is
cold.
partly to close the air lever
in
order to prevent "pinking"
or knocking.
Never allow the engine to labour on a hill.
If
the
machine will not climb comfortably
in
top gear, change
down by de-clutching and moving the gear lever upwards
as
far as possible and then releasing it, leaving the
throttle control open during the change. When in the
lower gear, the air lever may be opened
to
suit the higher
engine speed.
If
a hill
is
long and steep enough to
demand a change
to
a lower gear, it
is
always desirable
to make this change before the engine has commenced
7
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
to labour.
One change
low
down may save two higher
up and at the same time enable a faster
climb to
be
made.
To
stop the machine, close
the throttle and apply
the brakes;
lift
the
clutch
as the machine cornes to rest.
The engine may be kept running with the
clutch
out,
if
the stop
is
of only
short duration, but neutral should be
found
if
the engine
is
kept running for any length of
time.
To
stop the engine, switch
off
the ignition. Engines
are sent out from the Works with the carburettors set at
a tick-over rate.
lt
is, of course, possible to set the
throttle stop to
close
the throttle completely, in which
case the engine
will
stop whenever the
throttle
is
closed.
Note that the positions of the handlebars, footrests
and all controls (including the gear lever and the brake
pedal) are adjustable. A rider cannot have proper
control of
his
motor cycle unless he
is
comfortable and
the controls are conveniently situated. Riders should
set the controls to suit their individual requirements.
6 Running-in.
Ali
Royal Enfield motor cycles have a
special oval formed piston which minimises the risk of
seizure with a
new
engine. Nevertheless, careful running-
in
is
highly desirable
if
the best results are to
be
obtained.
lt
is
recommended, therefore, that a
new
machine
should not
be
driven at a speed exceeding
30
m.p.h. for
the first
200
miles, and, until at least
500
miles have
been covered, the throttle should not be opened above
half way, except for very short periods. After this
distance short bursts of speed are desirable in order to
hasten the bedding down of the thrust faces of the piston.
Gradually
increase the duration of these speed bursts
until the machine will stand large throttle openings for
indefinite periods. Note the importance of progressively
increasing the work done by the engine. Running
1,000
miles at
30
m.p.h.
will
not
bed down the piston to
enable it to withstand continuous high speed running.
Piston temperature
is
the important factor and this
depends not only on speed and throttle opening, but
also on how long that particular throttle opening bas
been sustained. Thus a machine after the preliminary
8
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
200
miles might
stand full throttle for half a mile
and
yet pull
up
if
driven
at
three-quarter throttle for five
miles
or
so.
If
the engine
is
run
tao
long on a large throttle
opening
and
shows the slightest tendency
to
pull
up
or
seize, lift the clutch
and
close the throttle. Even
if
a
seizure then occurs it will
do
little or
no
damage
and
after cooling for a minute
or
two the piston will free
itself.
If
a seizure does occur, the piston should be
examined by a competent mechanic
to
have any high
spots eased down.
LUBRICATION
7 Lubrication of the Engine.
The
lubrication is on
the dry
sump
system, incorporating a duplex pump, a
large, felt filter and
an
oil reservoir cast integrally with
the crankcase.
The
delivery
pump
supplies oil
ta
the big-end
and
piston , having first passed it through the felt filter.
From
the sump, the return
pump
picks
up
the oil
and returns it
ta
the reservoir,
but
a by-pass. controlled
by a ball valve, leads some of this oil through an external
pipe
to
the rocker gear.
From
here, oil finds its way
down the
pUsh
rad
tubes to the camshaft housing
from whence it passes into the primary chaincase and
then
back
into the sump.
8
LUBRICATION
ROUTINE
FOR
'l'HE
ENGINE
Never allow the oil
tank
to become empty. Since there
is
no
reserve of oil in the sump,
an
empty tank means
immediate shortage of oil to the working parts.
The
oil
Ievel should be kept well above the
bottom
of the
dip-
stick
attached
to
the filler cap. By keeping a large
quantity of oil in circulation, its temperature
is
kept low,
and the oil retains its lubricating qualities for long
periods.
Do
not, however, fill the tank above the oil
retum
plug,
or
oil may escape past the
tiller
cap.
If
difficulty
is
experienced in obtaining the grades
recom-
mended for hot climates
or
summer
use,
the
alternatives
for winter use
or
cold climates
can
be used. These fiow
freely when cold and
at
the same time have adequate
9
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
RECOMMENDED LUBRICANTS
1
Esso Extra
B.P. Shell
X-100
Castro!
Mobiloil Motor Oil
Energol
Motorüil
Engine
(summer) XXL
BB
40/50
S.A.E.40
40
Engine
(winter) Castro lite
A
20W/30
S.A.E.30
30
Gearbox
XXL
BB
40/50
S.A.E.40
40
Chains-
front Castro lite
Arctic
20W/30
S.A.E.20 20
rear
XXL
BB
40/50
S.A.E.40
40
Grease
Gun
Castrolease Mobilgrease Esso Grease
Energrease
Retinax A
(Heavy)
(No.
4)
C.3
FrontForks
Castro lite
Arctic
20W/30
S.A.E.20
20
heat-resisting properties.
The
importance of efficient
lubrication cannot be over-estimated.
The
use of cheap
oils
is
false economy and
we
strongly recommend the
oils mentioned above,
as
we
have found from experience
that these are the most suitable for our engines. It
is
advisable to specify the brand
as
well as the grade and.
as an additional precaution, oil should be bought from
branded cabinets or sealed cans.
During the nmning-in period
we
recommend the
addition
of
Acheson's Colloïdal Graphite
to
the oil
in
the engine.
After the first
500
miles and subsequently about
every
2,000
miles, the oil should
be
drained from the
tank and engine sump and the
felt
oil
filter
cleaned (see
Section
9).
To
drain the tank remove the hexagon-
headed plug underneath the nearside of the engine.
The
small screw on the same side of the engine drains the
sump.
The
tank should be swilled through with clean
oil. This procedure
is
conveniently carried out when the
engine is being decarbonised. The oil will
fiow
more
readily
if
the plugs are removed at the conclusion of a
ride, alternatively, the tank and sump may be allowed to
drain overnight. Waste of oil
is
reduced by allowing
~e
oil level in the tank to become reasonably low before
draining.
10
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
GEARBOX
---FILLER
PLUG
Fig.
2.-Exploded
View
of
Felt
Oil
Cleaner.
9 Felt
Oil
Filter. The construction
of
this is
cl~arly
shown
in
Fig.
2.
The
felt
filter element should be
cleaned by washing in petrol every
2,000
miles and in
addition the element should
be
renewed every
5,000
miles.
10
Moiti-grade Oils. Sorne
of
the manufacturers
of
the
lubricants in the table above offer special engine lubricants,
the viscosity
of
which
is
Jess
sensitive
than
usual to tem-
perature changes. These are classed as S.A.E.
IOW
/30
or
IOW
/40
oils. Their use will facilitate starting
at
low
temperatures
but
may result in an increase in the rate
of
oil consumption. These oils are ail
of
a highly detergent
nature
and
the precautions given in paragraph
11
should be
followed
if
a change to them is made after a long period
of
use
on
a non-detergent oil.
Castrolite
and
Esso Extra Motor
Oil
are
of
a mild
multigrade character (S.A.E.
20W/30)
and
have only
11
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
mild detergent properties. They are therefore especially
recommended for winter use
if
difficulty is experienced
with starting owing
to
the gumminess
of
normal S.A.E.30
oils when cold
and
if
the owner does
not
wish to take the
precautions necessary when changing to a highly detergent oil.
11
Detergent Oils.
Many
of
the oils which
we
recommend contain detergent additives designed to counteract
ring sticking and sludge formation.
The degree
of
detergency varies not only between
one make and another
but
in some cases between different
grades
of
the same make
and
may even be different for
the same grade
and
make
of
oil in different parts
of
the
world.
If
one of the more highly detergent oils is used in
an
engine containing large deposits of sludge which have
accumulated when running on another grade of oil this
sludge will be loosened and may cause seizure and other
trouble due to blockage of filters and oilways.
For
this reason the following procedure should be
carried out when changing to one of the more highly
detergent oils, particularly
if
the engine bas been used
on a normal grade of oil
or
bas not had the oil drained
and changed
at
regular intervals as recommended in
Section
8.
(1)
Drain the engine when the oil
is
hot and refill
with detergent oil.
(2)
Run
the machine
at
moderate speed for not
more than 50 miles.
(3)
Drain the engine again when the oil is hot, flush
out the oil tank with detergent oil, remove, clean
and replace filters (preferably
fit
new felt filter
element). Refill with detergent oil.
(4)
When machine has run a further 100 miles,
check condition of filters.
If
clogged, repeat
operation (3).
Note. Although the detergent additive in the oil
keeps the engine clean and prevents sludge formation, it
naturally becomes used
up
in the process.
If
an
engine
12
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
has a very low oil consumption so that
"topping
up"
is
seldom
(if
ever) necessary, the additive may all become
used up, in which case sludge formation will occur at
the normal rate.
It
is
therefore just
as
important to drain
the engine at regular intervals with a detergent oil as
with one having no detergent additive.
Y our dealer
will
advise you which makes and grades
of
oil
in your country have sufficient detergency to
necessitate the above enurr.erated precautions being
taken.
12
Lubrication
of
the
Gearbox.
The gearbox should
be
kept filled to the correct level with engine oil.
On
no
account should heavy yellow grease
be
used in the
gearbox. The tiller plug
is
situated on the top
of
the
crankcase. The screw in the middle
of
the off-side
crankcase cover should
be
removed and the gearbox
fi
lied until oil runs from the screw hole. W ait until the
oil stops running before replacing the screw. The
gearbox may
be
drained when desired by removing the
hexagon-headed drain plug situated underneath the
offside
of
the crankcase.
13
Lubrication
of
Chains.
The front chain and timing
chain are automatically lubricated, the correct quantity
of
oil being maintained in the chaincase by the oiling
system of the engine.
If
the front chaincase has been removed for any
reason, it should be replenished with about one-third of a
pint of engine
oil
before running the engine, otherwise
the chains will
not be lubricated until the oiling system
has
fi.lied
the case to the correct level.
The maintenance
of
the rear chain on the "Crusader
250"
is
very much simplified by its enclosure in a pressed
steel case. Lubricate at frequent intervals with engine
oil.
14
Grease
Gun
Lubrication.
The rear brake pedal,
gear control and speedometer drive should
be
greased
with a grease gun every
200 miles
or once a week.
The rear suspension pivot spindle which has greasers
at either end should be lubricated every
500
miles.
13
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Use
one of the following greases in the gun: -
Castrolease (Heavy),
Shell
Retinax A,
*Esso Grease, Energrease C.3
or
Mobilgrease (No. 4).
15 Lubrication of the Front Fork. The oil level in
the telescopic front fork
is
determined by a small screw
at the back of each sliding fork
leg.
Before topping
up
the forks, first place the machine on the centre stand,
thus allowing the forks to extend.
To
fill
each fork leg
to the correct level, remove the plug screws from the
fork head and the oil screws
at
the back of the sliding
fork leg.
Pour oil in
at
the top until it runs out from
the level holes. Wait till oil has stopped running and
replace level plugs and plug screws.
Recommended grades of oil are: -
Castrolite : Mobiloil Arctic :
Esso
20W/30
: Shell X-100
20
:
Energol
SAE.20.
TROUBLE
ON
THE
ROAD
16 Royal Enfield Motor Cycles enjoy a wonderful
reputation for reliability. Trouble on the road is very
unusual; nevertheless stoppages may sometimes occur
and
it
is hoped
that
the following hints may help towards
the speedy location
of
the trouble.
·
17
Engine Stops owing to Jack
of
Petrol. This is the
commonest form
of
engine stoppage. The first symptoms
are irregular firing, which is temporarily cured by closing
the air lever. Make sure
that
there is plenty
of
petrol
in
the tank.
If
so, disconnect
the
petrol pipe
at
the car-
burettor end and turn
on
the tap.
If
a good fiow
of
petrol
occurs, the stoppage is probably
in
the jet itself.
If
the
fiow from the petrol pipe is restricted, the stoppage lies
either in the petrol tap
or
in
the pipe itself.
18
Engine Misfires or Stops owing to faulty Ignition.
The symptoms in this case are that the engine will not
*
Known
as Esso
Cup
Grease
in
overseas countries .
14
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
run regularly and
is
very hard to start.
In
other cases
the engine may suddenly
"
eut out
"
without any warn-
ing. First see that the high tension lead has not become
disconnected
at
either end and
is
not worn
or
burnt
through, allowing the bare wire to touch some metal
part of the machine.
See also that the plug insulator
and high tension lead are not wet.
If
ail
the above
is
in order, remove the sparking plug
and hold it with the body touching the engine cylinder,
but with the terminal clear of the machine and connected
to the high tension lead.
Turn
the engine round by the
kick starter.
If
a good spark is obtained at the plug
points, the ignition
is
in order and the trouble lies else-
where.
If
no spark,
or
a very weak spark,
is
obtained,
remove the plug and hold the end of the high tension
wire about
l"
from a metal part of the machine and
rotate the engine.
If
a spark
is
obtained frorn the wire,
the fault lies with the sparking plug.
If
this
is
oily
or
sooty it can be taken apart and cleaned,
but
if
the points
are red and burnt the plug has been too hot and a new
one should be fitted.
The
gap between the plug points
should be
·018"
to
·025".
If
the plug is satisfactory, the trouble lies elsewhere.
See
that
the contact breaker points are clean and
that
they open and close properly. These should open to
·014"
to
·016".
A sticking rocker arm may be another cause of
failure, while faulty low tension leads, battery and other
connections may a
il
result
in
.
stoppage
or
poor running.
Ignition trouble can corne, of course, from a faulty
condenser or coi!.
Failure of the generator to charge the battery may
be due to a faulty rectifier
or
short circuits and a low
charge rate can be caused by the connections joining the
generator coils making contact with the inside of the
crankcase cover.
19
Other
Causes of Engine Stoppage.
Other possible
causes of an engine stoppage are: -
15
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
(
l)
Water
in
Carburettor. The symptoms are usually
intermittent misfiring and banging in the silencer
following a heavy rainstorm.
The remedy
is
to clean out
th~
ftoat chamber and
jets.
(2)
No
clearance at tappets. This
is
apparent
by
an
entire lack of compression when turning over with
the kick starter. The remedy
is
to adjust the tappets.
(3)
Sticking Valve.
In
this case there
is
no compression
and excessive tappet clearance, the valve remaining
partly open. The valve may free itself on cooling,
but sometimes it
is
necessary to dismantle the engine
to free the valve.
(4)
Broken Valve. This trouble
is
very rare and
is
usually caused by consistent overdriving
of
the
machine and by neglect of the tappet clearance
(see
Section
28).
The symptoms are that the engine
" cuts out " suddenly and stops with no tappet clearance. Furthermore,
it
is
not possible to obtain any
clearance at the tappets. A valve breakage on an
O.H.V. engine
is
likely to have very serious
consequences.
(5)
Seized Piston. This
is
caused by overdriving a
new
machine before the engine
is
properly " run in." The
symptoms are loss of power and a tendency to
"pink"
followed by the engine locking up solid. An
·aluminium piston will always free itself if allowed to
cool.
If
the clutch was withdrawn and the throttle
closed before the final seizure the consequences may
not be serious, but the cylinder and piston should
be
examined
as
soon as possible by a competent
mechanic to have any score marks removed. A
seizure may also occur through running with
insufficient oil, in which case the consequences
will
be
far more serious.
20
Clutch
Trouble.
A slipping clutch may
be
caused
by
Jack
of clearance in the control (see Section
39).
A binding clutch
is
caused by too much slack
in
the control wire. New clutches sometimes tend to bind
until the inserts have bedded down dead level.
16
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
OVERHAULING
THE
ENGINE
21
Decarbonising. When
an
engine has been in use
for some time, carbon deposit forms
on
the piston and
cylinder head and the engine must be partly dismantled
to allow this deposit to be scraped off and the valves to
be re-ground.
The
time when decarbonising becomes necessary
will
be
indicated by
an
increased tendency to
"
pink
"
and
will occur after approximately the first
2,000
to
2,500
miles,
and'
subsequently at intervals of about 5,000
miles.
22 Removal of Cylinder Head.
Turn
off the petrol
tap
and disconnect the petrol pipe from the tank. After
removing the boit attaching the front of the tank to the
frame, the rear of the tank
can
be pulled upwards,
releasing the clip holding it to the
top
tube of the frame,
and the tank lifted clear.
Unscrew
the central nut
securing the rocker box cover, remove the cover
and-
carefully·
-the
gasket. Detach the oil pipe assembly
which leads from the crankcase to the cylinder head.
Remove the exhaust pipe, sparking plug and the cylinder
head steady. Roll back the rubber connection from the
carburettor air intake to the air cleaner and remove the
carburettor from the cylinder head.
Undo
the
five
cylinder head holding down nuts (four inside the rocker
box and one near the sparking plug hole).
Machines having an alloy
head
have an extra securing
pin in the push rod tunnel.
In
addition to removing the
five holding down nuts, also
undo
this pin, which has a
hexagon socket head.
Lift the cylinder head about one inch and remove
the push rods; the head can now
be
lifted clear.
23
Removal of Cylinder and Piston. Whilst it
is
not
strictly necessary to remove the cylinder barrel and piston,
this should preferably be done so
that
the condition of
the piston, rings and big-end bearings can
be
examined.
To
remove the cylinder barrel after removal of the head,
simply lift the barrel off the five long studs.
To
remove
the piston, remove one of the circlips holding the
17
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
gudgeon pin in place, push out the pin and lift the piston
from the connecting rod. Note that the piston has a
split
skirt and that the split should face forwards. The
piston
is
marked with the word
"
Front
"
by
the leading
valve
depression in the piston crown.
24
Removal of Valves. Lift or prise off the hardened
caps from the ends of the valve stems, then, compress
the
valve
springs with a suitable compressor. Lift out
the
split, conical collars and remove the compressor
when the springs and valves may be withdrawn. Keep
the end caps, split collars, springs and other parts paired
off
with their respective valves and replace them in the
same positions when reassembling.
On
the
"Crusader Sports"
there
is
some slight
difference in valve spring anchorage. There are no end
caps on the valve stems and the alloy top spring collars
are retained by split conical cotters which have a narrow
interna! projection which
fits
into a corresponding
groove in the valve stem.
25
Removal of Carbon. Remove carbon from the
valves, ports and combustion chamber by scraping or
( only if the cylinder head
is
cast iron)
by
immersion in
a solution
of
4 ozs.
of
commercial potash to a gallon
of
water. Carefully remove the piston rings. Remove
carbon from the ring grooves and the top
of
the piston
by
carefully scraping, taking care not to dig into the
aluminium.
On
no
account
allow
potash solution to
corne
into contact with the aluminium piston.
26
Grinding-in Valves.
Sinear
the valve seats with a
little grinding compound, replace the valve in position
and rotate
it
with a semi-rotary motion by using a tool
with a suction cap frequently lifting it off its seat and
gradually working the
valve
round so that each point on
the valve face cornes into contact with each part of the
seat. Continue grinding until a bright ring
is
obtained
on both the valve and its seating.
If
the
valve
or seats are very
badly
pitted and
will
not form good faces with a reasonable amount of
grinding, the parts should be returned to the Works for
18
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
new seats to be eut. Excessive grinding forms a pocket
which restricts the flow of the gases.
Do not interchange the inlet and exhaust valves.
27
Reassembly
of
Engine after Decarbonising. When
reassembling the engine take great care to have all parts
perfectly clean and
put
clean oil on the piston, particu-
larly round the rings. The cylinder base joint must
be
made with a paper washer, the cylinder head joint with
a new copper and asbestos gasket. When replacing the
push rods, note that the longer of the two
is
the inlet
rod and it should pass through the outer of the two holes
in the base of the cylinder barrel. When tightening down
the cylinder head nuts, work diagonally from one to
another to ensure pulling the joint down level.
Before setting the valve clearances see that the end
caps are on the valve stems.
The cylinder head nuts should be checked again for
tightness, after the engine has been
rnn
long enough to
get it
thorough.ly
warm.
Should
the engine breather, which
is
situated
on
the
top
of
the front end
of
the crankcase, be removed,
make
certain that the two small dise valves are preserved
and
suffer no damage. Ensure
that
the dises
and
their
housing are perfectly clean when they are reassembled.
28
Valve Clearances. The adjusting screws are on the
top ends of the push rods. Access to them
is
obtained
by removing the rocker box cover.
The
clearances,
measured between the valve end caps and the rockers
when the engine
is
cold, should be
·006" exhaust and
·004"
inlet.
With a cold engine, the clearances
on
the
"Crusader
Sports"
should be adjusted to
·002"
inlet
and
·004"
exhaust.
To
make the adjustment (see Fig. 3), first rotate the
engine so that the piston
is
near T.D.C. on the compression
stroke, hold the push
rod
top end (bottom hexagon)
and
the locknut (middle hexagon). Unlock by turning the
locknut to the right
and
make the adjustment by screwing
19
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
PUSHROD
CUP
Fig.
3.-Valve
Oearance
Adjustment.
the push rod cup (top hexagon) to the right
to
take
up
clearance
or
to the left to give more clearance,
at
the same
time holding the push
rod
top end. Finally, Iock
up
the
Iocknut against the push
rod
end
and
check the clearance
after finally tightening the locknut.
Owing
to the initial bedding down of the wearing
surfaces, the valve clearances on new machines may
require adjustment after the first few hundred miles have
been run.
29 Engine Bearings. The crankshaft runs
on
a large-
diameter ball bearing
at
the driving end and a roller
bearing at the generator end.
The
ball bearing
provides positive end location for the shaft and, provid-
ing that the driving sprocket nut is securely tightened,
there will be no apparent end float.
The
light alloy
connecting rod has a split big end with renewable
white-metal lined steel shells. Sorne
side float and a
perceptible amount of
"
shake "
may be present
in
the
big-end bearing but if, after a long period of use, definite
20
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
up-and-down play can be felt in either the big end
or
the
main bearings, the engine will have to be removed from
the frame for new parts
to
be fitted.
The gudgeon pin
is
fully floating and of large
diameter. When the engine
is
cold it should be a free
working
fit
in the small end of the rod and a push fit
in the piston bosses.
30
Removal and Dismantling of Engine. Probably
most Royal Enfield owners will never
find
it necessary
to remove the engine from the frame and
if, after a long
period of use, an overhaul
is
required, will send the
machine back
to
the Works. Therefore, details of engine
removal and dismantling will not be given here.
31
Timing Chain Adjustment. The camshaft
is
chain
driven from the near-side end of the crankshaft.
To
obtain access to the chain, remove the near-side engine
cover, first placing a tray beneath the engine to catch
escaping oil. Slacken the two tensioner nuts and adjust
to
give a minimum of slackness in the chain. After
replacing the chaincase cover, replenish with about
one-third of a pint of engine oil before starting erigine.
32 Valve Timing.
If
the timing chain
is
removed for
any reason, e.g., the fitting of a new primary chain, place
the piston at top dead centre and line up the marks on
the timing sprockets, as shown in Fig.
4,
before replacing
the chain. Adjust the chain tension
as
described
in
Section 31.
For
those who wish to check the valve timing the
opening and closing points are given below.
On
1960 models the following instructions
apply:-
Valve Timing with
·O
15
in. Clearance:
"250 Clipper" and "Crusader
250"Exhaust opens
Exhaust closes
Inlet opens
Inlet closes
21
95
° before B.D.C.
37° after T.D.C.
60
° before T.D.C.
65
° after B.D.C.
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Fig.
4.-Timing
Chain
Adjustment.
Timing
and
Primary
Chains
have
adjustable slippers
for achieving the
ç:orrect
chain
tension. Note, also,
the timing marks on the timing
chain
sprockets.
Valve Timing with ·010
in. Clearance:
"Crusader
Sports"Exhaust opens
Exhaust closes
Inlet opens
·
Inlet closes
22
68
° before B.D.C.
45
°
after T.D.C.
38
°
before T.D.C.
67
°
after B.D.C.
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Earlier Models
:-
"250 Clipper"
and
"Crusader
250"-
(
Exhaust opens
75
° before B.D.C.
Exhaust closes 30° after T.D.C.
Inlet opens 45° before T.D.C.
Inlet closes 65° after B.D.C.
These points are all given
at
·015" valve clearance
and it
is
important that this clearance should be used
when checking, as the first part of the valve lift
is
com-
paratively slow and a small variation in clearance
considerably alters the opening and closing points. For
running, set to the clearances given in Section 28.
"Crusader Sports." There should be a running
valve clearance
of
approximately ·005° to .008°
and
the
valve timing with this clearance should
be:-
Exhaust opens
75
° before B.D.C.
Exhaust closes
50
° after T.D.C.
Inlet opens
50
° before T.D.C.
Inlet closes
75
° after B.D.C.
33 Ignition Timing. The contact breaker
is
accessible
after removing the small circular cover
at
the front
of
the off-side crankcase cover. Owing to the provision
of
automatic ignition advance, ·the contact breaker
is
always
fully retarded when the engine
is
at
rest
or
is
being turned ·
over slowly.' The advance mechanism
is
situated behind
the contact breaker and gives a range
of
approximately
12t0 on
the half-speed shaft, corresponding to 25° on
the engine shaft.
The optimum ignition timing
is
30° advance (7 /
32"
before T.D.C.) so
that
in the fully retarded position the
contact· points must be open when the piston is 5°
or
about 1/64" before T.D.C.
To time the ignition, proceed as follows
:-
Switch off
and
check the maximum opening
of
the
points, which must be ·014" to ·016".
23
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Unscrew and remove the centre screw securing the
contact breaker cam centre to the shaft and withdraw
the latter from the shaft.
Loosen the two small screws which secure the
contact breaker base plate and set the plate central in
its slots. Tighten the screws.
Place
the machine on the stand. Engage top gear
and
turn
the engine by rotating the back wheel until
the piston is l /64" before the top
of
the compression
stroke, as measured by a rod or wire inserted through
the plug hole, both valves being closed.
Switch
on the ignition and rotate the cam centre in
a clockwise direction (viewed from the off-side
of
the
machine) until the ammeter
is
showing a discharge.
Continue rotating slowly until the needle flicks to zero,
indicating that the points have opened.
Give the cam centre a sharp tap endways to secure
it
on the shaft and Iock up tightly with the centre screw.
Check timing by turning the engine with the back
wheel until the ammeter needle moves from discharge to
zero and see that the piston
is
1 / 64" before the top of
the compression stroke .
If
timing
is
slightly incorrect, adjust by loosening
the two screws which secure the contact breaker base
plate to the crankcase and
tum
the plate clockwise to
retard the timing, anti-clockwise to advance it. The
slots in the plate provide a range of adjustment equal to
approximately
-+-39°
on the engine shaft. This will prove
sufficient to cover normal adjustment due to wear of
contact points and contact breaker arm, movement of
the cam only being necessary should the timing
have slipped or after dismantling of the engine.
34
Sparking
Plugs.
The following are the plugs wlùch
we
have found to be most sui table for these models
:-
Lodge 2 H.N., K.L.G.F.80, Champion
L.10.S.
or
L7.
24
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
35
LIGHTING
SET
The electrical equipment fitted to these machines
combines the advantages of a Magdyno (or magneto
and separate dynamo) system with those of a battery
and coi! ignition system with a D.C. dynamo to charge
the battery, and has advantages over both these systems.
The generator consists of a rotor mounted on the
end of the driving shaft
of
the engine and containing six
powerful permanent magnets arranged to produce
six
poles altemately north and south.
Surrounding the rotor are three pairs of series-
connected coils carried on a laminated core plate
mounted directly on to the crankcase.
Rotation of the rotor in the stator produces an alter-
nating voltage in the stator coils. Electrical connection
is
made between the stator coils and a full wave selenium
rectifier which acts in effect like a non-return valve, permitting current to pass
in
one direction only so that the
output from the rectifier
is
uni-directional current which
can be used to charge a battery.
The headlamp
is
mounted in a specially designed
"
Casquette
"
fork head which contains an ammeter and
a lighting switch. A two-position ignition switch
is
mounted
in
the near-side tool-box cover.
Switch Positions
Emergency Start. An emergency starting
pos1t10n
is
provided on the ignition switch. This
is
for use
if
the
battery has become discharged and a normal start cannot
be made.
In
the switch position
"EMG"
the alternator
is
connected directly to the ignition coi! -and this allows
the engine to be started independently of the battery.
Note that,
if
the battery
is
removed, the emergency start
will not fonction unless the lead normally connected to
the battery negative terminal
is
earthed.
The
emergency
start system
fonctions
better with a discharged battery
than with a fully-charged one.
Proper functioning of the emergency starting
feature
is
dependent on accurate ignition timing being
25
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
observed and correct contact breaker gap being main-
tained. After starting has been effected, the ignition
switch should be turned to the normal running
"
IGN
"
position.
Short
journeys without the battery can be made with
the switch in the
"EMG"
position.
To
do this, the
cable normally connected to the battery negative terminal
must be connected to an earthed point on the machine.
If
lights are required when the battery
is
disconnected,
use the headlights and keep the engine speed
Iow
to
prevent excessive voltage rise.
Ignition
Off, Lights
Off.
Battery and generator are
bath disconnected.
Ignition
On,
Lights " Off "
or on "
L
".
Two pairs
of alternator coils are disconnected and only the third
pair
is
in
use.
Current passing through the rectifier trickle
charges the battery
as
well
as energising the ignition
coi!.
Ignition
On
,
Lights on
"
H
".
The alternator output
is
increased
by
connecting ail three pairs of
coils
in
parallel, thus providing current for the headlight, tail and
speedometer lights in addition to the ignition and a trickle
charge to the battery.
Battery.
Batteries
on
machines supplied
in
England, Scotland
and Wales are supplied
filled
and charged ready for
use.
Batteries on machines supplied overseas are in the
"
dry charged
"
condition. These require only
filling
with sulphuric acid of 1
·250
density and allowed to stand
for one hour before being put into service.
If
an
"
unformed
"
dry battery
is
fitted it must be
filled
with acid
of
1
·285
density and given a long slow
continuous charge of
0·8
amps. for 32 hours before being
put into service. This process
is
necessary to form the
correct chemical compounds in the battery plates, and
if
not carried out the battery will have a short
life
and
a high resistance which
will
prevent it accepting the
correct rate of charge from the rectifier.
26
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
The battery
is
housed in the left-hand side of the
box under the saddle and the level of the acid solution
should
be
inspected at least once a fortnight.
. The electrolyte (acid) must be
filled
only to the top of
the separators between the plates and this level must be
maintained by regular additions of pure distilled water.
All lead-acid batteries slowly discharge themselves
when standing, and if allowed to stand in a discharged
state
will
become sulphated and spoilt.
If
the machine
is
laid up for any length of time, therefore, the battery
should
be
removed, charged fully and given a refresher
charge every two or three weeks.
Batteries used on rectifier sets lose their charge more
rapidly than others owing to a small leak through the
rectifier.
If
it
is
known that the machine
will
not be
run for several days, but the period
of
inactivity
is
insufficient to justify removal of the battery, it
is
a good
plan
to
disconnect the battery earth lead, thus preventing
leakage through the rectifier.
Lamps.
The following are the correct type of lamp bulb to
use:-
Headlamp main bulb :
6v.
30X24
watt (Pre-focus) S.B.C.
Pilot
bulb:
6v.
3 watt M.B.C.
Tai] lamp:
6v.
3X
18
watt
S.B.C.
Speedometer:
6v.
1
·8
watt M.B.C
A double filament tail lamp bulb
is
fitted enabling
a stop Jamp switch to be added if required.
36 Carburettor. The carburettor
is
correctly set at the
Works, and
is
unlikely to require attention beyond
occasional cleaning, and possibly resetting the slow
running adjustment.
This adjustment
is
made with a small milled-head
screw on the side
of
the carburettor. The adjustment
should
be
made when the engine
is
warm and should be
set
so
that the engine will
"tick-over"
evenly when the
throttle
is
nearly closed. A throttle stop
is
also provided
so that the throttle can be set to
be
slightly open when
the control
is
shut.
27
,
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Do
not attempt to save petrol
by
fitting a smaller
main jet. The main
jet
has no effect unless the machine
is
being driven
at
above half throttle.
If
the machine uses an excessive amount
of
petrol,
look for possible leaks, check the slow running adjustment and try lowering the taper needle (held in the
throttle slide) one notch. Examine also possible causes
in the machine, such
as
brakes binding, tight
or
dry
chains, incorrect tappet adjustment, slipping clutch, etc.
The following are the correct carburettor settings :-
Main jet :
120.
Throttle valve : 375/3t .
Needle clip in
No
. 3 groove.
Needle
jet
:
105.
Pilot jet :
25.
Full particulars of the carburettor are given
in
a
booklet issued
by
the makers, a copy of which
we
will
supply
on
request.
On the
"Crusader Sports"
the carburettor details
are:-
Choke:
li-
in.
Main jet :
140.
Throttle valve :
376/3!.
Needle clip in No. 3 groove.
Needle
jet
:
106
.
Pilot
jet :
25.
There is a
-fe-
in. heat barrier washer between the
carburettor flange and the cylinder head.
37
Air
Cleaner. The air cleaner ensures
that
no dust
or grit reaches the interior of the engine, thus preventing
rapid wear of the cylinder. Provided that the correct
carburettor jet
is
used, the air cleaner does not cause
any
Joss
of speed.
To obtain access to the air cleaner, first remove the
toolbox lid on the right-hand side of the machine. The
air cleaner cover, held in place by one central screw, will
now
be
visible. Remove this screw and press inwards
the top left corner of the cover, which will pivot
outwards
at
the bottom, enabling it to
be
removed
28
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS'~
entirely. To remove the cleaner, hold it
by
the metal
portion and pull to the left, when it will free itself from
the rubber sleeve.
The cleaner
is
intended to be used dry and should
not
be oiled.
It
can be cleaned
by
brushing and blowing
with compressed air. As the air passes through the
element from outside to inside, the bulk of the dirt will
be
found on the outer surface of the element.
TRANSMISSION
38
Enfield Four-speed Gear. This gearbox
is
very
simple in operation and provided it
is
kept
well
lubri-
cated
will
give long and trouble-free service. A special
feature
is that the gears are controlled by a single-striking
fork so that it
is quite impossible to engage two gears
at
once, no matter how much wear bas taken place.
The foot control lever
is
adjustable to suit different
footrest positions. The lever
is
mounted on a serrated
shaft and, after slackening the clamping screw, can
be
removed and replaced on a different serration.
39
Clutch. The clutch
is
of
the multi-plate type, with
cork inserts.
If
clutch slip occurs, first make sure that
there
is
some slack in the control wire
(see
next Section).
If
this
is
in order, the clutch plates should be examined.
To do this remove the primary chain case on the
left-hand side of the engine and unscrew the three pins
near the centre of the clutch. The springs and plates may
now
be
lifted away.
If
the cork inserts are wom flush
with the metal or are bumt, they should
be
renewed.
Cork clutches grip equally well whether oily or dry but
wear better when oil
is
present.
If
the machine has been
run for some time with a slipping clutch,
new
springs
as
well
as
new
inserts may be required.
40
Adjustment of Clutch Control. Important. It
is
absolutely essential that there should be a small amount
of free movement of the clutch control lever.
If
this
is
not present, part of the spring pressure will be taken by
the:
clutch control wire instead of by the friction
29
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
surfaces, clutch slip will result, and the clutch inserts
may be ruined.
To
adjust the control, first slacken off the
clutch
cable adjustment which will be visible after sliding up
CABLE
ADJUSTING
SCREW
CLUTCH
LOCKNUT
Fig.
5.-Clutch
Adjustments.
the plastic cover (see Fig.
5).
Slacken off the iocknut
on the spindle which protrudes from the right-hand
crankcase cover immediateiy in front of the kick starter
spindle.
Turn
the slotted adjusting screw clockwise until
it begins to tighten up, then turn back one complete
tum
and Iock in this position with the locknut. This will
ensure
that
the clutch lever inside the cover is in the
best working position. Adjust the clutch cable to give
about
-Dr"
free movement.
NOTE.-Owing
to
the
initial bedding down of
the
clutch friction material, it
fr
eq
uently happens that
the
30
(JÎ)
IQ
1
Fig,
6.-Exploded
View
of
Q.D.
Rear
Hub.
31
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
clearance in the clutch control is taken
up
during the
first few hundred miles with a new machine. This point
should therefore be examined soon after delivery and
adjustment made if necessary.
41
Quickly Detachable Rear Hub with
Patent
Cush
Drive. The "Crusader"
and
"Crusader Sports" are
fitted with a quickly detachable full-width rear hub
incorporating the Royal Enfield patent cush drive which
takes
up
the drive from the countershaft to the rear
wheel with great flexibility
and
smoothness. This hub
has a marked effect on the running
of
the machine,
absorbing all engine shocks
and
preventing any snatching
of
the driving chain, and consequently minimising the
wear
on
the rear tyre. A
drum
inside the driving
sicle
of
the rear hub is provided with three metal vanes, and
the inside
of
the driving sprocket has three sirnilar vanes.
On
each
sicle
of
the vanes in the hub is placed a block
of
solid rubber, and the vanes
on
the inside
of
the driving
sprocket fit between these blocks. When in position
there is a block
of
rubber
and
a metal vane alternately.
This cush drive hub is so simple
that
the only parts
likely to wear are the rubber blocks
and
the Iock ring
which should be replaced when they show signs
of
appreciable wear.
42
Adjustment of Chains. Access to the primary chain
adjuster
is
gained by removing the chain case cover on
the left-hand
sicle
of the engine, having a tray beneath
the case to catch escaping oil.
The
slipper beneath the chain, see Fig. 4
on
page
22.
should be raised or lowered by means of its adjuster,
until there is
!"
up-and-down
movement at the centre
of the top run of the chain. Lock the adjuster, replace
the cover and refill with about one-third of a pint of
engine oil.
Rear
chain adjusters take the form of cam plates which
are rotated after slackening the wheel spindle nuts, brake
anchor
nut
and the two screws
"A"
(see Fig.
8)
holding
the rear chaincase to the swinging
arm
.
The
chain tension
32
"CR
USADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Fig.
7.-Rcasscmbly
of
Cush Drive.
In
assembling the cush drive hub, set the rubbers against
each other, as shown, to provide a lead for the vanes.
can be ascertained after removal of the rubber plug
in
the
side of the chaincase. Adjust until there
is
!"
of free
movement in the top run of the chain. Tighten ail nuts
and screws and then check for correct wheel alignment
and truth of the chain
line.
If
it
is
impossible to get
both of these correct at the same time, suspect an untrue
frame as a result of some accident.
After adjusting the rear chain it may
be
necessary
to re-adjust the rear brake; check this point.
Chain adjustment on the
"250 Clipper"
is
carried out
by
means of cam plates as described above, but since there
is
no chain enclosure it
is
not
necessary to slacken any
screws on the chain guard which, in this case, protects the
top run
of
the chain.
FRONT
FORK
43
Construction. The
''Casquette''
at
the top of the
fork bouses the headlamp, speedometer, ammeter and
33
"CRUSADER
250," "250
CLIPP
E
R"
AND
"CRUSADER
SPORTS"
Fig.
8.-
Rear
Wheel Adjustment, showing movement
of
"Cru
s
ader"
Rear
Chainc
ase and detachable
part
of
Chaincase
"exploded".
lighting switch, the two latter being held
in
rubber
housings pressed into the casting. The upper head
bearing race
is
also fitted to the
"
Casquette
"
and the
steering stem
is
anchored to it by a large hexagon nut
screwing on to the top of the stem which is secured
by a wedge boit having an
Allen
type head tightened
from behind and below the handlebar mounting.
Each main tube
is
screwed into the
"
Casquett
e
"
at
the upper end and securely clamped to the fork crown.
Sliding over the lower end of the main tube is the cast
aluminium-alloy fork leg. Into the lower end of this
is
fitted a tube to which the bottom end of the compression
spring is secured, the tube also acting as a guide for the
spring.
The
top end of the spring
is
secured to a dis-
tance tube which
is
held
to
the top of the main tube
with a screw. The lower end of the main tub e and
upper end of the sliding fork leg are protected by a cover
tube screwed to the fork crown.
34
SPRING
STOP
PLATE
AOJUSTMENT
WASHER
COYER
TUBE
BUSH
FORK
CROWN
---
-~
SPRING
SCROLL
---
---
COYER TUBE
----~
MAIN
TUBE------+
SPRING
_______
__,,
...,.,
SPRING
SCROLL
----
~
l
iU
GUIDE TUBE
----
-~
Fig
.
9.-Section
·
of
Front
Fork.
35
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
No attention
is
required beyond very occasional
topping up with oil as described in Section
15.
44
Steering Head. To adjust the steering head ball
45
races, undo both clamp bolts at the fork crown and the
wedge
boit
at the steering head. Screw down the large
hexagon nut on top of the
"
Casquette
"
until play
in the bearings disappears but free movement
is
not
impaired. The special rubber rings above the upper
main tube covers will allow for variation in distance when
this adjustment
is
made. Secure the clamp bolts and
the wedge
boit.
Dismantling. With the wheel removed, take out the
screwed plug from the
"Casquette"
above the fork
legs.
The sliding member, together with the spring , may
then be withdrawn downwards. Tap the
boit
which
protrudes from below the sliding member until it is free,
bearing in mind that as the boit
is
tapped upwards, oil
will escape from the tube. The spring and spring tubes
are then free and may
be
screwed apart from each other.
Should it be necessary to remove the main tubes,
undo the clamp bolts at the fork crown and, with a special
key in the internai hexagon from above the
"Casquette,"
screw the tube free.
REAR
SUSPENSION
The bottom spring cups of the rear suspension units
are adjustable in three positions by means of a
" C
"
spanner. The bottom position
is
suitable for a
medium-
weight rider; the centre position for a heavy-weight rider,
or a medium-weight rider and a medium-weight passenger;
and the top position for a heavy-weight rider and
heavyweight passenger. The adjustment raises the rear end of
the machine to compensate for extra weight so that the
normal riding position
of
the suspension unit
is
always
roughly midway between the two extremes of travel.
Access to the interior of the spring boxes, for the
removal of springs, can be gained by removing the units
from the frame, pressing down the top cover and remov-
36
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
HEAD
NUT
CLAMP
Fig.
10.-Steering
Head Adjustment.
ing the
split
collar. Before removing the boxes it
is
first necessary to remove the rear mudguard unit as
described in Section
48.
When reassembling the boxes
the spring should be greased to prevent rust and
squeaking if it should corne into contact with either of
the covers. The central damping unit
is
sealed and
servicing of the internai mechanism can be carried out
only
by the manufacturers. The rubber bushes in the top
and bottom eyes can easily be renewed
if
necessary.
MISCELLANEOUS
46
Removal of Front Wbeel. To remove the front
wheel,
place the machine on the centre stand with
sufficient packing (about 2") beneath each side of the
stand to lift the
wheel clear
of the ground when tilted
back on to the rear
wheel.
Disconnect
the front brake
cable, remove the outs securing the caps to the fork
ends, and the
wheel will
drop out. Make sure that the
machine stands securely on the rear
wheel
and centre
37
r
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
stand-if
necessary, place a weight on the sadd
le
or a
strut beneath the fork to ensure this.
47
Removal of Quickly Detachable Rear Wheel. The
main portion of the wheel can be removed from the
machine without disturbing the chain, or the rear brake
operation and anchorage, and without removing the
mudguard.
With the machine on the centre stand, unscrew the
right-hand spindle nut and withdraw the loose section
of the spindle together with the chain adjuster cam,
preferably marking this to ensure that it
is
replaced
in
the same position. Now slide the distance collar out
of
the fork end and lift away the speedometer drive gearbox
which can be left attached to the driving cable. Remove
the spacing collar and felt washer. The main body
of
the wheel can now
be
pulled across to the right-hand
side of the machine, thus disengaging the six driving
pins from the cush drive shell.
Standing
on the
left-hand side of the machine, adjacent to the rear
mudguard, lean the machine to the left until the
wheel
can be rolled out between the mudguard and the
right-hand fork end. '
When replacing the speedometer drive gearbox.
make sure that the driving dogs inside the gearbox
engage with the slots in the end of the hub barrel.
Before tightening the centre spindle make sure that the
speedometer drive gearbox
is
correctly positioned so
that there
is
no sharp bend in the driving cable.
Removal of Non-Detachable Rear Wheel. In the
case
of
the "250 Clipper,"
which
is
not fitted with a
quickly detachable rear wheel, the method
of
rear wheel
removal
is
as
follows
:-
Disconnect the driving chain at the spring link ;
remove the wing nut from the brake rod and slide the rod
from the lever ; disconnect the brake anchorage from the
38
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
Fig. 11.
Removal of Rear Mudguard unit, also showing Air Filter.
rear fork lug ; unscrew the hexagon nut connecting the
speedometer cable to the speedometer gearbox, withdraw
the speedometer cable, undo the wheel spindle nuts and
withdraw the wheel.
48
Removal of Rear Mudguard
Unit. The rear
mudguard, mudguard carrier and dual seat are
removable
in
one unit after merely slackening the two
nuts on the inside of the rear suspension top
fixing
brackets. Stand behind the machine, grasp the lifting
handles on each side and pull the mudguard assembly
upwards until the attachment brackets are clear of their
respective nuts. Now pull backwards until the clip at
the front of the mudguard carrier
is
free from the back-
stay bridge tube of the frame, when, after disconnecting
39
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
the rear light cable, the complete assembly can be
removed.
See
Fig. 11.
When replacing, engage the front clip first and drop
the assembly into position. When tightening the nuts
make sure that the shoulders of the nuts are right home
in the recesses on the inside of the carrier attachment
brackets .
49
Fitting a
New
Rear Chain.
Place
the machine on
the centre stand and remove the rear section of the rear
chain case after unscrewing the three screws holding it
to the rear brake cover plate. Disconnect the chain
at
the connecting link, join up the new chain to the old
one and pull it into the chain case by pulling out the old
one. Disconnect the old chain and join up the new one,
making sure that the closed end of the spring clip points
in the direction of travel of the chain. Check for correct
chain tension and, if necessary, adjust as described in
Section
42.
50 Removal of Tyres. The wired-on tyres fitted are
easily removed if the correct procedure is adopted.
Deflate the tyre by unscrewing the inside of the valve
with the key formed on the dust cap. Remove the
milled locknut securing the valve to the rim.
At
a point
opposite the tyre valve, press the walls of the tyre down
into the well in the centre of the rim, and work the walls
down into the
well
as far as possible in either direction.
It
will then be found possible to lever
off,
starting
at
a
point near the valve and working in either direction.
When replacing the cover reverse this procedure, starting
opposite the valve and finishing close to it with the
tyr6
at the opposite side of the wheel pressed down into the
rim. When only slightly inflated, see that the wired edges
are in their proper places, not down in the well. As a
check on
this,
examine the fine line moulded on the wall
40
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
of the tyre near the rim. This should be about a quarter
of an inch from the rim, all the way round.
The following are the recommended tyre pressures
for these models for solo
use:-
Front:
18
lb. per sq. in. (Solo).
Rear :
19
lb. per sq. in. (Solo) ;
if
pillion passenger
carried,
30
lb. per sq. in. approximately.
51
Expanding Hub Brakes. The expanding hub brakes
are fitted with shoes lined with a special woven material,
and have drums
of
special cast iron giving freedom from
scoring. Should
an
excess of grease
find
its
way
from
the hub bearings on to the brake linings, the brake will
!ose a certain amount of its efficiency.
In
this case the
shoes and linings should be taken out and scraped to
remove the grease. After reassembly, drive with the
brakes " on " for half a mile or so to burn
off
the last
traces
of
grease.
The rear brake
is
adjusted by a wing nut at the end
of the brake rod, while the front brake adjustment
is
by
means of a milled nut.
52
Wheel Bearings. The bearings
of
both wheels are
single row, deep groove journal races. These have been
proved by extensive tests to. be superior to cup and cone
bearings and are adequate to deal with both radial and
thrust loads. They require no adjustment.
53 Cleaning. The enamelled portions
of
the machine
are best cleaned with cold water, using a brush for the
wheels. A hose pipe
is
the ideal, but
if
buckets must
be used, the parts can be prevented from drying with
a " smeary " finish by swilling several buckets of cold
water over the machine after washing.
The engine, gearbox and other parts which are
greasy should be brushed with paraffin.
We
recommend the use
of
"Autobrite" for enamel
parts and polished alloy parts.
For
chromium
we
recom-
mend "3-IN-ONE" Stop Rust Chrome Cleaner.
41
"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
" DON'TS " FOR DRIVERS
OON'T let in the clutch with a jerk. This practice places
unfair strains on the engine, transmission and tyres.
OON'T
leave the brakes alone till the last moment and then
have to apply them hard. This
is
only asking for
skids and tearing miles
off
your tyres.
DON'T slam the throttle open suddenly. Give your machine
an easy
life and it will repay you.
DON'T slip the clutch to save changing gear. The clutch
is
for use, but this
is
abusing it.
OON'T be afraid of the lower gears. They are for use.
On
the other
hand-
OON'T race the engine in a low gear when it will rea,
dily
~
pull
a higher one. This
is
abuse.
OON'T try to economise in grease or oil. They are cheaper
than repair bills.
DON'T neglect the essential adjustments, particularly the
tappets and the clutch control.
If
you
do-
OON'T blame the makers for the inevitable consequences.
OON'T run your tyres too soft. They are expensive, but air
is
cheap.
OON'T neglect to consult our Service Department
at
any
time.
42
loyal
Enfïeld
MOTOR
CYCLE
GUARANTEE
TERMS
AND
CONDITIONS
OF
SALE
1.
In
this
Guarantee
the
word
"
machine"
refers
to
the
new
motor
cycle,
scooter,
motor
cycle
combination
or
si
decar,
as
the
case
may
be,
purcha
sed
by
the
Purchaser.
2.
In
order
to
obtain
the
benefit
of
thi s
Guarantee,
the
Purch
ase r
must
correctly
complete
the
re
gis
trati
on
form
and
return
it
to
us within
fourteen
day
s
of
the
purcha
se.
3.
We
will
supp
l
y,
free
of
charge, a n
ew
part
in
exchange for,
or,
ifweconsider
repair
sufficient,
will
repair
free
of
charge
any
part
pro
ved within six
months
of
the
date
o~
purchase
of
any
new
ma
chine,
or
witllln
three
months
of
its renewal
or
repair
in
the
case
of
a
part
already renewed
or
repaired,
to
be defective by rea
son
of
our
faulty
work..manship
or
material
s.
We
do
not
undertake
to
bear
the cost
of
fitting such
new
or
repaired
part
or
accessory.
4.
Any
part
considered
to
be defective
must
be sent
to
our
Works,
carriage
paid,
accom~
panied
by
the
following
information:
(a)
Name
of
Purchaser
and
bis
add
ress.
(b) D
ate
of
purchase
of
machine.
(c)
Name
of
dealer
from
wbom
the
purchase
was
made.
(d) Eng
in
e
and
frame
numbers
of
machine.
5.
This
Guarantee
sha
ll
not
extend
to
defects
or
damage
a
pp
ea
ring
after
misuse, neglect,
abnormal
s
tre
ss
or
s
train,
or
the
incorpor
a
tion
or
affixing
of
un
s
uitable
attachments
or
part
s
and
in
particular:
(a
)
Hiring
out
.
(b)
Racing
or
competitions.
(c)
Adaption
or
alter
at
i
on
of
any
part
or
parts
after
leaving
our
Work
s.
(d)
The
attaching
of
a side
car
in a
manner
not
approved
by
us
or
to
an
un
s
uitable
motor
cycle.
Thi
s
guarantee
shall
not
extend
to
machines
whose
trade
mark,
name
or
manufacturing
number
has
been a
ltered
or
remo
ved,
or
in
which
has been used
any
part
not
s
upplied
or
approved
by
us,
or
to tyres,
sadd
les, chains,
speedomete
rs,
revolution
counters,
and
electri-
cal
equipment
or
to
parts
s
uppli
ed
to
the
order
of
the
Purchaser
and
different
from
our
s
tandard
specification.
6.
Our
li
ability a
nd
that
of
our
dealer
w
ho
se
ll
s
the
machine
sha
ll
be
lintit
ed
to
that
set
out
in
paragr
ap
h 3 a
nd
no
other
claim
s,
including
daims
for conseq
uential
damage
or
injury
to
person
or
property,
shall be admissible.
Ali
other
conditions
and
warranties
stat
u
tor
y
or
otherwise
and
whether
express
or
implied
are
h
ereby
excl
ud
ed
and
no
guarantee
other
than
that
expressly
herein
contained
applies
to
the
machine
to
wh ich
thi
s
Guarantee
relates
or
any
accessory
or
part
thereof.
REPAIRS GUARANTEE
1. White
th
e highest s
tandard
of
workmanship
and
materials
is aimed
at,
we
cannot
accept
liability for
any
defects
appearing
more
than
three
month
s
after
the
machine,
assembly
or
component,
bas left
our
Works
after
being repaired.
2.
We
will
repair
or
replace
at
our
option
free
of
charge
any
defective
work,
materia
ls
or
parts•elaing
to
the
repairs
carried
out
by us
appearing
witbin
that
time
but
sball
not
be
under
any
f
urth
er
or
other
liability
for
any
other
Joss
or
damage
whether
direct
or
con-
seq uential
and
o
ur
liability sba
ll
be
limited
to
the
cost
of
so
making
good.
3.
We
do
not
accept
liability
in
respect
of
parts
of
proprietary
manufacture;
e.g., tyres,
sadd
les, chains,
speedo
mete
rs,
revolution
counters
and
electrical
equipment
which
may
be
used
by
us
in
effecting a
rep
air. Ail
other
conditions
and
war
ranties
s
tatu
tory
or
other-
wise,
expre
ss
or
implied
are hereby exc lud ed.
NOTICE
W.e
do
not
appoint
Agents
for
the
sale
on
our
behalf
of
our
Motor
Cycles
or
other
goods,
but
we assign
to
Motor
Cycle
Dealer
s
areas
in
which
we
supply
to
s
uch
Dealer
s exclusively
for
re-sale
in
such
areas.
No
such
Dealer
is
authorised
to
transact
any
business, give
any
warranty,
make
any
representations
or
incur
a
ny
liability
on
our
behalf.
43
. .
·,_/
,-
·.
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