Suzuki 1990 GS500EL, 1991 GS500EM, 1992 GS500EN, 1993 GS500EP, 1994 GS500ER Service Manual

Reference REF-1

Dimensions and Weights. . . . . . . . . . . . . . . . . . .REF-1

Tools REF-2

Maintenance Techniques. . . . . . . . . . . . . . . . . . .REF-4

Motorcycle Chemicals and Lubricants. . . . . . . . .REF-S

MOTTestChecks REF-6
Storage REF-10

FaultFinding REF-12

Fault Finding Equipment. . . . . .. . i . . . . . . . . .REF-20

Technical Terms Explained. . . . ... . . . . . . . . .REF-24

Conversion Factors REF-28

Index. . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .REF-29

Dimensions

and

Weig hts

"..'!i r' ,

Wheelbaee(W) 1 1410nvn

Overaillength(L) I ;... 2O75nWT1
Overall width I

Kmodels .

L, M. N, P and R models . . . . . .

S.TandVmodels

Overall height (H) ,.

Minimum ground clearance. . . .,.. . . . . , ,. ... ... .. .. ... .. .

Weight (dry) . . . . . . . . . . . . .. . . ,. """:':'~ ",..!,..,.,.,,!,::,

::c : ;',.

~.~ ,! Seat height (S) };;: ;...

725 mm
755 mm
745mm
1045 mm
790 mm
155 mm
169 kg

REF.2

Tools

Buying tools

A t Ik " t " f d t I I t f ,poor quality tool breaking in use, Manual (Bk. No. 1454).

.?O I IS a u~. amen a requ remen or . causing Injuty or damage to the

servicing and repaJnng a motorcycle. Although com ent befi worked on

there will be an initial .e~pens~ in ~uilding up always aim to :rchase t::1s which ~t anufacturer s service tools
enough tools for. servicing, this will soon.be the relevant national safety standBtUs. Inevitably certain tasks require the use of a

offset by the savings made by doing the Job service tool. Where possible an alternative

yourself. As experience and confidence grow, The following lists of tools do not represent tool or method of approach is recommended,
additional tools can be added to enable the the manufacturer's service tools, but serve as but sometimes there is no option if personal
repair and overf1aul of the motorcycle. Many of a guide to help the owner decide which tools injury or damage to the component is to be

the specialist tools are expensive and not often are needed for this level of work. In addition, avoided. Where required, service tools are

used so it may be pre!erable to hire them, or for items such as an electric drill, hacksaw, files, refetTed to in the relevant procedure.

a group of friends or motorcycle club to join in hammers, soldering iron and a workbench Service tools can usually only be purchased
the putdtase. equipped with a vice, may be needed. from a motorcycle dealer and are identified by

As a rule, it Is better to buy more expensive, Although not classed as tools, a selection of a part number. Some of the commonly-used

good quality tools. Cheaper tools are likely to bolts, screws, nuts, washers and pieces of tools, such as rotor pullers, are available in

wear out faster and need to be renewed more tubing always come in useful. aftermarket form from mail-order motorcycle
often, nullifying the original saving. For more information about tools, refer to tool and accessory suppliers.

.& Warning: To avoid the risk of a the Haynes Motorcycle Workshop Practice

M ,.

Maintenance and minor repair tools

2 3' 4 5

--,-

- 1- ... '

--~ c ,..,

t_.~ ~.c.,,:==4;

..

(!) , ,'

1 Setofflat-~

SCf8Wdrivefs

2 Set of PhJNips h..t

screwdrlVets

3~~

& ring spenners

4 Socket set (JIB inch

or 1/2 inch drive)

5 Set of Allen keys or bits

,~'" ... .

~' ~

..-A: ,

6 Set of T Of]( keys CN' a'ts 12 Feeler gauges 16 FIIVIe/ and

7 PIers 8nd se/f-locking 13 Spsrlc plug gap ,,-.u,;ng vessel

grtps (A.4oIe grips) measuring and 17 Stf8P~. chain
8 AtfustabI8 spsmer sdjustJng tool WlW'Ch or oi ffIter
9 C-.".vw (kJesJ/y 14 Spstfc ~ sp.-vw (A) tWnov8 tool

8dju$tabIe type) or deep piJg soc#(et (8) 18 at drBin tray

1 0 T yre pressure gauge (A) 15 ~ Ixush and 19 Pun., type oi can

& tI88d depth gauge (8) emery ~ 20 Gt88Ie gill

11 Cable pt8SSUf8 oiler

~;;;;;;~~~;II.t

21 Steel I1J.Ie fA) and

st/ai9fJt-edge (8)

22 Continuity tester
23 Battery chBIger
24 Hydrometer (for battery

specific gravity check)

25 Anti-f18eze tester (for

1kIuid-cooIedengines)

T 0015 REF.3

5 CiIC1ippliefs(lntemaiand

extema/. or combination)

6 Set of punches

sndctJdchisels

7SMctionofpullets

I

8BtBBkBrb8ts(A)

and length of tutN7ng (8)

9 ChahJ txeekingl

rivetb'Ig~

10 WiI8 crimper tool

11 A'*JItRneter (mea8Jres

~ ~ and ohms)

12 St1oboscope (for

dynwnictimingchecks)

13 Hose clamp

(wingnut type shown)

-

;

~I

14 Magnetic arm

(te/escopk; I)'pe .thown)

15 One-man txBk8/~

b/eederkit

Specialist tools

. .

7 PIastIgauge kit 10 PistaJ ring rerrW)va/ ~ 13 Stud extractor

8 Valve spring compressor insW8tion tad 14 Saew extractor set

(4-stroke engines) 11 PistaJ ring c/81rf' 15 Bearing driver set

9 PIston pin dtawboIt tad 12 Cylinder bote hone

(srooe type shown)

REF-4 Maintenance Techniques

Basic maintenance spec~fic torque value, which is noted in the loosened by striking it with a soft-faced

. Specifications. Be sure to follow the torque rec. hammer near the mating surfaces. A normal

techni q ues ommendatlons~losely:. hammer can be used if a block of wood is

There are a number of techniques involved in loosen d 'r h;e ~a~e 0 s, etc. must ~ not hammer on cast parts or parts that could be

maintenance and repair that will be referred to Wine t~ c~ en In a. ~equence to avoId easily damaged. With any particularly stubborn
throU~hout this manual. Application of these S~ldg go on ~:~~i I~~'allyi theNbo~~uts part, always recheck to make sure that every

techniques will enable the amateur mechanic to should be tightened on~ fu~~~;n e:~h Ine~ fasten~r ~ been remo~.
be more efficient, be~er organlsed and capable criss-cross or diagonal pattem. After each one Avoid uSIng a scl9Wdnver or bar to pry apart
of. performIng the various tasks properly, which has been tightened one full tum retum to the components, as they can easily mark the
will ensure that the repair job is thorough and first one tightened and tighten th~m all half gasket sealing surfaces of the parts (which

complete. . one

Fastening systems each fastener has been tightened to the proper mind that. extra clean-up will be necessary If the

Fasteners basicall are nut I torque. To loosen and remove the fasteners the wOOd splInters.

screws used to hOI~' two or s~~etsp=~~ procedure would be reversed. After the parts are separated, the old gasket

together. There are a few things to keep in mind must be carefully scraped off and the gasket
when working with fasteners. Almost all of them . surfaces C~ed. Stubbom gasket material can

use a locking device of some type (either a lock Disassembly sequence be soaked with a gasket remover (available in
washer, locknut, locking tab or thread locking Component disassembly should be done aerosol cans) to soften it so it c~n be easily
compound). All threaded fasteners should be with care and purpose to help ensure that the sr:'aped off. A scraper ~an be fashlon~ from a

clean, straight, have undamaged threads and parts go back together properly during piece ~f copper tubing by flattening and
undamaged comers on the hex head where the reassembly. Always keep track of the sequence sharpening. one end. Copper is recommended

spanner fits. Develop the habit of replacing all in which parts are removed. Take note of because It IS usually softer than the surfaces to
damaged nuts and bolts with new ones. special characteristics or marks on parts that be scraped, which reduces the chance of

Rusted nuts and bolts should be treated with can be installed more than one way (such as gouging the part. Some gaskets can be
a penetrating oil to ease removal and prevent convex washers and gear pinions). It's a good removed with a wire brush, but regardless of
breakage. After applying the rust penetrant, let Idea to lay the disassembled parts out on a the method used, the mating surfaces must be
it work for a few minutes before trying to loosen clean surface in the order that they were left clean and smooth. If for some reason the

the nut or bolt. Badly rusted fasteners may removed. It may also be helpful to make gasket surface is gouged, then a gasket sealant

have to be chiselled off or removed with a sketches or take instant photos of components thick enough to fill scratches will have to be

special nut breaker, available at tool shops. before removal. used during reassembly of the components.

If a bolt or stud breaks off in an assembly, it When removing fasteners from a component, For most applications, a non-drying (or semi­can be drilled out and removed with a special keep track of their locations. Sometimes drying) gasket sealant is best.
tool called an E-Z out (or screw extractor). Most threading a bolt back in a part, or putting the
dealer service departments and motorcycle washers and nut back on a stud, can prevent
repair shops can perform this task, as well as mix-ups later. If nuts and bolts can't be Hose removal f

others (such as the repair of threaded holes retumed to their original locations, they should IpS

that have been stripped out). be kept in a compartmented box or a series of Hose removal precautions closely parallel

Washers should always be replaced exactly small bo~es or la~led plastic bags. A box of gasket removal precautions. Avoid scratching

as removed. Replace any damaged washers thIS type IS especially helpful when working on or gouging the surface that the hose mates
with new ones. Always use a flat washer assemblies with very small parts (such as the against or the connection may leak. Because of
between a lock washer and any soft metal carburettors, tappets, shims etc). various chemical reactions, the rubber in hoses
surface (such as aluminium), thin sheet metal or Whenever wiring looms, harnesses or can bond itself to the metal union that the hose
plastic. Special locknuts can only be used once ~onn.ectors are separated, it's a good idea to fits over. To remove a hose, first loosen the
or twice before they lose their locking ability Identity the two halves with numbered pieces of hose clamps that secure it to the union. Then,

and must be replaced. masking tape so they can be easily with slip joint pliers, grab the hose at the clamp

Tightening sequences and Gasket sealing surfaces they can be applied between the hose and the
procedures Gaskets are used to seal the mating surfaces outsid~ o~ the union). Apply the same lubricant

When threaded fasteners are tightened, they fluids, vacuum or pressure contained in an union to simplify installation.
are often tightened to a spe~ific torque value assembly. If the hose is particularly stubborn, slit the
(torqu~ IS basically a twisting force). Over- Many times these gaskets are coated with a hose with a sharp knife and peel it off the union.

~Ightenlng the fastener ca.n weaken it and cause liquid or paste type gasket seating compound The hose will obviously be destroyed uq this
It to break, while under-tightening can cause it before assembly. Age, heat and pressure can method.

to eventually co":e loose. Each bolt, depending sometimes cause the two parts to stick If a hose clamp is broken or damaged, do
on the material it s made of, the diameter of its together so tightly that they are very difficult to not reuse it. Also do not reuse hoses that

shank and the material it is threaded into, has a separate. In most cases, the part can be cracked, split or t~m. are

Fasteners laId out In a pattem (Ie cylinder placed between the hamme

tum, following the same pattem. Finally, tighten remain smoo . prying IS absolutely

each of them one quarter turn at a time until necessary, use a piece of wood, but keep In

reconnected. and rotate it arolKld the union. WOI'k it back and

must . th) If . .

d the art Dhead bolts engl b It ) r an p. 0

forth until it is completely free, then pull it off

(silicone or other lubricants will ease removal If

between components and keep lubricants, to the InSIde of the hose and the outside of the

Motorcycle Chemicals and Lubricants REF-S

A number of chemicals and variety of additives to prevent corrosion brushed on and, depending on the type,

lubricants are available for use in and reduce foaming and wear. Motor oil are rinsed with either water or solvent,

motorcycle maintenance and repair. comes in various weights (viscosity

, ",oven s are use a one or In

They Include a wide variety of products ratings) of from 5 to 80, The

ranging from cleaning solvents and recommended weight of the 011 depends

degreasers to lubricants and protective on the seasonal temperature and the

sprays or ru r, pas IC an vlny. deman s on t e engine. Ught 01 IS used

d ' I d h ' , . 1 ' over au, e ome mec anlc s ou

. Contact point/spark plug cleaner is In co,. c Ima es an . u.n er Ig ,t oa and that do not produce irritating fumes.

a solv t used to clean oily film and dirt conditions; heavy 011 IS used In hot
f en, t ' f I t ' I climates and where high loads are. Gasket sealing compounds may be

rom poln s, grime rom e ec rica ' , , '

t d ' I d ' t f k encountered. Multi-viscosity oils are used In conjunction with gaskets, to
connec ors an 01 eposl s rom spar . " ' , ,
plugs. It is 011 free and leaves no residue. designed to have characteristics of both Improve their sealing capabllltl~S.' or

It can also be used to remove gum and light and heavy oils and are available in a alone, to seal metal-to-metal JOints.
varnish from carburettor jets and other number of weights from 5W-20 to 20W- Many gasket sealers c~n wit,hstand

'fj 50 extreme heat, some are Impervious to

on ICes. '. . petrol and lubricants, while others are

. Carburettor cleaner is similar to . P~trol addrtl~es perfor,m sev~ral capable of filling and sealing large

contact poinVspark plug cleaner but it functions, depending on the~r chemical cavities. Depending on the intended use,
usually has a stronger solvent and may makeup. T~ey usually contain s~lvents gasket sealers either dry hard or stay
leave a slight oily reside. It is not that help dissolve gum and v~rnlsh that relatively soft and pliable. They are
recommended for cleaning electrical build up on carburettor and Inlet parts. usually applied by hand, with a brush, or
components or connections. They also serve to break down carbon are sprayed on the gasket sealing

, deposits that form on the inside surfaces surfaces.

. Brake system cleaner IS used to of the combustion chambers, Some

remove grease or brake fluid from brake additives contain upper cylinder. Thread locking compound is an
system components (where clean lubricants for valves and piston rings. adhesive locking compound that
surfaces are absolutely necessary and prevents threaded fasteners from

petroleum-based solvents cannot be . Brake and clutch fluid is a specially loosening because of vibration. It is
used); it also leaves no residue. fo,rmulated hydraulic fluid that can available in a variety of types for different

. . . withstand the heat and pressure applications.

. SIlicone-based lubrIcants are used encountered in brake/clutch systems.

to protect rubber parts such as hoses Care must be taken that this fluid does. Moisture dispersants are usually
and, gromme~s, and are used as not come in contact with painted spray~ that can be used to dry out
lubricants for hinges and locks. surfaces or plastics. An opened electrical components such as the fuse

. Multi-purpose grease is an all container should always be resealed to block and wiring connectors. Some

purpose lubricant used wherever grease prevent contamination by water or dirt. types can also be used as treatment for

, , ", rubber and as a lubricant for hinges,

IS more practical than a liquid lubricant. Chain lubricants are formulated

~uc as 01, ome r:nu I-purpose grease especially for use on motorcycle final

IS coloured white and specially drive chains A good chain lube should. Waxes and polishes are used to

formulat~ to be more resistant to water adhere well ~nd have good penetrating help protect pajnt~ and plated surfac.es
than ordinary grease. qualities to be effective as a lubricant from the ~eather. Dlffere~t types of paint
. Gear oil (sometimes called gear lube) inside the chain and on the side plates, may req~lre the use of d~erent ~~ of

is a specially designed oil used in pins and rollers, Most chain lubes are wax ~ollsh. Some, polishes utilise a
transmissions and final drive units, as either the foaming type or quick drying chemical or abrasive clea~~r to help
well as other areas where high friction, type and are usually marketed as sprays. rer:nove the top la.yer of oxldlsed (dull)

high temperature lubrication is required. Take care to use a lubricant marked as paint on older vehl?les. In recent ye.ars'

It is available in a number of viscosities being suitable for O-ring chains. many non.-wax polishes, (that contain a

(weights) for various applications. wide variety of, ?hemlcals such as

. Degreasers are heavy duty solvents polymers and silicones) have been

. Motor oil, of course, is the lubricant used to remove grease and grime that introduced. These non-wax polishes are

specially formulated for use in the may accumulate on engine and frame usually easier to apply and last longer

engine. It normally contains a wide components. They can be sprayed or than conventional waxes and polishes.

. S I t d I '

bl t ' '

rt d bl ' d . ' d" pa s an assem les urlng repair an

h I Th h h ' h Idf bbe I t '

I I t th t fl abl, Id I. t d d I' h I d use on y so ven s a are non- amm e

bl dh ' I S It' ca es an locks,

th d t I" "com na Ion WI egreasers 0 c ean

REF-6 MOT Test Checks

About the MOT Test

In the UK, all vehicles more than three years
old are subject to an annual test to ensure that
they meet minimum safety requirements. A
current test certificate must be issued before
a machine can be used on public roads, and
is required before a road fund licence can be
issued. Riding without a current test

certificate will also invalidate your insurance.

For most owners, the MOT test is an annual
cause for anxiety, and this is largely due to
owners not being sure what needs to be
checked prior to submitting the motorcycle
for testing. The simple answer is that a fully
roadworthy motorcycle will have no difficulty

in passing the test.

This is a guide to getting your motorcycle
through the MOT test. Obviously it will not be
possible to examine the motorcycle to the
same standard as the professional MOT

Electrical System

Lights, turn signals, horn and

reflector

tester, particularly in view of the equipment
required for some of the checks. However,
working through the following procedures will
enable you to identify any problem areas
before submitting the motorcycle for the test.

It has only been possible to summarise the
test requirements here, based on the
regulations in force at the time of printing. Test
standards are becoming Increasingly stringent,
although there are some exemptions for older
vehicles. More Information about the MOT test
can be obtained from the HMSO publications,

How Safe is your Motorcycle and The MOT
Inspection Manual for Motorcycle Testing.

Many of the checks require that one of the
wheels is raised off the ground. If the
motorcycle doesn't have a centre stand, note
that an auxiliary stand will be required.

Additionally, the help of an assistant may
prove useful.

Headlight beam height

Certain exceptions apply to machines

under 50 cc, machines without a lighting
system, and Classic bikes - if in doubt about

any of the requirements listed below seek
confirmation from an MOT tester prior to
submitting the motorcycle for the test.

Check that the frame number is clearly

visible.

V' With the ignition on, check the operation
of the following electrical components. Note:
The electrical components on certain small-

capacity machines are powered by the

generator, requiring that the engine is run for

this check.

a) Headlight and tail light. Check that both

illuminate in the low and high beam
switch positions.

b) Position lights. Check that the front

position (or sidelight) and taillight

illuminate in this switch position.

c) Tum signals. Check that all flash at the

correct rate, and that the warning light(s)

function correctly. Check that the tum

signal switch wo'*$ correctly.

c) Hazard waming system (where fitted).

Check that all four tum signals flash in this

switch position.

d) Brake stop light. Check that the light

comes on when the front and rear brakes
are independently applied. Models first
used on or after 1st April 1986 must have
a brake light switch on each brake.

e) Hom. Check that the sound is continuous

and of reasonable volume.

V' Check that there is a red reflector on the

rear of the machine. either mounted
separately or as part of the taillight lens.

V' Check the condition of the headlight. tail

light and tum signal lenses.

tI' The MOT tester will perform a headlight
beam height check using specialised beam

setting equipment (see Illustration 1). This
equipment will not be available to the home
mechanic, but if you suspect that the

headlight is incorrectly set or may have been
maladjusted in the past, you can perform a

rough test as follows.
tI' Position the bike in a straight line facing a
brick wall. The bike must be off its stand,
upright and with a rider seated. Measure the
height from the ground to the centre of the
headlight and mark a horizontal line on the
wall at this height. Position the motorcycle

3.8 metres from the wall and draw a vertical

Headlight beam height checking

equipment

line up the wall central to the centreline of the
motorcycle. Switch to dipped beam and
check that the beam pattern falls slightly
lower than the horizontal line and to the left of

the vertical line (see illustration 2).

Exhaust System and Final Drive

MOT Test Checks REF-?

II' Check that the exhaust mountings are
secure and that the system does not foul any

of the rear suspension components.
II' Start the motorcycle. When the revs are
increased. check that the exhaust is neither
holed nor leaking from any of its joints. On a
linked system. check that the collector box is

not leaking due to corrosion.

II' Note that the exhaust decibel level
("loudness" of the exhaust) is assessed at the
discretion of the tester. If the motorcycle was
first used on or after 1st January 1985 the
silencer must carry the BSAU 193 stamp, or a
marking relating to its make and model, or be
of OE (original equipment) manufacture. If the
silencer is marked NOT FOR ROAD USE,
RACING USE ONLY or similar. it will fail the

MOT.

Final drive

t! On chain or belt drive machines. check
that the chain/belt is in good condition and
does not have excessive slack. Also check
that the sprocket is securely mounted on the
rear wheel hub. Check that the chain/belt
guard is in place.
t! On shaft drive bikes. check for oil leaking
from the drive unit and fouling the rear tyre.

Steering and Suspension

!!

: tester will ~ a check of the steering head .

Steering bearing lower ~ by mounting the front wheel Front suspenSIon

II' With the front wheel raised off the ground, II' Grasp the fork sliders (lower legs) and II' With the motorcycle off the stand, hold
rotate the steering from lock to lock. The attempt to push and puli on the forks (see the front brake on and pump the front forks up
handlebar or switches must not contact the illustration 4). Any play in the steering head and down (S88 illustration 5). Check that
fuel tank or be close enough to trap the rider's bearings wili be felt. Note that in extreme they are adequately damped.
hand. Problems can be caused by damaged cases, wear of the front fork bushes can be II' Inspect the area above and around the
lock stops on the lower yoke and frame, or by misinterpreted for head bearing play. front fork oil seals (see Illustration 8). There
the fitting of non-standard handlebars. II" Check that the handlebars are securely should be no sign of oil on the fork tube
II' When performing the lock to lock check, mounted. (stanchion) nor leaking down the slider (lower
also ensure that the steering moves freely II' Check that the handlebar grip rubbers are leg). On models so equipped, check that there
witOOut drag or notd1iness. Steering mov«nent secure. They should by bonded to the bar left is no oil leaking from the anti-dive units.
can be impaired by POOI1y routed cables, or by end and to the throttle cable puliey on the II' On models with swing arm front
overtight head bearings or worn bearings. The right end. suspension, check that there Is no treeplay in

on a surface plate, then performing a lock to
lock check with the weight of the machine on
the lower bearing (see illustration 3).

the linkage when moved from side to side.

Front wheel mounted on a surface plate

for steering head bearing lower race check

Hold the front brake on and pump the front

forks up and down to check operation

Checking the steering head bearings

for freeplay

Rear suspension

tI' With the motorcycle off the stand and an
assistant supporting the motorcycle by its
handlebars. bounce the rear suspension (see
illustration 7). Check that the suspension
components do not foul on any of the cycle
parts and check that the shock absorber(s)

provide adequate damping.

Bounce the rear of the motorcycle

to check rear suspension operation

Checking for rear suspension linkage play

Worn suspension linkage pivots (arrows)

are usually the cause of play in the rear

tI Visually inspect the shock absorber(s) and
check that there is no sign of oil leakage from
its damper. This is somewhat restricted on
certain single shock models due to the

location of the shock absorber.
tI With the rear wheel raised off the
ground, grasp the wheel at the highest point

and attempt to pull it up (see Illustration 8).

Any play in the swingarm pivot or suspension

linkage bearings will be felt as movement.

Note: Do not confuse play with actual
suspension movement. Failure to lubricate
suspension linkage bearings can lead to

bearing failure (see illustration 9).

Brakes, Wheels and Tyres

suspension

Grasp the swingarm at the ends to check

for play in its pivot bearings

With the rear wheel raised off the ground,
grasp the swing arm ends and attempt to
move the swingarm from side to side and

forwards and backwards - any play indicates
wear of the swingarm pivot bearings (see

illustration 10).

Brakes hoses from top to bottom. Have an assistant hydraulic disc brakes, check the fluid level,

tI' On disc brakes, examine the flexible systems are properly maintained. For
hold the brake on so that the fluid in the hose lever/pedal feel (bleed of air if its spongy) and

is under pressure, and check that there is no pad material. For drum brakes, check

. . sign of fluid leakage, bulges or cracking. If adjustment, cable or rod operation and shoe

tI' With the wheel rals~ off the ground, there are any metal brake pipes or unions, lining thickness.
apply the brake then free it off, and check that check that these are free from corrosion and
the wheel is about to revolve freely without damage. Where a brake-linked anti-dive
brake drag. system is fitted, check the hoses to the anti- "
tI' On disc brakes, examine the disc itself. dive in a similar manner. Wheels and tyres
Check that it is securely mounted and not tI' Check that the rear brake torque arm is
cracked. secure and that its fasteners are secured by
tI' On disc brakes, view the pad material self-locking nuts or castellated nuts with split-

through the caliper mouth and check that the pins or A-pins (see illustration 13). tI' Check the wheel condition. Cast wheels
pads are not wom down beyond the limit (see tI' On models with ABS, check that the self- should be free from cracks and if of the bullt­IHustI'ation 11). check warning light in the instrument panel up design, all fasteners should be secure.
tI' On drum brakes, check that when the wOf1<s. Spoked wheels should be checked for
brake is applied the angle between the tI' The MOT tester will perform a test of the broken, corroded, loose or bent spokes.
operating lever and cable or rod is not too motorcycle's braking efficiency based on a tI' With the wheel raised off the ground, spin
great (see illustration 12). Check also that calculation of rider and motorcycle weight. the wheel and visually check that the tyr8 end
the operating lever doesn't foul any other Although this cannot be carried out at home, wheel run true. Check that the tyre does not
components. you can at least ensure that the braking foul the suspension or mudguards.

Brake pad wear can usually be viewed

without removing the caliper. Most pads

have wear indicator grooves (1) and some

also have indicator tangs (2)

On drum brakes, check the angle of the

operating lever with the brake fully applied.

Most drum brakes have a wear indicator

pointer and scale.

Brake torque am1 must be properly

secured at both ends

MOT Test Checks REF-9

Check for wheel bearing play by trying to

move the wheel about the axle (spindle)

Castellated type wheel axle (spindle) nut

must be secured by a split pin or A-pin

t' With the wheel raised off the ground,
grasp the wheel and attempt to move it about
the axle (spindle) (see illustration 14). Any
play felt here indicates wheel bearing failure.
t' Check the tyre tread depth, tread

Two straightedges are used to check

wheel alignment

condition and sidewall condition (see

illustration 15).
'" Check the tyre type. Front and rear tyre
types must be compatible and be suitable for
road use. Tyres marked NOT FOR ROAD

General checks and condition

II' Check the security of all major fasteners.

bodypanels. seat, fairings (where fitted) and
~udguards.

V Check that the rider and pillion footrests,
handlebar leyers and brake DedaJ are securely
mounted.

Tyre direction of rotation arrow can be

found on tyre sidewall

USE, COMPETITION USE ONLY or similar,
will fail the MOT.
., If the tyre sidewall carries a direction of
rotation arrow, this must be pointing In the
direction of normal wheel rotation (...
illustration 16).

., Check that the wheel axle (spindle) nuts

(where applicable) are properly secured. A
self-locking nut or castellated nut with a split­pin or A-pin can be used (see Illustration 17).
., Wheel alignment is checked with the
motorcycle off the stand and a rider seated.
With the front wheel pointing straight ahead,
two perfectly straight lengths of metal or wood
and placed against the sidewalls of both tyres
(see ilklSb'ation 18). The gap each side of the
front tyre must be equidistant on both sides.
Incorrect wheel alignment may be due to a
cocked rear wheel (often as the result of poor
chain adjustment) or in extreme cases, a bent
frame.

81' Check for corrosion on the frame or any
load-bearing components. If severe, this may
affect the structure, particularly under stress.

Sidecars

A motorcycle fitted with a sidecar requires

additional checks relating to the stability of

the machine and security of attachment and

swivel joints, plus specific wheel alignment
(toe-in) requirements. Additionally, tyre and
lighting requirements differ from conventional

motorcycle use. Owners are advised to check

MOT test requirements with an official test
centre.

REF.10 Storage

Preparing for storage

Before you start

If repairs or an overhaul is needed, see that
this is carried out now rather than left until you
want to ride the bike again.

Give the bike a good wash and scrub all dirt
from its underside. Make sure the bike dries
completely before preparing for storage.

Engine

. Remove the spark plug(s) and lubricate the

cylinder bores with approximately a teaspoon
of motor oil using a spout-type oil can (see
Illustration 1). Reinstall the spark plug(s).
Crank the engine over a couple of times to
coat the piston rings and bores with oil. If the
bike has a kickstart. use this to tum the engine
over. If not. flick the kill switch to the OFF
position and crank the engine over on the
starter (see illustration 2). If the nature on the
ignition system prevents the starter operating
with the kill switch in the OFF position,

remove the spark plugs and fit them back in
their caps; ensure that the plugs are earthed
(grounded) against the cylinder head when the
starter is operated (see illustration 3).

Warning: It is important that the

/:\ plugs are earthed (grounded)

ili away from the spark plug holes

otherwise there is a risk of
atomised fuel from the

cylinders igniting.

=On a single cylinder four-

. stroke engine, you can seal

HIN the combustion chamber

completely by positioning

the piston at roc on the compression

stroke.

Battery

. Remove it from the bike - in extreme cases

of cold the battery may freeze and crack its
case (see Illustration 6).

Squirt a drop of motor oil into each

cylinder

. . . and ensure that the metal bodies of the

plugs (arrows) are earthed against the

cylinder head

Connect a hose to the carburettor float

chamber drain stub (arrow) and unscrew

the drain screw

. Drain the carburettor(s) otherwise there is a
risk of jets becoming blocked by gum
deposits from the fuel (see ilklsb'8tlon 4).

. If the bike is going into long-term storage,
consider adding a fuel stabiliser to the fuel in
the tank. If the tank Is drained completely,
corrosion of its internal surfaces may occur if
left unprotected for a long period. The tank
can be treated with a rust preventative
especially for this purpose. Alternatively,
remove the tank and pour half a litre of motor
011 into it, install the filler cap and shake the
tank to coat its intemals with oil before
draining off the excess. The same effect can
also be achieved by spraying WD40 or a

similar water-dispersant around the inside of

the tank via its flexible nozzle.

. Make sure the cooling system contains the
correct mix of antifreeze. Antifreeze also
contains important corrosion inhibitors.

. The air Intakes and exhaust can be sealed
off by covering or plugging the openings.
Ensure that you do not seal in any
condensation; run the engine until it is hot.
then switch off and allow to cool. Tape a piece
of thick plastic over the silencer end(s) (see
illustration 5). Note that some advocate

pouring a tablespoon of motor oil into the

silencer(s) before sealing them off.

Disconnect the negative lead (A) first,

followed by the positive lead (8)

. Check the electrolyte level and top up if

necessary (conventional refillable batteries).

Clean the terminals.
. Store the battery off the motorcycle and

away from any sources of fire. Position a
wooden block under the battery if it is to sit on
the ground.

. Give the battery a trickle charge for a few

hours every month (see illustration 7).

Storage

REF.11

Tyres

. Place the bike on its centrestand or an
auxiliary stand which will support the
motorcycle in an upright position. Position
wood blocks under the tyres to keep them off
the ground and to provide insulation from
damp. If the bike is being put Into long-term
storage, ideally both tyres should be off the
ground; not only will this protect the tyres. but
will also ensure that no load is placed on the

steering head or wheel bearings.

. Deflate each tyre by 5 to 10 psi. no more or

the beads may unseat from the rim, making
subsequent inflation difficult on tubeless

tyres.

Pivots and controls

. Lubricate all lever, pedal, stand and

footrest pivot points. If grease nipples are

fitted to the rear suspension components.

apply lubricant to the pivots.

. Lubricate all control cables.

Cycle components

. Apply a wax protectant to all painted and

plastic components. Wipe off any excess, but
don't polish to a shine. Where fitted, clean the
screen with soap and water.
. Coat metal parts with Vaseline (petroleum

jelly). When applying this to the fork tubes, do

not compress the forks otherwise the seals
will rot from contact with the Vaseline.
. Apply a vinyl cleaner to the seat.

Storage

. Aim to store the bike in a shed or garage
which does not leak and is free from damp.

. Drape an old blanket or bedspread over
the bike to protect it from dust and direct
contact with sunlight (which will fade paint).
This also hides the bike from prying eyes.
Beware of tight-fitting plastic covers which
may allow condensation to form and settle on

the bike.

ns

REF.12 Fault Finding

This Section provides an easy reference-guide to the more common
faults that are likely to afflict your machine. Obviously, the
opportunities are almost limitless for faults to occur as a result of
obscure failures, and to try and cover all eventualities would require a
book. Indeed, a number have been written on the subject.

Successful troubleshooting is not a mysterious 'black art' but the

application of a bit of knowledge combined with a systematic and
logical approach to the problem. Approach any troubleshooting by first
accurately identifying the symptom and then checking through the list

1 Engine doesn't start or Is difficult to start

0 Starter motor doesn't rotate
0 Starter motor rotates but engine does not tum over
0 Starter works but engine won't tum over (seized)
0 No fuel flow
0 Engine flooded
0 No spark or weak spark
0 Compression low
0 Stalls after starting
0 Rough idle

2 Poor running at low speed

0 Spark weak
0 Fuel/air mixture incorrect
0 Compression low

0 Poor acceleration

3 Poor running or no power at high speed

0 FIring incorrect

0 FueValr mixture incorrect

0 Compression low
0 Knocking or pinging
0 Miscellaneous causes

4 Overheating
0 Engine overheats

0 FIring Incorrect
0 FueVair mixtureJncorrect
0 ComPfMSion too high

p engine 1089 excessive-

0 Lubrication inadequate
0 Miscellaneous causes

5 Clutch problems

Clutch slipping

:0

Clutch not disengaging completely

Q

shifting problems
Doesn't go into gear, or lever doesn't return
Jumps out of gear
Overshifts

of possible causes, starting with the simplest or most obvious and
progressing in stages to the most complex.

Take nothing for granted, but above all apply liberal quantities of

common sense.

The main symptom of a fault is given in the text as a major heading
below which are listed the various systems or areas which may contain
the fault. Details of each possible cause for a fault and the remedial
action to be taken are given, in brief, in the paragraphs below each
heading. Further information should be sought in the rejevant Chapter.

7 Abnonnal engine noise

0 Knocking or pinglng
0 Piston slap or rattling
0 Valve noise
0 Other noise

8 Abnonnal driveline noise
0 Clutch noise

0 Transmission noise

0 Final drive noise

9 Abnormal frame and suspension noise

0 Front end noise
0 Shock absorber noise
0 Brake noise

10011 pressure indicator light comes on

0 Engine lubrication system
0 Electrical system

11 excessive exhaust smoke

0 White smoke
0 Black smoke
0 Brown smoke

12 Poor handling or stability

0 Handlebar hard to tum
0 Handlebar shakes or vibrates excessively
0 Handlebar pulls to one side
0 Poor shock absorbing qualities

13 Braking problems

0 Brakes are spongy. don't hold
0 Brake lever or pedal pulsates
0 Brakes drag

14 Electrical problems

0 Battery dead or weak
0 Battery overcharged

Fault Finding REF.13

1 Engine doesn't start or is difficult to start

-

Stalter motor doesn't rotate [J Starting technique incorrect. Under normal circumstances O.e., if

0 Engine kill switch OFF. all the carburettor functions are sound) the machine should start
0 Fuse blown. Check fuse (Chapter 8). with little or no throttle. When the engine is cold, the choke should

0 Battery voltage low. Check and recharge battery (Chapter 8). be operated a~d ~he engine started without opening the th~ttle.

0 Starter motor defective. Make sure the wiring to the starter is When the engine IS at operating temperature, only. a very slight

secure. Make sure the starter relay clicks when the start button is amount of throttle should, be n~sary. If th~ eng,".e is .flooded
pushed. If the relay clicks, then the fault is in the wiring or motor. hol~ ~he thr?ttle open while cranking the engine. This will allow

0 Starter relay faulty. Check it according to the procedure in Chapter 8. additional air to reach the cytind9'S.

0 Starter switch not contacting. The contacts could be wet, No spark or weak spark

co:~ or dirty. Disassemble and ~~ean the switch (Chapt~ 8), 0 Ignition switch OFF.

0 Wiring open or shorted. Check all WIring connections and

harnesses to make sure ttlat they are dry, tight and not corroded. 0 Batt Ita 10 Ch k and ech th batt

Also check for broken or frayed wires that can cause a short to (Ch err v~) ge w. ec r arge e ery as necessary

, nglne I SWI C urn 0 e pos Ion.

0 E ' k'

il 't ht edt th OFF it,

ground (earth) (see wiring diagram, Chapt~ 8), ap er .

0 Ignition (main) switch defective. Check the switch according to the 0 Spark pl~gs dirty, defective ~ worn out, Locate reason for fouled

procedure in Chapter 8. Replace the switch with a new one if it is plugs uSIng spark plug conditIon chart and follow the plug
defecti maintenance procedures (Chapter 1).

0 EngineV~il switch defective. Check for wet, dirty or corroded 0 Spark pl~ caps or secondary (HT) ":firing faulty. C~k ~Ition.

contacts. Clean or replace the switch as necessary (Ch ter 8). R~place either or both components If cracks at detenoratlOO are

0 Faulty neutral or side stand switch. Check the wiring to each 0 Sp kit makJ ood tact M k hat the

switch and the switch itself according to the procedures in ,..j ar p ug

. ,ap evident (Chapter 4).

ficapst n

ly° thng g

l codn . a e sure t

Chapter 8. ~u~.caps I snug, over .epugen s'. .

0 Faulty sidestand relay or diode, Check according to the procedure 0 Ignition ~ntrol Unit defective. Check ttle Unit, refemng to Chapter

, Ch t 8 4 for details.

In ap er .

0 Pulse generator coils defective. Check the coils, referring to

Statter motor rotates but engine does not turn over Chapter 4 for details.

0 Starter clutch defective. Inspect and repair or replace (Chapter 2). 0 Ignition HT coils defective. Check the coils, referring to Chapter 4

0 Damaged idle/reduction gear or starter gears. Inspect and replace for detaJls.

the damaged parts (Chapter 2), 0 Ignition or kill switch shorted. This is usually caused by wat~,

Starter works but engine won't turn over (seized) disassembled and cleaned with electrical contact cleaner. If
0 Seized engine caused by one or more internally damaged cl~ning does not help, replace the switches (Chapter 8).

components. Failure due to wear, abuse or lack of lubrication, 0 Wlnng shorted or broken between:
Damage can include seized valves, followers, camshafts, pistons, a) Ignition (main) switch and engine kill switch (or blown fuse)

crankshaft, connecting rod bearings, or transmission gears or b) Ignition control unit and engine kill switch
bearings. Refer to Chapter 2 for engine disassembly, c) Ignition control unit and ignition HT coils

No fuel flow e) Ignition control unit and pulse generator coils
0 No ,fuel in tank, 0 Make sure that all wiring connections are clean, dry and tight.

0 Main fuel cock filter clogged. Remove the fuel cock and clean it Look for chafed and broken wk'es (Chapters 4 and 8).

and the filter (Chapter 3). .

0 Fuel line clogged. Pull the fuel line loose and carefully blow CompressIon low

ttlrough it. [] Spark plugs loose. Remove the plugs and inspect their threads.

0 Float needle valve clogged. For both of the valves to be clogged, Reinstall and tighten to ttle specified torque (Chapter 1).

either a very bad batch of fuel with an unusuaJ additive has been 0 Cylinder head not sufficiently tightened down. If the cylinder head

used, or some other foreign material has entered the tank. Many is suspected of being loose, then there's a chance that the gasket
times after a machine has been stored for many months without or head is damaged if the problem has persisted for any length of
running, the fuel turns to a varnish-like liquid and forms deposits time. The head bolts should be tightened to the proper torque in

on the Inlet needle valves and jets. The carburettors should be the correct sequence (Chapter 2).
removed and overhauled if draJning the float chambers doesn't 0 Improper valve clearance. This means that the valve is not closing
solve the problem (Chapter 3). completely and compression pressure is leaking past the valve.

Engln flooded Check and adjust the valve clearances (Chapter 1).

e 0 Cylinder and/or piston worn. Excessive wear will cause

0 Float height incorrect. Check and adjust as necessary (Chapter 3). compression pressure to leak past the rings. This is usually
0 Float needle valve worn or stuck open. A piece of dirt, rust or other accompanied by worn rings as well. A top-end overhaul is

debris can cause the valve to seat improperly, causing excess fuel necessary (Chapt~ 2).

to be admitted to the float chamber. In this case, the float chamber 0 Piston rings worn, weak, broken, or sticking. Brok«1 or sticking

should be cleaned and the needle valve and seat inspected. If the piston rings usually indicate a lubrication or CBl'buration problem

needle and seat are worn, then the leaking will persist and the parts that causes excess carbon deposits or seizures to form on the

should be replaced with new ones (Chapter 3). pistons and rings. Top-end overhaul is necessary (Chapter 2).

corrosion, damage or excessive wear. The switches can be

d) Ignition HT coils and Sparlc plugs

REF.14 Fault Finding

1 Engine

0 Piston ring-to-groove clewance excessive. This is caused by

excessive wear of the piston ring lands. Piston replacement is
necessary (Chapter 2).

0 Cylind« head gasket damaged. If the head is allowed to become

loose, or if excessive carbon build-up on the piston crown and
combustion chamber causes extremely high compression, the
head gasket may leak. Retorquing the head is not always
sufficient to restore the seal, so gasket replacement is necessary

(Chapter 2).

0 Cylinder head warped. This is caused by ovett1eating or

improperly tightened head bolts. Machine shop resurfacing or Rough Idle

head replacement is necessary (Chapter 2).

0 Valve spring broken or weak. Caused by component failure or 0 Ignition malfunction (Chapter 4).

wear; the springs must be replaced (Chapter 2). 0 Idle speed incorrect (Chapter 1).

0 Valve not seating properly. This is caused by a bent valve (from 0 Carburettors not synchronlsed. Adjust carburettors with vacuum

over-rewing or improper valve adjustment), bumed valve or seat gauge or manometer set (Chapter 1).
(improper carburation) or an accumulation of carbon deposits on 0 Carburettor malfunction (Chapter 3).
the seat (from carburation or lubrication problems). The valves 0 Fuel contaminated. The fuel can be contaminated with either dirt
must be cleaned and/or replaced and the seats serviced if or water, or can change chemically if the machine is allowed to sit
possible (Chapter 2). for several months or more. Drain the tank and float chambers

Stalls after starting

0 Improper choke action. Make sure the choke linkage shaft is

getting a full stroke and staying in the out position (Chapter 3).

0 Ignition malfunction (Chapter 4).

doesn't start or is difficult to start

Carburettor malfunction (Chapter 3).

e

Fuel contaminated. The fuel can be contaminated with either dirt

a

or water, or can change chemically if the machine Is allowed to sit
for several months or more. Drain the tank and float cham~

(Chapter 3).
Intake air leak. Check for loose carburettor-to-intake manifold

0

connections, loose or missing vacuum gauge adapter caps, or
loose carburettor tops (Chapter 3).

Engine idle speed incorrect. Turn idle adjusting screw until the

0

engine idles at the specified rpm (Chapter 1).

(Chapter 3).

0 Intake air leak. Check for loose carburettor-to-intake manifold

connections, loose or missing vacuum gauge adapter caps, or

loose carburettor tops (Chapter 3).

0 Air filter clogged. Replace the air filter element (Chapter 1).

(continued)

2 Poor running at low speeds

Battery voltage low. Check and recharge battery (Chapter 8).

Spark plugs fouled, defective or worn out (Chapter 1)

Spark plug cap or HT wiring defective (Chapters 1 and 4).
Spark plug caps not making contact. Make sure they are properly

connected.

Incorrect spark plugs. Wrong type, heat range or cap
configuration. Check and install correct plugs (Chapter 1).
Ignition control defective (Chapter 4).
Pulse generator coils defective (Chapter 4).
Ignition HT coils defective (Chapter 4).

Fuel/air mixture incorrect

Pilot screws out of adjustment (Chapter 3).
Pilot jet or air passage clogged. Remove and overhaul the

carburettors (Chapter 3).

Air bleed holes clogged. Remove carburettor and blow out all

a

passages (Chapter 3).
Air filter clogged, poorly sealed or missing (Chapter 1).

Air filter housing poorly sealed. Look for cracks, holes or loose
clamps and replace or repair defective parts (Chapter 3).
Fuel level too high or too low. Check the float height (Chapter 3).
Carburettor intake manifolds loose. Check for cracks, breaks,
tears or loose clamps. Replace the rubber intake manifold joints if

split or perished (Chapter 3).

Compression low

0 Spark plugs loose. Remove the plugs and inspect their threads.

Reinstall and tighten to the specified torque (Chapter 1).

0 Cylinder head not sufficiently tightened down. If the cylinder head

is suspected of being loose, then there's a chance that the gasket

or head is damaged if the problem has persisted for any length of
time. The head boits should be tightened to the proper torque in

the correct sequence (Chapter 2).

0 Improper valve clearance. This means that the valve Is not closing

completely and compression pressure Is leaking past the valve.
Check and adjust the valve clearances (Chapter 1).

0 Cytinder and/or piston worn. Excessive wear will cause

compression pressure to leak past the rings. This Is usually
accompanied by worn rings as well. A top-end overhaul is

necessary (Chapter 2).

0 Piston rings wom, weak, broken, or sticking. Broken or sticking

piston rings usually indicate a lubrication or carburation problem
that causes excess carbon deposits or seizures to form on the
pistons and rings. Top-end overhaul is necessary (Chapter 2).

0 Piston rlng-to-groove clearance excessive. This is caused by

excessive wear of the piston ring lands. Piston replacement Is
necessary (Chapter 2).

0 Cytinder head gasket damaged. If the head is allowed to become

loose, or if excessive carbon build-up on the piston crown and
combustion chamber causes extremely high compression, the
head gasket may leak. Retorquing the head is not always
sufficient to restore the seal. so gasket replacement is neOe68ary

(Chapter 2).

0 Cylinder head warped. This Is caused by overheating or

improperly tightened head bolts. Machine shop resurfacing or
head replacement is necessary (Chapter 2).

0 Valve spring broken or weak. Caused by component failure or

wear; the springs must be replaced (Chapter 2).

0 Valve not seating PfOPefiy. This Is caused by a bent valve (from

over-revving or improper valve adjustment). burned valve or seat
(Improper carburation) or an accumulation of carbon deposita on
the seat (from carbu~ion or lubrication problems). The valves
must be cleaned and/or replaced and the seats serviced if

possible (Chapter 2).

Fault Finding REF-15

2 Poor running at low speeds (continued)

Poor acceleration 0 Engine oil viscosity too high. Using a heavier oil than that

0 Carburettors leaking or dirty. Overhaul the carburettors (Chapter 3). lubrication system and cause drag on the engine.

0 Timing not advancing. Faulty pick-up coils or ignitOf' unit (Chapter 4). 0 Brakes dragging. UsuaHy caused by debris which has entered the

0 Cartxnttors not synchronised. Adjust them with a vacuum gauge brake piston seals, or from a warped disc or bent axle. Repair as

set or manometer (Chapter 1). necessary (Chapter 6).

3 Poor running or no power at high speed

FIring incorrect 0 Piston ring-to-groove clearance excessive. This is caused by
0 Air filter restricted. Clean or replace filter (Chapter 1). excessive wear of the piston ring lands. PIston replacement is

0 Spark plugs fouled, defective or worn out (Chapter 1). nec:essary (Chapter 2).
0 Spark plug cap or HT wiring defective (Chapters 1 and 4). 0 Cylinder head ~et damaged"If the head is ~Iowed to become

0 Spark lug caps not making contact. Make sure they are property loose, or.if excessIVe carbon build-up on ~he piston CfO';Nn and

con~ed combustion chamber causes extremely high compresSIon, the

0 Incon'ect spark plugs. Wrong type, heat range or cap head .gasket may leak. Retorquing the head is not al~ays

configuration. Check and install correct plugs (Chapter 1). sufficient to restore the seal, so gasket replacement IS necessary

0 Ignition control unit defective (Chapter 4). (Ch.apter 2). ,
0 Pulse generator coils defective (Chapter 4). 0 Cytlnder head warped. This IS caused by overheating or

0 Ignition HT coils defective (Chapter 4). improperly tightened head bolts. Machine shop resurfacing or
FueValr mixture Incorrect 0 Valve spring broken or weak. Caused by component failure or

0 Air bleed holes clogged. Remove carburettor and blow out all wear; the springs must be replaced (Chapter 2).

passages (Chapter 3). 0 Valve not seating properly. This is caused by a bent valve (from
0 Air filter clogged, poorly sealed or missing (Chapter 1). over-rewing or improper valve adjustment), burned valve or seat
0 Air filter housing poor1y sealed. Look for cracks, holes or loose Qmproper carburation) or an accumulation of carbon deposits on

clamps and replace or repair defective parts (Chapter 3), the seat (from carburation or lubrication problems). The valves

0 Fueilevel too high or too low. Check the float height (Chapter 3). must be cleaned and/or replaced and the seats serviced if
0 Carburettor intake manifolds loose. Check for cracks, breaks, possible (Chapter 2).

tears or loose clamps. Replace the rubber intake manifold joints if

split or perished (Chapter 3), Knocklng or plnglng

0 Jet needle incorrectly positioned or wom Check and adjust or

replace (Chapter 3). 0 Carbon build-up in combustion chamber. Use of a fuel additive
0 Main jet clogged. Dirt, water or other contaminants can clog the that will dissolve the adhesive bonding the carbon particles to the

main jets, Clean the fuel tap filter, the in-line filter, the float crown and chamber is the easiest way to remove the build-up.

chamber area, and the jets and carburettor orifices (Chapter 3). Otherwise, the cylinder head will have to be removed and
D Main jet wrong size. The standard jetting is for sea level decarbonized (Chapter 2).

atmospheric pressure and oxygen content. Check jet size 0 Incorrect or poor quality fuel. Old or improper grades of fuel can

(Chapter 3). cause detonation. This causes the piston to rattle, thus the

0 Throttle shaft-to-carburettor body clearance excessive. Overhaul knocking or pinglng sound. Drain old fuel and always use the

carburettors, reJ)iacing worn parts or complete carburettor if recommended fuel grade (Chapter 3).

necessary (Chapter 3), 0 Spark plug heat range incorrect. Uncontrolled detonation indicates

. the plug heat range is too hot. The plug in effect becomes a glow

CompressIon /ow plug, raising cylinder temperatures. Install the proper heat range
0 Spark plugs loose, Remove the plugs and inspect their threads. plug (Chapter 1).

Reinstall and tighten to the specified torque (Chapter 1). 0 Improper air/fuel mixture. This will cause the cylinder to run hot,

0 Cylinder head not sufficiently tightened down. If the cylinder head which leads to detonation. Clogged jets or an air leak can cause

is suspected of being loose, then there's a chance that the gasket this imbalance (Chapter 3).

or head is damaged if the problem has persisted for any length of

time. The head bolts shooki be tightened to the proper torque in ..,

D Improper valve clearance. This means that the valve is not closing 0 Throttle valve doesn't open fully. Adjust the throttle grip freeplay

completely and compression pressure is leaking past the valve. (Chapter 1).

Check and adjust the valve clearances (Chapter 1). 0 Clutch slipping. May be caused by loose or wom clutch

0 Cytinder and/or piston wom. Excessive wear will cause components. Overhaul clutch (Chapter 2).

compression pressure to leak past the rings. This is usually 0 Timing not advancing. Ignition control unit faulty (Chapter 4).
accompanied by wom rings as well. A top-end overhaul is D Engine oil viscosity too high. Using a heavier 011 than the one

necessary (Chapter 2). recommended in Chapter 1 can damage the oil pump or

-

recommended in Chapter 1 can damage the 011 pump or

-

head replacement is necessary (Chapter 2).

"the correct sequence (Chapter 2). ...,sce ,aneous causes

0 Piston rings wom, weak, broken, or sticking. Broken or sticking lubrication system and cause drag on the engine.

piston rings usually indicate a lubrication or carburation problem 0 Brakes dragging. Usually caused by debris which has entered the
that causes excess carbon deposits or seizures to form on the brake piston seals, or from a warped disc or bent axle. Repair as

pistons and rings. Top-end overhaul is necessary (Chapter 2). necessary.

REF.16 F au It

Finding

4 Overheating

FIring Incorrect 0 Engine oil level too high. The addition of too much oil will cause
0 Spar1< plugs fouled, defective or wom out (Chapter 1). pressurisation of the crankcase and inefficient engine operation.
0 Incorrect spar1< plugs (Chapter 1). Check Specifications and drain to proper level (Chapter 1).
0 Faulty ignition HT coils (Chapter 4). 0 Engine oil viscosity too high. Using a heavier oil than the one

Fuel/air mixture Incorrect lubrication system as well as cause drag on the engine.
0 Main jet clogged. Dirt, water and other contaminants can clog the 0 Brakes dragging. Usually caused by debris which has entered the

main jets. Clean the fuel tap filter. the fuel pump in-line filter, the brake piston seals, or from a warped disc or bent axle. Repair as
float chamber area and the jets and carburettor orifices (Chapter 3). necessary.

D Main jet wroog size. The standard jetting is for sea level D Excessive friction in moving engine parts due to inadequate

atmospheric pressure and oxygen content. Check jet size lubrication, wom bearings or incorrect assembly. Overhaul engine
(Chapter 3). (Chapter 2).

D Air filter clogged, POOI1Y sealed or missing (Chapter 1).
D Air filter housing poorly sealed. Look for cracks, holes or loose Lubrication inadequate

clamps and replace or repair (Chapter 3). !:J Engine oil level too low. Friction caused by intennittent lack of
D Fuel level too low. Check float height (Chapter 3). lubrication or from oil that is overworked can cause overheating.
D Carburettor intake manifolds loose. Check for cracks, breaks, The oil provides a definite cooling function in the engine. Check

tears or loose clamps. Replace the rubber intake manifold joints if the oil level (Chapter 1).
split or perished (Chapter 3). D Poor quality engIne 011 or incorrect viscosity or type. 011 is rated

Compression too high not only according to viscosity but also according to type. Some

D Carbo~ b~lld-up In combu~tlon cha~ber. Use of a fuel ,additive Specifications section and change to the correct 011 (Chapter 1).

that WIll dissolve the adhesive bonding the carbon particles to the

piston crown and chamber is the easiest way to remove the bUlld- (Ch t 2)

up. Otherwise, the cylinder head will have to be removed and passages ap er .
decarbonized (C~apter 2). , , Miscellaneous causes

D Improperly machined head surface or Installation of InCOrrect

gasket during engine assembly (Chapter 2), 0 Engine cooling fins clogged with debris.

Engine load excessive systems cause the engine to run leaner, which make them run

0 Clutch slipping. Can be caused by damaged, loose or worn clutch hotter. When installing an accessory exhaust system, always rejet

components. Overhaul clutch (Chapter 2). the carburettors.

." , . oils are not rated high enough for use in this engine. Check the

. recommended in Chapter 1 can damage the oil pump or

0 W '

0 Modification to exhaust system. Most aftermarket exhaust

I logged '

I Check . 1 d cI. ,~ om 01 pump or c 01 passages. 01 pump an ean

5 Clutch problems

Clutch slipping

0 Cable freeplay insufficient. Check and adjust cable (Chapt«1).
0 Friction plates wom or warped. Overhaul the clutch assembly

(Chapter 2).

0 Plain plates warped (Chapter 2).

0 Clutch springs broken or weak. Old or heat-damaged (from

slipping clutch) springs should be replaced with new ones
(Chapter 2).

0 Clutch release mechanism defective. Replace any defective parts

(Chapter 2). 0

0 Clutch centre or housing unevenly worn. This causes improper

engagement of the plates. Replace the damaged or wom parts
(Chapt«2).

Clutch not

0 Cable freeplay excessive. Check and adjust cable (Chapter 1).
0 Clutch plates warped or damaged. This will cause clutch drag,

which in turn will cause the machine to creep. Overhaul the clutch
assembly (Chapter 2).

completelydisengaging

Clutch spring tension uneven. Usually caused by a sagged or
broken spring. Check and replace the springs as a set (Chapter 2).

Engine 011 deteriorated. Old. thin, worn out 011 will not provide

Pr

proper lubrication for the plates. causing the clutch to drag.
Replace the 011 and filter (Chapter 1).

Engine oil viscosity too high. Using a heavier oil than

Q!

recommended In Chapter 1 can cause the plates to stick together,
putting a drag on the engine. Change to the correct weight oil

(Chapter 1).
Clutch housing seized on mainshaft. Lack of lubrication, severe

wear or damage can cause the guide to seize on the shaft.
Overhaul of the clutch. and perhaps transmission. may be
necessary to repair the damage (Chapter 2).

Clutch release mechanism defective. Overhaul the clutch cover

~

components (Chapter 2).

~

Loose clutch centre nut. Causes drum and centre misalignment

~:

putting a drag on the engine. Engagement adjustment continually
varies. Overhaul the clutch assembly (Chapter 2).

6 Gear shifting problems

Fault Finding

REF.17

Doesn't go Into gear or 'ever doesn't return

0 Clutch not disengaging. See above.
0 Selector fork(s) bent or seized. Often caused by dropping the

machine or from lack of oil. Overhaul the transmission (Chapter 2).

0 ~s) stuck on shaft. Most often caused by a lack of lubrication

or excessive wear In transmission bearings and bushings.
OveIt1aul the transmission (Chapter 2).

0 Gear selector drum binding. Caused by lubrication failure or

excessive wear. Replace the drum and bearing (Chapter 2).
Gearcnange lever return spring weak or broken (Chapter 2).

0

Gearchange lever broken. Splines stripped out of lever or shaft,

0

caused by allowing the lever to get !<Jose or from dropping the

machine. Replace necessary parts (Chapter 2).

0 Gearchange mechanism stopper arm broken or wom. Full

engagement and rotary movement of shift drum results. Replace
the arm (Chapter 2).

0 Stopper arm spring broken. Allows arm to float, causing sporadic

shift operation. Replace spring (Chapter 2).

Jumps out of gee'

0 Selector fork(S) worn. Overhaul the transmission (Chapter 2).
0 Gear groove(s) worn. Oveft)aul the transmission (Chapter 2).

0 Gear dogs or dog slots worn or damaged. The gears should be

inspected and replaced. Don't service the wom parts (Chapter 2).

Overshlfts
0 Stopper arm spring weak or broken (Chapter 2).

0 Gearchange shaft retum spring post broken or distorted (Chapter 2).

7 Abnormal engine noise

Knocking or plnglng 0 Connecting rod upper or lower end clearance excessive. Caused
0 Carbon build-up in combustion chamber. Use of a fuel additive by excessive weer or lack of lubrication. Replace worn parts

that will dissolve the adhesive bonding the carbon particles to the (Chapter 2).
piston crown and chamber is the easiest way to remove the build- Valve noIse

up. Otherwise, the cylinder head will have to be removed and
decarbonized (Chapter 2). 0 Incorrect valve clearances. Adjust the clearances (Chapter 1).

0 Incorrect or poor quality fuel. Old or improper fuel can cause 0 Valve spring broken or weak. Check and replace weak valve

detonation. This causes the pistons to rattle, thus the knocking or springs (Chapter 2).
pinging sound. Drain the old fuel and always use the 0 Camshaft or cylinder head worn or damaged. Lack of lubrication

recommended grade fuel (Chapter 3). at high rpm is usually the cause of damage. Insufficient oil or

0 Spark plug heat range incorrect. Uncontrolled detonation indicates failure to change the oil at the recommended intervals are the

that the plug heat range is too hot. The plug in effect becomes a chief causes. Since there are no replaceable bearings in the head,
glow plug, raising cylinder temperatures. Install the proper heat the head itself will have to be replaced if there is excessive wear
range plug (Chapter 1). or damage (Chapter 2).

0 Improper air/fuel mixture. This will cause the cylinders to run hot .

and lead to detonation. Clogged jets or an air leak can cause this Other noIse
imbalance (Chapter 3). 0 Cylinder head gasket leaking (Chapter 1).

PIston slap or rattling 0 Exhaust pipe leaking at cylinder head connection. Caused by

., . . improper fit of pipe(s) or loose exhaust flange. Ail exhaust

0 Cyllnder-to-plston clearance excesSIve. Caused by Improper fasteners should be tightened evenly and carefully. Failure to do

assembly. Inspect and overhaul top-end parts (Chapter 2). tho 'ill d t I k (Cha t 3)

0 Connecting rod bent. Caused by over-rewing, trying to start a IS WI ea 0 a ea . per.

badly flooded engine or from ingesting a foreign object into the 0 Cranksha~ runout excessIVe. Caused by a bent crankshaft (from
combustion chamber. Replace the damaged parts (Chapter 2). o~er-rewlng) or damag~ from an upper cylinder co~ponent

0 Piston pin or piston pin bore worn or seized from wear or lack of failure. Can also be attnbuted to dropping the machIne on either of

lubrication. Replace damaged parts (Chapter 2). the crankshaft ends (Chapter 2).

0 Piston ring(s) worn, broken or sticking. Overhaul the top-end 0 Engine mounting bolts loose. TIghten all engine mount bolts

(Chapter 2). (Chapter 2).

0 Piston seizure damage. Usually from lack of lubrication or 0 Crankshaft bearings worn (Chapter 2).

overheating. Replace the pistons and bore the cylinders, as 0 Cam chain tensloner defective. Replace (Chapter 2).
necessary (Chapter 2). 0 Cam chain, sprockets or guides worn (Chapter 2).

REF.18 Fault Finding

9 Abnormal frame and suspension noise

Front end noise

0 Low fluid level or improper viscosity oil in forks. This can sound

like spurting and Is usually accompanied by irregular fork action

(Chapter 5).

0 Spring weak or broken. Makes a clicking or scraping sound. Fork

oil, when drained, will have a lot of metal particles in it (Chapter 5).

0 Steering head bearings loose or damaged. Clicks when braking.

Check and adjust or replace as necessary (Chapters 1 and 5).

0 Fork yokes loose. Make sure all clamp pinch bolts are tight

(Chapter 5).

0 Fork tube bent. Good possibility if machine has been dropped.

Replace tube with a new one (Chapter 5).

0 Front axle or axle clamp bolt loose. Tighten them to the specified

torque (Chapter 6).

Shock absorber noise

0 Fluid level incorrect. Indicates a leak caused by defective seal.

Shock will be covered with oil. Replace shock or seek advice on
repair from a Suzuki dealer (Chapter 5).

0 Defective shock absorber with internal damage. This is in the body

of the shock and can't be remedied. The shock must be replaced

with a new one (Chapter 5).

10 Oil pressure light comes on

EngIne lubrication system

0 Engine oil pump defective, blocked oil strainer gauze or failed

relief valve. Carry out oil pressure check (Chapter 2).

0 Engine oil level low. Inspect for leak or other problem causing low

oil level and add recommended oil (Chapter 1).

0 Engine oil viscosity too low. Very old, thin oil or an improper

weight of oil used in the engine. Change to correct oil (Chapter 1).

0 Camshaft or journals worn. Excessive wear causing drop in oil

pressure. Replace cam and/or/cylinder head. Abnormal wear

could be caused by oil starvation at high rpm from low oil level or

improper weight or type of oil (Chapter 1).

0 Bent or damaged shock body. Replace the shock with a new one

(Chapter 5).

0 Loose or wom linkage components. Check and replace as needed

(Chapter 5).

Brake noise

0 Squeal caused by pad shim not installed or positioned correctly

(Chapter 6).

0 Squeal caused by dust on brake pads. Usually found In oomt*'lation

with glazed pads. Clean uU1g brake cleaning solvent (Chapt« 6).

0 Contamination of brake pads. 011, brake fluid or dirt causing brake

to chatter or squeal. Clean or replace pads (Chapter 6).

0 Pads glazed. Caused by excessive heat from prolonged use or

from contamination. Do not use sandpaper. emery cloth,
carborundum cloth or any other abrasive to roughen the pad

surfaces as abrasives will stay in the pad material and damage the
disc. A very fine flat file can be used. but pad replacement is
suggested as a cure (Chapter 6).

0 Disc warped. Can cause a chattering, clicking or int~ittent

squeal. Usually accompanied by a pulsating lever and uneven
braking. Replace the disc (Chapter 6).

0 Loose or wom wheel bearings. Check and replace as needed

(Chapter 6).

0 Crankshaft and/or bearings worn. Same problems as parawaph 4.

Check and replace crankshaft and/or bearings (Chapter 2).

Electrical system

0 Oil pressure switch defective. Check the switch according to the

procedure in Chapter 8. Replace it if it is defective.

0 Oil pressure indicator light circuit defective. Check for pinched,

shorted, disconnected or damaged wiring (Chaptw 8).

11 Excessive exhaust smoke

White smoke

0 Piston oil ring worn. The ring may be broken or diM11aged, causing

oil from the crankcase to be pulled past the piston Into the
combustion chamber. Replace the rings with new ones (Chapter 2).

0 Cylinders worn, cracked, or scored. Caused by overheating or oil

starvation. The cylinders will have to be rebored and new pistons
installed (Chapter 2).

0 Valve oil seal damaged or worn. Replace oil seals with new ones

(Chapter 2).

0 Valve guide worn. Perform a complete valve job (Chapter 2).
0 Engine 011 level too high, which causes the oil to be forced past

the rings. Drain 011 to the proper level (Chapter 1).

0 Head gasket broken between 011 return and cylinder. Causes oil to

be pulled into the combustion chamber. Replace the heed gasket
and check the head for warpage (Chapter 2).

0 Abnormal crankcase pressurisation, which forces oil past the

rings. Clogged ventilation system or breather hose (Chapte.- 2).

Black smoke
0 Air filter clogged. Clean or replace the element (Chapter 1).

Main jet too large CM' ~. Compare jet size with the Specifications

a

~

(Chapter 3).

"

Choke cable or linkage shaft stuck, causing fuel to be pulled

\..a:

through choke circuit (Chapter 3).
Fuel level too high. Check and adjust the float height(s) as

Q!

necessary (Chapter 3).
Float needle valve held off needle seat. Clean the float chambers

Q

and fuel line and replace the needles and seats if necessary
(Chapter 3).

Brown smoke

0 Main jet too small or clogged. lean condition caused by wrong

size main jet or by a restricted orifice. Clean float chambers and
jets and compare jet size to Specifications (Chapter 3).

0 Fuel flow insufficient. Float needle valve stuck closed due to

chemical reaction with old fuel. Aoat height Incorrect. Restricted

rue/line. Clean line and float chamber and adjust floats if

necessary (Chapter 3).

0 Carburettor intake manifold clamps loose (Chapter 3).

0 AIr fIlter poorty sealed or not instaHed (Chapter 1).

Fault Finding

REF-19

12 Poor handling or stability

- -

Handlebar hard to turn Handlebar pulls to one side

D Steering head bearing adjuster nut too tight. Check adjustment 0 Frame bent. Definitely suspect this If the machine has been

(Chapter 1). dropped. Mayor may not be accompanied by cracking near the

D Bearings damaged. Roughness can be felt as the bars are tumed bend. Replace the frame (Chapter 5).

from side-to-side. Replace bearings and races (Chapter 5). [J Wheels out of alignment. Caused by improper location of axle

0 Races dented or worn. Denting results from wear in only one spacers or from bent steering stem or frame (Chapter 5).

position (e.g., straight ahead), from a collision or hitting a pothole 0 Swingann bent or twisted. Caused by age (metal fatigue) or
or from dropping the machine. Replace races and bearings impact damage. Replace the arm (Chapter 5).

(Chapter 5). 0 Steering stem bent. Caused by impact damage or by dropping the

0 Steering stem lubrication inadequate. Causes are grease getting motorcycle. Replace the steering stem (Chapter 5).

hard from age or being washed out by high pressure car washes. 0 Fori< tube bent. Disassemble the forks and replace the damaged

Disassemble steering head and repack bearings (Chapter 5). parts (Chapter 5).

0 Steering stem bent. Caused by a collision, hitting a pothole or by D Fori< oil level uneven. Check and add or drain as necessary

dropping the machine. Replace damaged part. Don't try to (Chapter 5).

straighten the steering stem (Chapter 5). . . .

0 Front tire air pressure too low (Chapter 1). Poor shock absorbIng qualitIes

Too hard:

0

FOI1c oil level excessi~ (Chapter 5).

a}

Fork 01/ viscosity too high. Use 8 lighter oil (see the Specifications

Handlebar shakes or vIbrates excessively

0 Tyres worn or out of balance (Chapter 6).
0 Swlngarm bearings worn. Replace worn bearings (Chapter 5).
0 Rim(s) warped or damaged. Inspect wheels for runout (Chapter 6).
0 Wheel bearings worn. Worn front or rear wheel bearings can

cause poor tracking. Worn front bearings will cause wobble
(Chapter 6).

0 Handlebar clamp bolts loose (Chapter 5).
0 Fork yoke bolts loose. Tighten them to the specified torque

(Chapter 5).

0 Engine mounting bolts loose. Will cause excessive vibration with

Increased engine rprn (Chapter 2).

b)

in Chapter 5).
Fork tube bent. Causes 8 harsh. sticking feeling (Chapl&r 5).

c)

Shock shaft or body bent or damaged (Chapter 5).

d)

Fork internal damage (Chapter 5).

e)

Shock Internal damage.

f)

TIre pressure too high (Chapler 1).

g)

Too soft:

0

FOI1c or shock oil insufficient and/or leaking (Chapter 5).

a)

Fork oil level too low (Chapter 5).

b)

FOI1c oil viscosity too light (Chapter 5).

c)

Fork springs weak or broken (Chapter 5).

d)

Shock intemaf damage or leakage (Chapter 5).

e)

REF.20 Fault Finding

14 Electrical problems

Battery dead or weak

0 Battery faulty. Caused by sulphated plates which are shorted

through sedimentation. Also. broken battery terminal making only

occasional contact (Chapter 8).
0 Battery cables making poor contact (Chapter 1).
0 Load excessive. Caused by addition of high wattage lights or

other electrical accessories.
0 Ignition (main) switch defective. Switch either grounds (earths)

internally or fails to shut off system. Replace the switch (Chapter 8).
0 Regulator/rectifier defective (Chapter 8).

0 Alternator stator coil open or shorted (Chapter 8).

Wiring faulty. Wiring grounded (earthed) or connections loose in
ignition, charging or lighting circuits (Chapter 8).

Battery overcharged

0 Regulator/rectifier defective. Overcharging is noticed when battery

gets excessively warm (Chapter 8).
D Battery defective. Replace battery with a new one (Chapter 8).
D Battery amperage too low, wrong type or size. Install

manufacturer's specified amp-hour battery to handle charging

load (Chapter 8).

Fault Finding Equipment

Checking engine compression

. Low compression will result in exhaust

smoke, heavy 011 consumption, poor starting
and poor performance. A compression test
will provide useful information about an
engine's condition and if performed regularly,
can give warning of trouble before any other

symptoms become apparent.
. A compression gauge will be required,
along with an adapter to suit the spark plug

hole thread size. Note that the screw-in type
gauge/adapter set up is preferable to the

rubber cone type.

. Before carrying out the test, first check the
valve clearances as described in Chapter 1.
1 Run the engine until it reaches normal

operating temperature, then stop it and

remove the spark plug(s), taking care not to
scald your hands on the hot components.
2 Install the gauge adapter and compression
gauge in No; 1 cylinder spark plug hole (...
illustration 1).
3 On kickstart-equipped motorcycles, make
sure the ignition switch is OFF, then open the
throttle fully and kick the engine over a couple
of times until the gauge reading stabilises.
4 On motorcycles with electric start only, the
procedure will differ depending on the nature
of the ignition system. Flick the engine kill
switch (engine stop switch) to OFF and turn

Fault Finding Equipment REF-21

the ignition switch ON; open the throttle fully

and crank the engine over on the starter motor

for a couple of revolutions until the gauge
reading stabilises. If the starter will not operate
with the kill switch OFF. turn the ignition switch
OFF and refer to the next paragraph.

S Install the spark plugs back into their

suppressor caps and arrange the plug
electrodes so that their metal bodies are

earthed (grounded) against the cylinder head;

this is essential to prevent damage to the
ignition system as the engine is spun over
(see illustration 2). Position the plugs well
away from the plug holes otherwise there is a
risk of atomised fuel escaping from the
combustion chambers and igniting. As a
safety precaution. cover the top of the valve
cover with rag. Now turn the ignition switch
ON and kill switch ON. open the throttle fully

and crank the engine over on the starter
motor for a couple of revolutions until the

gauge reading stabilises.

All spark plugs must be earthed

(grounded) against the cylinder head

6 After one or two revolutions the pressure
should build up to a maximum figure and then
stab/llse. Take a note of this reading and on

multi-cylinder engines repeat the test on the
remaining cylinders.

7 The correct pressures are given in Chapter
2 Specifications. If the results fall within the

specified range and on multi-cylinder engines

all are relatively equal, the engine is in good

condition. If there is a marked difference
between the readings, or if the readings are
lower than specified, inspection of the top-

end components will be required.

8 Low compression pressure may be due to

worn cylinder bores, pistons or rings, failure of
the cylinder head gasket, worn valve seals, or

poor valve seating.
9 To distinguish between cylinder/piston
wear and valve leakage, pour a small quantity
of oil into the bore to temporarily seal the
piston rings, then repeat the compression
tests (see illustration 3). If the readings show
a noticeable increase in pressure this

confirms that the cylinder bore, piston, or
rings are worn. If, however, no change is
indicated, the cylinder head gasket or valves

should be examined.

Bores can be temporarily seaJed with a

squirt of motor oil

10 High compression pressure indicates
excessive carbon build-up in the combustion
chamber and on the piston crown. If this is the
case the cylinder head should be removed
and the deposits removed. Note that
excessive carbon build-up is less likely with
the used on modem fuels.

Checking battery open-circuit

voltage

Warning: The gases produced

A., by the battery are explosive -

~ never smoke or create any

. sparks in the vicinity of the

battery. Never aI/ow the electrolyte to
contact your skin or clothing - If it does,

wash it off and seek immediate medical

attention.

. Before any electrical fault is investigated

the battery should be checked.

. You'll need a dc voltmet« or multimet« to
check battery voltage. Check that the leads
are inserted in the correct terminals on the
meter, red lead to positive (+ve), black lead to
negative (-ve). Incorrect connections can
damage the meter.
. A sound fully-charged 12 volt battery
should produce between 12.3 and 12.6 volts
across its terminals (12.6 volts for a
maintenance-free battery). On machines with
a 6 volt battery, voltage should be between

6.1 and 6.3 volts.
1 Set a multi meter to the 0 to 20 volts dc
range and connect its probes across the

Measuring open-circuit battery voltage

battery terminals. Connect the meter's
positive (+ve) probe, usually red, to the battery
positive (+ve) terminal, followed by the

meter's negative (-ve) probe, usually black, to

the battery negative terminal (-ve) (s..

illustration 4).
2 If battery voltage is low (below 1 0 volts on a

12 volt battery or below 4 volts on a six volt

battery), charge the battery and test the
voltage again. If the battery repeatedly goes
flat, investigate the motorcycle's charging

system.

gravity

Warning: The gases produced

, by the battery a1'8 explosive -

,h..

~ never smoke or create any

battery. Never allow the electrolyte to

sparks in the vicinity of the

contact your skin or clothing - If it does,

wash it off and seek Immediate medical

attention.

. The specific gravity check gives an

indication of a battery's state of charge.

. A hydrometer is used for measuring

specific gravity. Make sure you purchase one
which has a small enough hose to 1nser1 in the

ape1'tUre of a motorcycle battery.
. Specific gravity is simply a measure of the

electrolyte's density compared with that of
water. Water has an SG of 1.000 and fully­charged battery electrolyte is about 26%
heavier. at 1.260.

. Specific gravity checks are not possible on
malnt~ance-free batteries. Testing the open­circuit voltage is the only means of
determining their state of charge.

5

=-w'

Roat-type hydrometer for m8a.oong

battery speciftc gravity

1 To measure SG. remove the battery frOO1 the
motorcycle and remove the fll5t cell cap. Draw
some electrolyte into the hydrometer and note
the reading (see Illustration 5). Return the
electrolyte to the cell and install the cap.
2 The reading should be in the region of

1.260 to 1.280. If SG is below 1.200 the
battery needs charging. Note that SG will vary
with temperature; it should be measured at
20°C (68°F). Add 0.007 to the reading for

REF.22 F au It

Finding Equipment

Continuity check of front brake light

switch using a meter - note split pins used

to access connector terminals

2 If using a test meter, set the meter to the
ohms x 10 scale and connect its probes
across the wires from the switch (se.
illustration 9). Simple ON/OFF type switches,
such as brake light switches, only have two
wires whereas combination switches, like the
ignition switch, have many internal links.
Study the wiring diagram to ensure that you
are connecting across the correct pair of
wires. Continuity (low or no measurable

resistance - 0 ohms) should be indicated with
the switch ON and no continuity (high

resistance) with it OFF.

3 Note that the polarity of the test probes

doesn't matter for continuity checks, although

care should be taken to follow specific test

procedures if a diode or solid-state
component is being checked.
4 A continuity tester or battery and bulb
circuit can be used in the same way. Connect
its probes as described above (see
illustration 10). The light should come on to
indicate continuity in the ON switch position,
but should extinguish in the OFF position.

Continuity check of front brake light

switch sub-harness

2 Continuity (low or no resistance - 0 ohms)
should be indicated if the wire is good. If no

continuity (hIgh resistance) is shown, suspect
a broken wire.

Checking for voltage

. A voltage check can determine whether
current is reaching a component.

. Voltage can be checked with a dc

voltmeter, multimeter set on the dc volts
scale, test light or buzzer (see illustrations 12
8nd 13). A meter has the advantage of being

able to measure actual voltage.

Fault Finding Equipment REF.23

2 If using a meter, check first that the meter
leads are plugged into the correct terminals
on the meter (see above). Set the meter to the
dc volts function, at a range suitable for the
battery voltage. Connect the meter red probe
(+ve) to the power supply wire and the black

probe to a good metal earth (ground) on the
motorcycle's frame or directly to the battery
negative (-ve) terminal (see illustration 14).

Battery voltage should be shown on the meter

with the ignition switched ON.
3 If using a test light or buzzer, connect its

positive (+ve) probe to the power supply

terminal and its negative (-ve) probe to a good

earth (ground) on the motorcycle's frame or
directly to the battery negative (-ve) terminal

(see Illustration 15). With the ignition ON, the

test light should illuminate or the buzzer
sound.

1 To check the earth on a component, use an
insulated jumper wire to temporarily bypass

its earth connection (see illustration 16).
Connect one end of the jumper wire between
the earth terminal or metal body of the
component and the other end to the

motorcycle's frame.

A selection of jumper wires for making

earth (ground) checks

2 If the circuit works with the jumper wire
installed. the original earth circuit is faulty.
Check the wiring for open-circuits or poor
connections. Clean up direct earth
connections. removing all traces of corrosion
and remake the joint. Apply petroleum jelly to
the joint to prevent Mure corrosion.

. When using a meter, check that its leads
are inserted in the correct terminals on the

meter, red to positive (+ve), black to negative
(-ve). Incorrect connections can damage the

meter.
. A voltmeter (or multimeter set to the dc
volts scale) should always be connected in

parallel (across the load). Connecting it in

series will destroy the meter.
. Voltage checks are made with the ignition

ON.

1 First identify the relevant wiring circuit by

referring to the wiring diagram at the end of

this manual. If other electrical components

share the same power supply Qe are fed from

the same fuse), take note whether they are

working correctly - this is useful information in

deciding where to start checking the circuit.

. . . or a test light - note the eerth

connection to the frame (arrow)

4 If no voltage is indicated, work back
towards the fuse continuing to check for
voltage. When you reach a point where there
is voltage, you know the problem lies between
that point and your last check point.

Checking the earth

. Earth connections are made either directly
to the engine or frame (such as sensors,

neutral switch etc. which only have a positive
feed) or by a separate wire into the earth
circuit of the wiring harness. Alternatively a

short earth wire is sometimes run directly from
the component to the motorcycle's frame.

. Corrosion is often the cause of a poor

earth connection.

. If total failure is experienced, check the

security of the main earth lead from the

negative (-ve) terminal of the battery and also

the main earth (ground) point on the wiring

hamess. If corroded, dismantle the connection

and clean all surfaces back to bare metal.

(ground)

Tracing a short-circuit

. A short-circuit occurs where current shorts
to earth (ground) bypassing the circuit

components. This usually results in a blown

fuse.

. A short-circuit is most likely to occur where
the insulation has worn through due to wiring
chafing on a component. allowing a direct
path to earth (ground) on the frame.

1 Remove any bodypanels necessary to
access the circuit wiring.

2 Check that all electrical switches in the
circuit are OFF, then remove the circuit fuse
and connect a test light, buzzer or voltmeter
(set to the dc scale) ecross the fuse terminals.
No voltage should be shown.

3 Move the wiring from side to side whilst
observing the test light or meter. When the
test light comes on, buzzer sounds or meter
shows voltage, you have found the cause of
the short. It will usually shown up as damaged

or burned insulation.

4 Note that the same test can be performed

on each component in the circuit, even the
switch.

REF-24 Technical Terms Explained

A

ABS (Anti-lock braking system) A system,

usually electronically controlled, that senses
incipient wheel lockup during braking and
relieves hydraulic pressure at wheel which is

about to skid.

Aftermarket Components suitable for the

motorcycle, but not produced by the motorcycle
manufacturer.

Allen key A hexagonal wrench which fits into a

recessed hexagonal hole.

Alternating current (act Current produced by
an alternator. Requires converting to direct

current by a rectifier for charging purposes.
Alternator Converts mechanical energy from the

engine into electrical energy to charge the

battery and power the electrical system.

Ampere (amp) A unit of measurement for the
flow of electrical current. Current = Volts. Ohms.

Ampere-hour (Ah) Measure of battely capacity.
Angle-tightening A torque expressed in

degrees. Often follows a conventional tightening
torque for cylinder head or main bearing
fasteners (see Illustration).

Angie-tightening cylinder head bolts

AntIfreeze A substance (usually ethylene glycol)

mixed with water, and added to the cooling
system, to prevent freezing of the coolant in
winter. Antifreeze also contains chemicals to
inhibit corrosion and the formation of rust and
other deposits that would tend to clog the
radiator and coolant passages and reduce

cooling efficiency.

AntI-dive System attached to the fork lower leg

(slider) to prevent fork dive when braking hard.

Anti-seize compound A coating that reduces

the risk of seizing on fasteners that are subjected

to high temperatures, such as exhaust clamp

bolts and nuts.
API American Petroleum Institute. A quality

standard for 4-stroke motor oils.
Asbe8to8 A natural flbroos mineral with great
heat resistance, commonly used in the
composition of brake friction materials. Asbestos
is a health hazard and the dust created by brake
systems should never be inhaled or ingested.
ATF Automatic Transmission Fluid. Often used

in front forks.

ATU Automatic Timing Unit. Mechanical device
for advancing the ignition timing on early

engines.

ATV All Terrain Vehicle. Oft., called a Quad.
Axi8I play Side-to-side movement

Axle A shaft on which a wheel revolves. Also
known as a spindle.

B

Seckla8h The amount of movement between
meshed components when one component is
held still. Usually applies to gear teeth.
8811 beerlng A bearing consisting of a hardened
inner and outer race with hardened steel balls

between the two raoeB.
BeeFing. Used between two working surfaces

to prevent wear of the components and a build-

up of heat. Four typea of bearing are commonly
used on motorcycles: plain shell bearings, ball
bearings, tapered roller bearings and needle

roll« bearings.
Bevel gurw Used to tum the drive through 900.

Typical applications are shaft final drive and

camshaft drive (S88 iUU8b'ation).

Bevel gears are used to turn the drive

throughSO-

BHP Brake Horsepower. The British
measurement for engine power output. Power
output is now usually expressed in kilowatts

(kW).

&i.a-belted tyre Similar construction to radial

lyre. but with outer belt running at an angle to the

wheel rim.
Big-end bearing The bearing in the end of the
connecting rod that's attached to the crankshaft.
Bleeding The process of removing air from an
hydraulic system via a bleed nipple or bleed

screw.

Bottom-end A description of an engine's
crankcase components and all components
contained there-in.
BTDC Before Top Deed Centre in teImS of pi8ta1
position. Ignitk)n timing Is ~ e)Cpr888ed i1 t8ms
of degoees or miIIimetr. BlOC.
Bush A cylindrical metal or rubber component
used between two moving parts.

Burr Rough edge left on a component after
machining or as a rMUlt of excessive weer.

c

C8n chain The chain which takes drive from the
crankshaft to the camshaft(s).

Canister The main component in an evaporative
emission control system (California mart<et only);
contains activated charcoal granules to trap
vapours from the fuel system rath. than allowing
them to vent to the stmosphere.
CastelI8t8d Resembling the parapets along the
top of a castle wall. For example, a castellated
wheel axle or spindle nut.
C8talytic converter A device in the exhaust
system of some machines which converts certain

pollutants in the exhaust gua into less harmful
substances.

Charging system Description of the
components which charge the battery, ie the

aJtemator, rectifer and regulator.

Clrcllp A ring-shaped clip used to prevent
endwise movement of cylindrical parts and
shafts. An intemal circllp is installed in a groove
in a housing; an external circllp fits into a groove
on the outside of a cylindrical
piece such as a shaft. Also known as a snap-ring.
Clearance The amount of space between two
parts. For example, between a piston and a
cylinder, between a beel'ing and a journal, etc.
Coli apring A spiral of elastic steel found in
various sizes throughout a vehicle, for example
as a springing medium in the suspension and in

the valve train.
Compression Reduction in volume, and
increase in pressure and temperature, of a gas,

caused by squeezing it into a smaller space.
Comprea8ion damping Controls the speed the
suspension compresses when hitting a b~.
Compre88ion ratio The relationship between
cylinder volume when the piston is at top dead
centre and cylinder volume when the piston Is at

bottom dead centre.
ContirM8iy The unintemJpted path in the tow of
electricity. UtIle or no ~ reIistance.
Continuity t88t8r Self-powered bIeeper or test

light which indicates continuity.

Cp Candlepower. Bulb rating common found on

US motorcycles.
Croaspty tyr. Tyre plies arranged in a
criss-cross pattem. Usually four or six plies used,
hence 4PR or 6PR In tyre size codes.
Cuah drive Rubber damper segments
fitted between the rear wheel and final drive
sprocket to absorb transmission shocks (He

11118b'8tion).

Cush drive rubbers dampen out

transmission shocks

D

Degree disc Calibrated disc for measuring

piston position. Expressed in degrees.

Diet gauge Clock-type gauge with adapters for

measuring runout and piston position. Ex~

in mm or inches.
Diaphragm The rubber membrane in a master
cylinder or carburettor which seals the upper

chamber.
Diaphragm spring A single sprung plate oft.,

used in clutches.
Direct current (dc) Current produced by a dc

generator.

Technical Terms Explained REF-25

Decarbonisation The process of removing

carbon deposits - typically from the combustion

chamber, valves and exhaust port/system.

Deton.tion Destructive and damaging

explosion of fuel/air mixture in combustion
chamber instead of controlled burning.

Diode An electrical valve which only allows
current to flow in one direction. Commonly used
in rectifiers and starter interlock systems.
Disc velve (or rot8ry velve) A induction system
used on some two-stroke engines.

Doubie-overtM8d C8m8haft (DOHC) An engine
that uses two overhead camshafts. one for the
intake valves and one for the exhaust valves.

DrtvebeIt A toothed belt used to transmit drive

to the rear wheel on some motorcycles. A
drivebelt has also been used to drive the
camshafts. Drivebetts~ usually made of Keylar.

Drive8haft Any shaft used to transmit motion.
Commonly used when referring to the final
driveshaft on shaft driVe motorcycles.

E

Earth return The return path of an electrical
circuit, utilising the motorcycle's frame.
ECU (Electronic Control Unit) A computer
which controls (for instance) an ignition system,
or an anti-lock braking system.

EGO Exhaust Gas Oxygen sensor. Sometimes
called a Lambda sensor.
Electrolyte The fluid in a lead-acid battery.
EMS (Engine Management System) A
computer controlled system which manages the
fuel injection and the ignition systems in an
integrated fashion.
Endftoat The amount of lengthways movement
between two parts. As applied to a crankshaft,
the distance that the crankshaft can move side­to-side in the crankcase.
Endl..s chain A chain having no joining link.
Common use for cam chains and final drive

chains.
EP (Extreme Pressure) Oil type used in

locations where high loads are applied. such as
between gear teeth.

Evaporetlve emieeion control eyetem

Describes a charcoal filled canister which stores
fuel vapours from the tank rather than allowing
them to vent to the atmosphere. Usually only
fitted to California models and referred to as an

EVAP system.

Expan8ion chamber Section of two-stroke

engine exhaust system so designed to improve

engine efficiency and boost power.

F

Feeler blade or gauge A thin strip or blade of

hardened steel, ground to an exact thickness,

used to check or measure clearances between

parts.

Final drive Description of the drive from the

transmission to the rear wheel. Usually by chain

or shaft, but sometimes by bett.

Firing order The order in which the engine

cylinders fire, or deliver their power strokes,

beginning with the number one cylinder.

Flooding Term used to describe a high fuel level

in the carburettor float chambers, leading to fuel
overflow. Also refers to excess fuel in the
combustion chamber due to incorrect starting

technique.

Free length The no-load state of a component
when measured. Clutch. valve and fork spring
lengths are measured at rest, without any

preload.

FreepiBY The amount of travel before any action

takes place. The looseness in a linkage, or an

assembly of parts, between the initial application
of force and actual movement. For example, the

distance the rear brake pedal moves before the
rear brake is actuated.

Fuel Injection The fuel/air mixture is metered
electronically and directed Into the engine intake

ports (Indirect injection) or into the cylinders
(direct injection). Sensors supply information on

engine speed and conditions.
Fuel/air mixture The charge of fuel and air
going into the engine. See Stolchl~ ratio.
Fuse An electrical device which protects a
circuit against accidental overload. The typical
fuse contains a soft piece of metal which is

calibrated to melt at a predetermined current
flow (expressed as amps) and break the circuit.

G

G8p The distance the spark must travel in
jumping from the centre electrode to the side
electrode in a spark plug. Also refers to the
distance between the ignition rotor and the

pickup ~I in an electronic ignition system.
G..ket Any thin, soft material - usually cort,

cardboard, asbestos or soft metal. installed

between two metal surfaces to ensure a good
seal. For instance, the cylinder head gasket seals
the joint between the block and the cylinder

head.
Gauge An instrument panel display used to

monitor engine conditions. A gauge with a

movable pointer on a dial or a fixed scale is an

analogue gauge. A gauge with a numerical

readout is called a digital gauge.
Gear ratios The drive rstio of a pair of geers in a

gearbox, calculated on their number of teeth.
Glaze-busting see Honing

Grinding Process for renovating the valve face

and valve seat contact area in the cylinder head.

Gudgeon pin The shaft which connects the

connecting rod small-end with the piston. Oft~

called a piston pin or wrist pin.

H

Helical gee,. Gear teeth are slightly curved BOO

produce less gear noise that straight-cut gears.

Often used for primary drives.

Installing a Helicoil thread insert in a

cylinder head

Hellcoil A thread insert repair system.

Commonly used as a repair for stripped spark

plug threads (... III.-tratIon).
Honing A process used to break down the glaze

on a cylinder bore (also called glaze-busting).
Can also be carried out to roughen a rebored

cylinder to aid ring bedding-in.
HT High Tension Description of the electrical

circuit from the secondary winding of the ignition
coil to the spark plug.

Hydr8uIic A liquid filled system used to ~It
pressure from one component to another.
Common uses on motorcycles are brakes and

clutches.
Hydrometer An instrument for measuring the

specific gravity of a lead-Kid battery.

Hygroscopic Water absorbing. In motorcycle

applications, braking efficiency will be reduced if

DOT 3 or 4 hydraulic fluid absorbs water from the

aJr - care must be taken to keep new brake fluid

in tightly sealed containers.

Ibf ft Pounds-force feet. An imperial unit of

torque. Sometimes written as ft-IOs,

Ibf In Pound-force inch, An imperial unit of

torque, applied to components w~ a very low

torque is required. Sometimes written as in-ibs.
IC Abbreviation for Integrated Circuit.
Ignition advance Means of increasing the
timing of the spark at higher engine speeds.
Done by mechanical means (ATU) on early
engines or electronically by the ignition control
unit on later engines.
Ignition timing The moment at which the spark
plug fires, expressed In the rRxnber of cr81k8haft
degrees before the piston r88che8 the top of Its
stroke, or in the number of mllHmetres before the
piston reaches the top of Its stroke,
Infinity (~) Description of an open-circuit
electrical state. where no continuity exists.
Inverted fora (~ down fora) The sliders
or lower legs are held in the yokes and the fork
tubes or stanchions are connected to the wheel
axle (spindle), Less unsprung weight and stiffer
construction than conventional forks.

J

JASO Quality standard for 2-stroke oiI8.
Joule The unit of electrical energy.

Journal The b88r1ng slriace of a shaft.

K

Klckstart Mechanical means of tuming the

engine over for starting purpoHS. Only usually
fitted to mopeds, small capacity motorcycles and

off-road motorcycles.
Kill switch Handebar-mounted switch for
emergency ignition cut-out. Cuts the ignition

circuit on all models. and additionally prevent
starter motor operation on others.
kin Symbol for kilometre.
kph Abbreviation for kilometres per hour.

L

Lambda (A) sen8or A sensor fitted in the
exhaust system to measure the exhaust gas
oxygen content (excess air factor).

REF-26 Technical Terms Explained

Lepping see Grinding.
LCD Abbreviation for Uquid Crystal ~.

LED Abbreviation for Ught Emitting Diode.
~er A steel cylinder liner inserted in a

wminium alloy cylinder block.

Loctmut A nut used to lock an adjustment nut.

or other threaded component. in place.

Lock8tops The lugs on the lower triple clamp
(yoke) which abut thoee on the frame. preventing
handiebar-to-fuel tank contact.

LockwHher A form of washer designed to
prevent an attaching nut from working 10088.
LT Low Ten.on Description of the electrical
circuit from the power supply to the primary

winding of the igniticx1 coil.

M

Main bearings The bearings between the
crankshaft and crankcase.

Malnt.n8n~-free (MF) battery A sealed
battery which cannot be topped up.

Manometer Mercury-filled calibrated tubes
used to measure intake tract vacuum. Used to
synchronise carburettors on multi-cylinder

engines.
Micrometer A precision measuring instrument

that measures component outside diameters

(- Illustration).

Tappet shims are measured with a

micrometer

MON (Motor Octane Number) A measure of a
fuel's resistance to knock.
Monogr8de 011 An oil with a single viscosity, eg
SAESOW.

Monoehock A single suspension unit linking the
swingarrn or suspension linkage to the frame.
. Abbreviation for miles per hour.
MWtIWade 01 Having a wide viscosity range (eg

10W40). The W stands for Winter. thus the
viscosity ranges from SAE10 when cold to
SAE40 when hot.
M~meter An electrical test instrlment with the
capability to measure voltage, current and

resistance. Some meters also incorporate a

continuity tester and buzzer.

N

Needle roller b88ring Inner race of caged

needle rollers and hardened outer race.

Examples of Uncaged needle rollers can be found

on some engines. Commonly used in rear

suspension applications and in two-stroke

engines.

Nm Newton metres.

NOx Oxides of Nitrogen. A common toxic

pollutant emitted by petrol engines at higher

temperatures.

0

Oct8ne The measure of a fue!'s resistance to
knock.

OE (Original Equipment) Relates to
components fitted to a motorcycle as standard
or replacement parts supplied by the motorcycle

manufacturer.

Ohm The unit of electrical resistance. Ohms =
Volts + Current.

Ohmmeter An instrument for measuring

electrical resistance.

Oil cooler System for diverting engine oil
outside of the engine to a radistor for cooling

purposes.
011 Injection A system of two-stroke engine

lubrication where oi! is ~mp-fed to the engine In
accordance with throttle position.

0pen-cIrcuIt An electrical ~ltton where there
is a break in the flow of electricity - no continuity

(high resistance).
O-ring A type of sealing ring made of a special

rubber-like material; in use, the O-ring is
compressed into a groove to provide the
Oversize (OS) Term used for piston and ring
size options fitted to a rebored cytlnd«.
Overhead CaIn (sohc) e"91ne An engine with
single camshaft located on top of the cylinder

head.
Overhead valve (ohv) engine An engine with
the valves located in the cylinder head. but with
the camshaft located in the engine block or

crankcase.
Oxygen ~ A device Installed In the exhaust
system which senSM the oxygen cont~t in the
exhaust and converts this information into an
electric cwrent. Also called a Lambda sensor.

p

PI8.~.uge A thin strip of plastic thread,
available in different sizes, used for measuring
clearances. For example, a strip of Plastigauge is
laid across a bearing journal. The parts are
assembled and dismantled; the width of the
crushed strip indicates the clearance between
joumal and bearing.
POl8rity Either negative or positive earth
(ground), determined by which battery lead is
connected to the frame (earth return). Modem
motorcycles are usually negative earth.
Pre-ignition A situation where the fuel/air

mixture ignites before the spark plug fires. Often

due to a hot spot In the combustion chamber
caused by carbon build-up. Engine has a
tendency to 'run-on'.
Pre-1o8d (8U8pen8ion) The amount a spring is
compressed when in the unloaded state. PreIo8d
can be applied by gas. spacer or mechanical

adjuster.

Premix The method of engine lubrication, on
older two-stroke engines. Engine oil is mixed
with the petrol in the fuel tank in a specific ratio.

The fuel/oil mix is sometimes referred to as

"petroll".
Prlmery dI1V8 Description of the drive from the

crankshaft to the clutch. Usually by gear or chain.
PS PfedestArke - a German interpretation of

BHP.
PSI Pounds-force per square Inch. Imperial
measurement of tyre pressure and cylinder

pressure measurement.
PTFE Polytetrafluroethylene. A low friction

substance.

Pulse secondery air injection system A
process of promoting the burning of excess fuel
preS8f1t in the exhaust gases by routing fresh air

into the exhaust ports.

Q

Quartz halogen bulb Tungsten filament
surrounded by a halogen gas. Typically used for

the headlight (see illuatr8tlon).

R

Rack-8nd-pinion A pinion 988' on the end of a
shaft that mates with a rack (think of a geared
wheel opened up and laid flat). SometImes used

in clutch operating systems.

Radial play Up and down movement about a

shaft.

Radial ply ~ Tyre pM.. nm across the tyre

(from bead to bead) and around the
circumference of the tyre. Less resistant to tread
distortion than other tyre types.

Radiator A liquid-to-air heat transfer device
designed to reduce the temperature of the
coolant in a liquid cooled engine.

Rake A feature of steering geometry - the angle
of the steering head in relation to the vertical (lee
III~).

Technical Terms Explained REF-27

R8b0r8 Providing a new working surface to the

cylinder bore by boring out the old surface.

Necessitates the use of oversize piston and
rings.

Rebound d8mplng A means of controlling the
oscillatOO of a suspension ~it spring after it has
been compressed. Resists the spring's natural
tendency to bounce back after being com~.
RectifIer Device for converting the ac output of

an alternator into dc for battery charging.
Reed valve An induction system commonly
used on two-stroke engines.

Regulator Device for maintaining the charging
voltage from the generator or alternator within a

specified range.

Relay A electrical device used to switch heavy

current on and off by using a low current auxiliary
circuit.

R..I.tance Measured in ohms. An electrical
component's ability to pass electrical current.
RON (R88e8rCh 0cf81e Numbert A measure of
a fuel's resistance to knock.
rpm revolutions per minute.
Runout The amount of wobble (in-and-out
movemMt) of a wheel or shaft as it's rotated.

The amount a shaft rotates .out-of-true'. The out-

of -round condition of a rotating part.

s

SAE (Society of Automotive E~lneers) A
standard for the viscosity of a fluid.

s.818nt A liquid or paste used to prevent
leakage at a joint. Sometimes used in

conjunction with a gasket.
Service limit Term for the point where a
component is no longer useable and must be

renewed.

Shaft drive A method of transmitting drive from
the transmission to the rear wheel.
Shell beMng8 Plain bearings consisting of two
shell halves. Most often used as big-end and

main bearings in a four-stroke engine. Often

called bearing inserts.
Shim Thin spacer, commonly used to adjust the

clearance or relative positions between two
parts. For example, shims Inserted into or under

tappets or folk>wers to control valve clearances.

Clearance Is edjusted by changing the thickness
of the shim.

Short-circuit An electrical condition where
current shorts to earth (ground) bypassing the
circuit components.

SkImming Process to correct warpage or repair
a damaged surface, eg on brake discs or dr\m8.
SlIde-h8mmer A special puller that screws into
or hooks onto a component such as a shaft or
bearing; a heavy sliding handle on the shaft
bottoms against the end of the shaft to knock the
component free.
Sm811-end beering The bearing in the upper
end of the connecting rod at its joint with the

gudgeon pin.
Spelling Damage to camshaft lobes or bearing

joumals shown as pitting of the working surface.
Specific grevity (SO) The state of charge of the
electrolyte in a lead-acid battery. A measure of
the electrolyte's density compared with wat...

Streight-cut geera Common type gear used on
gearbox shafts and for 011 pump and water pump

drives.
Stanchion The Inner sliding part of the front

forks, held by the yokes. Often caRed a fork tube.

Stoichiometric ratio The optimum chemical

air/fuel ratio for a petrol engine, said to be 14.7
parts of air to 1 part of fuel.

Sulph~ acid The liquid (electrolyte) used in a

lead-acid
corrosive.

SuI18ce grincing (lapping) Process to correct a
warped gasket face, commonly used on cylinder

heads.

battery. Poisonous and extremely

T

Tapered-roller bearing Tapered inner race of
caged needle rollers and leperate tap.-ed outer
race. Examples of taper roller bearings can be
found on steering heeds.
Tappet A cylindrical component which tr8n8nits

motion from the cam to the valve stem, either

directly or via a pushrod and rocker arm. Also
called a cam follow«.

TCS Traction Control System. An eIectronically-

controlled syst8'n which senses wheel spin and
reduces engine speed accordingly.

TDC Top Dead Centre denotes that the piston is
at its highest point in the cytind«.

Thread-locklng c~ Solution applied to
fastener threads to prevent slackening. Select

type to suit application.

Thrust washer A washer positioned between
two moving components on a shaft. For
example, between 9881' pinions on ge8rsh8ft.
Timing chain See C8n Chen.
Timing Ight Stroboscopic lamp for carrying out
ignition timing checks with the engine NMing.
Top-end A description of an engine's cylinder
block, head and valve gear components.
T~ Tumlng or twisting force about a shaft.
TC1fqU8 ~ A prescribed tightness specified
by the motorcycle manuracn... to that the
bolt or nut is NCUred correctly. Undertightening
can result in the bolt or nut coming loose or a
surface not being sealed. Overtightening can
result in ~ ttweads, distortion or damage to
the component b8ng retained.
Torx key A six-point wrench.
Trecer A stripe of a second colour applied to a

wire insulator to distinguish that wire from
another one with the same colour insulator. For
example, Br/W is often used to denote a brown
insulator with a white trecer.
Trail A feature of steering geometry. Distance
from the steering heed axis to the tyre's central

contact point.
Triple clamp. The cast components which
extend from the steering head and support the

fork stanchions or tubes. Often called fork yokes.
Turbocharger A centrifugal device, driven by
exhaust gases, that presaurlses the intake air.

Normally used to Increase the power output from
a given engine displacement.

TWI Abbreviation for Tyre Wear Indicator.

Indicates the location of the tread depth indicator
bars on tyres.

u

Unlvw88l J" or U-jolnt (UJ) A double-pivoted

connection for transmitting POW" from a driving
to a driven shaft through an angle. Typically
found In shaft drive assemblies.
Unsprung weight Anything not supported by
the bike's suspension (Ie the wheel, tyres,

brakes, final drive and bottom (moving) part of
the suspension).

V

Vecuum gaug.. Clock-type gauges for

measuring intake tract vacuum. Used for

carburettor synchronisation on multi-cylinder
engines.

V" A device through which the low of Mqlad,

gas or vacuum may be stopped, started or
regulated by a moveable pert that OP«1s. shuts
or partially obstructs one or more ports or
passageways. The Intake and exhaust v8lves in

the cylinder heed are of the poppet type.
Valve cleer8nce The clearance between the

valve tip (the end of the valve stem) and the
rocker arm or tappet/follower. The valve
clearance is measured when the valve Is closed.

The correct clearance is Important - If too small

the valve won't close fully and will bum out.
wh.-s if too large noisy operation will relit.
V" 11ft The amount a valve Is lifted off its seat
by the camshaft lobe.
Valve timing The exact setting for the opening
and closing of the valves in relation to piston

position.
Vemle, cellper A precision measuring

Instrument that measures inside and outside
dimensions. Not quite as accurate as a

micrometer, but more convenient.
VIM Vehicle Identification Number. Term for the
bike's engine and f~ numbers.
VI8CO81ty The thickness of a liquid or its

resistance to flow.
Volt A unit for exprelSing electrical "pr888Ift* in

a circuit. Volts = current x otvns.

w

Water pump A mechanically-driven device for

moving coolant around the engine.

Watt A unit for expressing electrical power.
Watts = volts x current.
Wear limit see Service limit
Wet liner A liquid-cooled engine design wh.-e
the pistons run in liners which are directly

surrounded by coolant (... IIIU8tr8tion).

Wet liner arrangement

Wheelbeee Distance from the centre of the front
wheel to the centre of the rear wheel.
WIring hem- or loom Describes the electrical
wires running the length of the motorcycle and

enclosed in tape or plastic sheathing. Wiring
coming off the main h8mees is usuelly ref8ITed to

as a sub harness.
Woodruff key A key of semi-circular or square
section used to locate a gear to a shaft. Often
used to locate the alternator rotor on the

crankshaft.
WrIst ~ Another name for gudgeon or piston

pin.

REF-28 Conversion Factors

Length (distance)

Inches (in) x 25.4 = Mililmetres (mm) x 0.0394 =
Feet (ft) x 0.305 = Metres (m) x 3.281 .
Miles x 1.609 = Kilometres (km) x 0.621 .

Inches (in)

Feet (ft)
Miles

Volume (capacity)

Cubic inches (cu in; in")
Imperial pints (Imp pt)

Imperial quarts (Imp qt)
ImperiaJ quarts (Imp qt)
US quarts (US qt)

Imperial gallons (Imp gal)
Imperial gallons (Imp gal)
US gallons (US gal)

x 16.387 =
X 0.568 =
x 1.137 =
x 1.201 z
x o.~ =
X 4.546 z
x 1.201 ­X 3.785 =

Cubic centimetres (cc; cm')
Utres (1)
Utres Q)
US quarts (US qt)
Utres (1)

Utres(1)
US gallons (US ga~

Utres Q)

x 0.081
x 1.16
x 0.88
X 0.833
X 1.051
X 0.22
X 0.833
X 0.264

-

Cubic inches (cu in; in')
Imperial pints (Imp pt)

Imperial quarts (Imp qt)
Imperial quarts (Imp qt)
US quarts (US qt)

.

Imperial gallons (Imp gaQ

.

Imperial gallons (Imp gaQ

.

US gallons (US gaQ

Mass (weight)

.

Ounces (oz)
Pounds (Ib)

x 28.35
x 0.454

Grams (g)

~

Kilograms (kg)

.

x 0.035

x 2.205

Ounces (oz)

.

Pounds (lb)

Force

=

Ounces-force (ozf; oz)
Pounds-force (Ibf; Ib)

Newtons (N)

x 0.278

x 4.448
x 0.1

-

Newtons(N)

=

Newtons (N)
Kilograms-force (kgf; kg)

x 3.6
x 0.225
x 9.81

Ounces-force (ov; oz)

c

Pounds-force Obf; Ib)
Newtons (N)

Pressure

Pounds-force per square inch

(psi; Ibf/in'; Ib/in')

Pounds-force per square inch

(psi; Ibf/in'; Ib/in')
Pounds-force per square inch

(psi; Ibf/in2; Ib/in')

Pounds-force per square inch

(psi; Ibf/in2; Ib/in')

Kilopascals (kPa)

Millibar (mbar)
Millibar (mbar)

Millibar (mbar)

Millibar (mbar)
Millimetres of mercury (mmHg)
Inches of water (inH20)

x 0.070 = Kilograms-force per square

centimetre (kgf/cm2; kg/cm')

x 0.068 = Atmospheres (atm)
x 0.069 = Bars
x 6.895 = Kilopascals (kPa)
x 0.01 = Kilograms-force per square

centimetre (kgf/cm2; kg/Cm')

x 100 = Pascals (pa)

x 0.0145 = Pounds-force per square inch

(psi; Ibf/in2; Ib/in')

x 0.75 = Millimetres of mercury (mmHg)
x 0.401 = Inches of water QnH2O)

it 0.535 = Inches of water QnH20)

x 0.036 = Pounds-force per square inch

(psi; Ibf/in'; Ib/in')

Torque (moment of force)

Pounds-force inches x 1.152 = Kilograms-force centimetre x 0.868 = Pounds-force inches

Qbf in; Ib in) (kgf cm; kg cm) (Ibf in; Ib in)

Pounds-force inches x 0.113 = Newton metres (Nm) x 8.85 c Pounds-force inches

Qbf in; Ib in) (Ibf In; Ib in)

Pounds-force inches x 0.083 = Pounds-force feet Qbf ft; Ib ft) x 12 = Pounds-force inches
Qbf in; Ib in) (Ibf in; Ib in)

Pounds-force feet (Ibf ft; Ib ft) x 0.138 = Kilograms-force metres x 7.233 = Pounds-force feet (Ibf ft; Ib ft)
Pounds-force feet (Ibf ft; Ib ft) x 1.356 = Newton metres (Nm) x 0.738 = Pounds-force feet (Ibf ft; Ib ft)

Newton metres (Nm) x 0.102 = Kilograms-force metres x 9.804 = Newton metres (Nm)

Power

Horsepower (hp) x 745.7 = Watts (W) x 0.0013 = Horsepower (hp)

(kgf m; kg m)

(kgf m; kg m)

x 14.223 =

x 14.696 =
x 14.5 =
x 0.145 =
x 98.1 =

x 0.01 .
x 68.947.

x 1.333
x 2.491

x 1.868
x 27.68

Pounds-force per square inch
(psi: Ibflln'; Ib/in')

Pounds-force per square inch
(psi; Ibfll",; Ib/in')

Pounds-force per square inch

(psi; Ibflln'; Ib/in')

Pounds-force per square inch
(psi; Ibfll",; Ib/in')
Kilopascals (kPa)

Millibar (mbar)
Millibar (mbar)

.

Millibar (mbar)

.,

Millibar (mbar)

.

Mllilmetres of mercury (mmHg)

Inches of water (inH2O)

~

Velocity (speed)

Miles per hour (miles/hr; mph) x 1.609 = KJlometres per hour (km/hr; kph) x 0.621 = Miles per hour (miles/hr; mph)

Fuel consumption*

Miles per gallon (mpg) x 0.354 = Kilometres per litre (km/I) x 2.825 = Miles per gallon (mpg)

Temperature

Degrees Fahrenheit = ("c x 1.8) + 32 Degrees Celsius (Degrees Centigrade; .C) = rF - 32) x 0.56

Oft is common practice to convert from miles per g8Hon (mpg) to Htres/100 ki!omet18s (I/100km), --- n'fJg' X 1/100 km c 282

Note: References throughout this index we in t#I8 form - 8Cf!8pter number" . -page nu~

Bulbs

A

Air filter

cleaning - 1-5

housing removal and installation - 3-14

replacement - 1.16

brake/taillight - 8-6
headlight - 8-4
instrument - 8811
side light - 884
turn signal - 887
wattage - 882

removal and installation - 8-21

specifications - 8.'

tests - 8.20. 8.23

B

Balancer sh8ft - 2-3, 2-54

Battery

capacity - 8-1
charging - 8-3

electrolyte level - 0-10

removal, installation, inspection and mai~ - 8-2
specific gravity - 1-2, 1 -6, REF-21

voltage - REF-21

Beerlngs

balancer shaft - 2-54
connecting rod - 2-56
main - 2-51
rear suspension - 1-16. 1-21,5-15

steering head -1-14,1-21, 5-11
wheeI- 1-19,6-16

Bodywork - 7-1

Brake

bleeding - 6-12
caliper - 6-3, 6-9
checks - 1-14

disc - 6-5, 6-10
fluid change - 1-16
fluid level check - 0-11

hoses and unions -1-17,6-12

I~ bulb - 8-6

ifllt switches - 8-9

master cylinder - 6-6, 6-11

pad check - 1-13

pad replacement - 6-2, 6-7

seal replacement - 1-21

specifications - 6-1

Brake fluid type - 1-2

c

Ceblea

choke-1-17,3-13
clutch -1-12, 2-32

lubrication -1-19
speedometer/tachometer - 8-9

throttle-1-11, 1-17.3-12

Caliper (brake)

front - 6-3
rear - 6-9

Camchain - 2-2, 2-11

Cemd\8in tensloMr and g&8d8 bled.. - 2-9
Cam8haft8 end folowerw - 2-2,2-12

Carbwettors

float height check - 3-10

overhaul- 3-5, 3-7, 3-10

removal and installation - 3-6
separatioo and jolling - 3-10
specifications - 3-1

synchronisation -1-18

Chain (cern) - 2-2. 2-11
Chain (drive)

check - 0-11
cleaning and lubrication - 1-5
freepiay check and adjustment - 1 -12

guard - 7-3

removal, cleaning and installation - 5-16

s~kets - 5-16

wear and stretch check - 1-13

Charging system

alternator 8-21

regulator/rectifier - 8-23
specifications - 8-1
tests - 8-20. 8-23

Chemlc818 - REF-5

Choke C8~

check and adjustment - 1-17

removal and installation - 3-13

REF-3D Index

Clutch

check - 1-12

removal, W\1pection ~ overtlaul- 2-25
specific8tions - 284

switch - 8-16

Clutch c8III8

adjustment - 1 -12

ren'K>val and installation - 2-32

Compre88ion ~ (engine) - 1.20, REF-20
Comecting rods - 2-3, 2-56

Control u~ (ignition) - 4-4

Conversion factors - REF-28

CrenkceM

W1spection and servicing - 2841

separation and reasaembIy - 2-39

Crenk8h8ft

removal and mak1 be8rtnga - 2-51
specifications - 2-3

Cuah driv. - 5-17

Cylk1der block - 2-2, 2-20

Cylinder h88d

disassembly, inspection and reaMmbly - 2-17
nut tightness check . 1 e6

removal and ~~ - 2-15

speci&8tions - 2-2

valve ovemaul- 2-17

D

Dlmenaions - REF-1

Diode - 8-16

Disc (brake)

front - 6-5

FeN - 6-10

Drlvech8m

cf)eck - 0-11

cIeri'9 and II.tJrication - 1-5

freepIay check and adjustment - 1-12

guard - 7-3

removal, cleening 81d inst81at1on - 5-18
iJ)I-ockets - 5-18

~ 81d sb8tdI check - 1-13

E

a.cb'ical 8Y8t8m

alternator - 8.21, 8.23

battery - 0.10.186,8.2,8.3, REF.21
brake/t8llight - 886

tx'ake ~ switches . 8-9

charging syItem tests . 8.20

clutch switch - 8.16

dlode.8.16

fuse - 8.3

h8dIeb8' 8witd18S - 8.13
headlight. 1.18,8.4,8-5

horn.8.16
Ig~on (main) switch . 8.13

ntrument8 . 8 .11
Ighting check - 8-4
neutral switch - 8.14
011 presSl.n switch - 8.12
regUator/rectlfier - 8.23

side ~ - 8-4

8id8starMi switch ~ relay - 8.15
specifications - 8.1

a g'~ ay8t~ (~

starter motor - 8.17. 8.18
starter relay - 8.17

testa - REF.21

turn signals - 8.7.8.8

wiring ~ - 8-25

Engine

balancer shaft - 2-54

camch81- 2.11

camc~ ia,-"'-" R ~ - 2-9, 2.11
camshafts ~ ~ - 2.12

compr888ion check - 1.20. REF.20
connecting rods - 2-58
CI'dC8e - 2.39. 2841

~ - 2851

cylinder block - 2.20

cylinder head 1.6. 2.15. 2.17

kjIe speed - 1.11

~ R CC¥V*ting rod :J& ~ - 2851

oi ctw'Q8 -1.10

oil level - Qe 1 0

oil pressure check - 1.21

oi~~-2.37

oil ~ - 2.33

01 strainer - 2.37

piston rings - 2.24

pistons - 2.22

~ and ~18tion - 285

~ng-ln - 2-58

serialnwnber-Qe9

specifications - 1.1.2.1

sump (oil pan) - 2.37

valve cl88lancea - 1.7
valve cover - 2.8

valve overhau - 2.17

Evaporatfv..n..lon control ayat8m - 3.15
ExhBuat system

nut tightness check - 1-6

removal and instaMation - 3.14

F

Fault ~k1g - 8-2, REF-12
FIlter

air - 1-5, 1-16, 3-14

fueI- 1-10, 3-4

oi - 1-10

Followers (C8m8haft) - 2-12
Footrests and brackets - 5-2

Frame. 5-2
Frame serial nlMnber - 0-9

Front br8k8

caliper - 6-3

checks.1-14

disc - 6-5

fll.id level check - 0-11

master cylinder - 6-&

pad check. 1-13

pad replacement - 6-2

Front~

check-1-16

oil ch81ge - 1-20

oil type, level and capacity - 1-2. 5-1

overhau-5-&

rMIOvai and installation - 5-5

-- -

specifications - 5-1

Front mudg.-rd - 7-2

Index REF.31

Front wheel

removal and installation - 6-13

Fuel system Main and connecting rod bearings - 2-51

carburettors - 1-18,3-5,3-6,3-7,3.10 Main fuel cock - 3-4

check -1-10 Maintenance schedule - 1-3

choke cable - 1.17,3-13 Maintenance techniques - REF.4

cock and tap - 3-4 Master cylinder

filter-1-10 front-6-6

hoses replacement -1-17 rear - 6-11

idle tuel/air mixture ~ustment - 3.5 Mirrors - 7-1
specifications - 3-1 MOT test checks - REF.6

tank - 3.1, 3.5 Mudguard (front) - 7-2

throttle cable - 1.17,3-12

Mbearings - 1-19,6-16

NFuel type - 3-1

Fuee - 8-1, 8-3

Neutral light bulb/switch - 8-2, 8.11, 8.14

G

Gasoline type - 3-1

Gearbox see Transmission
Gearchange mechanism - 2-34

H

Handlebar switches - 8.13
Handlebars - 5.3

Headlight

aim check and adjustment -1.18, REFe6
removal and instaUation - 8.5

bulb - 8-2, 8-4

Horn - 8-16

HT coils - 4-1, 4-2

0

011 - engine/trensmiaeion

change - 1.10

filter-1.10

level- 0.10
type, viscosity and capacity - 1-2

Oil-fork

change - 1.20
type, viscosity and capacity - 1-2,5.1

011 pan (sump) - 2.37

011 pressure check - 1.21

011 presslWe regul8tor - 2.37

011 pressure switch - 8.12
011 pump - 2.33

Oil strainer - 2.37

I

Idle speed

check and adjustment - 1.11
specification - 1.1

Idle fuel/air mixture adjustment - 3.5
Ignition system

control unit - 4.4
HT coils - 4.2
pulse generator coils - 4.3

spark plugs -1.1.1-9,1.16
specifications - 4.1

timing - 4.4

Ignition (main) switch - 8.13
Instrument

bulbs - 8.2, 8.11
check and replacement - 8.11
drive cables - 8-9

L

Legal checks - 0-12
Lubricants

genenM - REF-S

recommended - 1-2

Lubrication

engine/transmission - 0-10,1-2.1-10

drive chain - 1-5

stands,levers, pivots Md cables -1-19

p

Pads (brake) - 1-13. &-2. &-7
Piston rings - 2-3. 2-24

Pistons 2-3. 2-22
Plug gap and type - 1-1

Pre-ride checks - 0-10

Pulse generator coils - 4-1. 4-3

R

Rea, brake

caliper - 6.9
checks - 1.14

disc - 6.10
fluid level check - 0811

master cylinder - 6.11

pad check -1.13
pad repiac8nent - 6.7

Rear suspension

checks -1.16

bearing lubrication - 1.21

linkage - 5.12

shock absorber - 5.12
specifications - 5.1

Rear view mirrors - 7.1

Rear wheel

bearings -1.19, 6.16
coupling/rubber dampers - 5.17

removal and installation - 6.15

REF-32 Index

AeIaya

sidestand - 8-15

stalter- 8-17
twn signal - 8-8

RegWator/rectifte,

check and replacement - 8-23
specification - 8-1

Remote fuel t8p - 3-4

s

Safety checks - 088. 0-12
Seat - 7.1

Selector dnn 81d forb - 2.4, 2-48

Side light - 8-2. 8-5
Side paM" - 7.2

Sparkpluga

gap ~ type - 1.1

gap check and adjustment - 1-9
~-1.16

~':' tIorw

brak. . 6.1
dutch - 2-4

.ectricallyst8n - 8-1

engine - 2.1

fuellyst8n - 3-1

ignitk)n 8y8tem - 4.1

routine maintenance and HfviCing - 1-1
k,i)ricant8 R fttid8 - 1-2

8l8P8"8ion - 5-1

trensmiealon - 2-4

tyres - 6-2

whe-. - 6e 1

3p88dG.~"

~bs - 8-2, 8-11

check ~ IepIac:8n8t - 8-11

drive cable - 8-9

Sprock.-. - 5-16

8I8nd8

lubrication - 1.19

removal and installation - 5.3

~ switch and relay - 8-15

Starter clutch and aa&.l.t:-i - 2-36

Slart8r motor

overhaul - 8.1 8

removal and instaNation - 8.17

specifications - 8.1

--- r8I8y - 8-17

St88ring

check - 0-11

heed be8W1g ~ check arxi ~ - 1 -14

head be8ring inspection R replac8mn - 5-11

head bearW'9 lubrication - 1.21

Item - 5-10

Storage - REF-10

Sump (01 pan) - 2-37

Su8P&.-.8iG..

adjustment - 5-13
check - 0.11, 1-18
frm ~ - 1-20, 5-5, 5-6

rear-1.21,5-12

specifications - 5.1

~, m

inspection and ~ replec&1.a.ot - 5815
removal and installation - 5-14

SWitches

brake light - 8.9
clutch . 8.16

~.8.13

ignition (main) - 8.13

~ - 8.14
oi ~. 8.12

sidestand.8.15

SyncIV'oni88tion - cerbur8tt0r8 -1.18

T8...L ter

bLdbs - 8.2, 8.11

check and ~. 8.11

drive cable - 8-9

T81111ght . 8.2, 8.8
T8nk (fuel) - 3.2, 3.5

T8P (fuel) - 3.4
Tensiorw, (C8mdl8in) - 289, 2.11

ThrottI8~

freepl8ychedt-1-11,1.17

removal and inatallatlon - 3.12

Tlmk1g

ignition - 4.1, 4-4

valve - 2.14

Tools - REF.2

Torq.. -~ -1.2, 2-4, 3.2, 4.1, 5.1, 8.2, 8.2
T r8n.m88lon

geaI8h8fts ~ - 2 e43

g~ ~ 81d i\8taI8tion - 2842
gearchange mechanism - 2.34

0I~-1.10
01 ~ - 0-10

selector drum 8nd fOft<8 - 2-48
specifiC8tions - 2.4

T~~. - 8.2, ReF.12

Tum elgn'"

bulbs - 8.2, 8.7
circuit check end relay - 8.8
remov81 aOO inlt8lation - 8.7

TYN

checks - 0.12
general ntamation aOO fitting - 8-18
lpecifiC8tions - 8.2

T,.. pt - 0-12,1.2

v

Vatve clearances - 1-1. 1-7
Valve cove, - 2-8

Vafve ovemN - 2-2. 2-17
Valve.mng - 2-14

VIN - 0-9

w

w~ - REF-1

Wheel

aligrvnent - &-13
be8rings - 1-19. &-18

inspection and repair - 1-14.8-13
~aI and inst818tion - &-13. &-15

spec~ - 5-1

WIrIng dl8gr8m8 - 8-25