Tomos A3M, A3K, A3MS, A3ML Workshop Manual

Tomos

Mopeds

Owners

Workshop

Manual

Pete

Shoemark

Models

covered

A3K. 49cc. Introduced

November

1982

A3M. 49

cc.

Introduced

August

1984

A3MS. 49cc. Introduced

July

1984

A3ML.

49cc. Introduced

July

1984

ISBN 1 85010

062

4

© Haynes Publishing Group

1984

All rights

rnerwd

. No

put

of this

book

may

be

reproduced

or

transmitted

in

any

form

or

by

any

means, electronic

or

mechanical. i

ncluding

photocopying,

recording

or

by

any information

sto..-ge

or

retriewil

system

, wi

thout

permission

in

writing

from

the

copyr

ight

holder

.

Printed

in

England

HAYNES PUBLISHING GROUP

SPARKFORD

YEOVIL

SOMERSET BA22 7JJ ENGLAND
HAYNES PUBLICATIONS

INC

861 LAWRENCE

DRIVE

NEWBURY

PARK

CALIFORNIA

91320 USA

Britlall lib••rv Ce1el09uinv in

Publicelion

D•t•

St.o..mA P

ete

Tomas

lnO!l<'ds

owners

WOO.shoP manual,

I M

ope<l

s - ll1aln

1en

• nce and repaii - Tomos moued

1. nu.

529 2e· 12 T

l45

3 T6

ISBN

1-85010--062~

Our thanks are

due

to

Dwek

International

Limited

. the

UK

importer and di

stributor

of

the

Tomos

range. and in

particular

to

Stewart

C Bronstein

of

the

above

company

who

arranged the

loan

of

the machine used in

the

woritshop

project. provided

the

technical

information on

the

models

covered

by

the

manual

and checked the

About this manual

conten

ts

of

the

manual

for

technical

accuracy.

The

Avon

Rubber

Company

supplied information

on

tyre careanc

fitting

. and

NGK

Spark

Plugs

(UK)

Ltd

provided

informat

ion

on

plug

maint

enance a

nd

electrode

conditions

.

Contents

Page

Acknowledgements

2

About

this

manual

2

Introduction

to

the Tomos mopeds

6

Model

dimensions

and

weights

6

Ordering spare parts 7

Safety

first

I 8

Tools and

working

facilities 9

Choosing and

fitting

accessories

12

Fault diagnosis

14

Routine maintenance

21

Chapter 1 Engine and transmission

26

Chapter 2 Fuel system and lubrication

49

Chapter 3

Ignition

system

54

Chapter 4 Frame and suspension

59

Chapter 5

Wheels

, brakes and tyres

68

Chapter 6 Electrical system

75

Wiring

diagrams

79

Conversion

factors

81

Index

82

Left-hand

view

of

the

A3K

model

Left-hand

view

of

the

A3M

model

~-------------------------------------------------------------·

Left-hand

view

of

A3ML

model

Right-hand

view

of

A3MS

model

Introduction

to

the

Tomos mopeds

The three

Tomos

models currently imported

into

the

UK

share the

same basic chassis and engin

e/

transmission unit.

with

variations in

equipment and accessory

fitments

.

The base

model

of

the range is the

A3K. It

is powered

by

a single-

cylin

der air-cooled

two

-stroke engine driving through a

two

-speed

auto

mat

ic transmission.

The engine/transmission unit is mounted

in

a semi-monocoque

spine frame. fabricated from steel pressings and incorporating the fuel

tank. Fro

nt

suspension is

by

undamped telescop

ic

forks,

whilst

rear

suspension is provided

by a swinging

arm

controlled by coil-spring

suspension

unit

s.

Front and rear

wheels

are

of

the

wire

-spoked type with c

hromium

·

plated steel

rims and

tubed

tyr

es. If·

The

A3MS

Is largely

similar, but

Is distinguished

by

8

~

eel

contained turn signal system, a larger seat and a plated

tubu~

ar

1

5

has

luggage rack. The

A3ML

model Is similar

to

the MS.

1

~

b

lack

redesigned rear suspensi

on

units

with

e>Cposed

springs

and

ma

cast alloy wheels.

_IVl_o

__

d_e_l_d_im

__

e_n_s_io_n_s

__

a_n_d

__

-w_e_i~g~h_t_s

______________

__

Overall

length

.................................................................................... .

1

640

mm

(64

.6 in)

Wheelbase

.......

...

....

...

..................

................

.............................

....

...... .

1080

mm

(42.6 in)

Dry

weight

.....

....

........................

....................

...

.............

...

.................

. .

44

kg

(97

lbs)

Carrying

capacity

.......

...

...................

...

..........

......

........

....................

.. .

1 12.6 kg

(248

lbs)

Ordering spare parts

When ordering spare parts for

any

Tomos model

it

is advisable to

deal direct

with

an official Tomos dealer

who

will be able to supply
most items ex-stock. Where parts have to be ordered, an authorised
dealer

will

be able to obtain them

as

quickly

as

possible. The engine
and frame numbers must always be quoted in full. This avoids the risk
of

incorrect parts being supplied and is particularly important where

detail modifications have been made in the middle

of

production runs.

In some instances

it

will be necessary for the dealer to check

compatibility

of

later parts designs

with

earlier models. The frame

number is stamped

on

a plate riveted to the frame and the engine

number on a raised boss on the crankcase

Freme number la

stamped

Into

the

frame

near

the

gearbox filler plug

It

is recommended

that

genuine Tomos parts should

be

used

Although pattern parts are often cheaper, remember

that

there is no

guarantee that they are

of

the same specification as the orig·nal, and

in some instances they

may

be positively dangerous

Note

also

that

the use

of

non-standard parts

may

invalidate the warranty

in

the

event

of

a subsequent failure.

Some

of

the more expendable parts such as oils, greases, spark
plugs, tyres and bulbs, can safely be obtained from auto accessory
shops. These are often more conveniently positioned and may apen
during weekends.

It

is also possible

to

obtain parts

on a mail

order

basis from specialists

who

advertise in the

moto

rcycle magazines.

,,

.

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the

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that

the

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liance

trfY

e

aJtt,.d

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to

Ill

plug

and

that. wher11

nece15ary. it is

~oot

and

141

'

(groundodl. Do not u10 1uch

applian

ces

In

damp condiflonJ .

"

-wi

~~

b

·

~ ~

·

ewor11

of creating a 1p

11rk

or applvl

ng

e11

ce11ive

heat

in

fuol or fuol

vap

our.

Ignition

HT

voltage .

parU

iJ

A

1111vore

el11ctrlc shock can

r111ult from

tou

ching

~rt.a·~

(lllllli<i9

tho

Ignition 1y11om, 1u

ch

111 th11

HT

lead

s.

when

the

eng~!

;,,wJa:P'

or bolng c

rankod

, p

ortlcul11rly

If components are

damP or

ed

1

M !ff

1

•

do

foctl

v11. Whore ""

oloctronlc Ignition 1y!ltem 1•

fitt

'

vo

lt8gt

11 much

hlgh11r

ond could

prove

fatal.

Tools

and

working

facilities

The first pri

ority

when

undert3king maintenance

or

repa

ir

work

of

any sort

on a motorcycle

is

to

have a clean. dry,

well

-lit

work

ing area.

Wo

rk carried

out

in

peace and

quiet

in

the

well

-ordered atmosph e

re

of

a good

workshop

will

give

more

satisfac

tion

and much

better

results

than can usually

be

achieved in

poor

working

conditions. A good

workshop

must

have a clean

flat

workbench

or

a solidly constructed

table

of convenient

working

height

. The

workb

ench

or

table sho

uld

be

equipped wi

th

a vice

which

has a jaw

openi

ng

of

at

least 4 in (

100

mm). A set

of

jaw

covers

should

be

made

from

soft

metal such as

aluminium

alloy

or

copper. or

from

wood

. These covers will minim

ise

the

marking

or

damaging

of

soft

or

delicate

components

whi

ch

may

be

clamped in

the

vice. Some clean, dry, storage space

will

be required

for

tools, lubricants and

dismantled components. It

will

be

necessary

during a major

overhaul

to

lay

out

engine/gearbox components

for

examination and

to

keep

them

where

they

will

remain undisturbed

for

as long as is necessary.

To

this

end

it

is recommended

that

a supply

of

metal

or

plastic containers

of

suitable size is collected. A supply

of

clean.

lint

-free, rags

for

cleaning purposes and some newspapers,

other

rags,

or

paper

towels

for

mopping

up

spillages should also be

ke

pt. If

working

on

a hard concrete

floor

note

that

both

the

floor

and

one's knees can

be

protected

from

oil spillages and

wear

by

cutting

open a large cardboard

box

and spreading

it

flat

on

the

floo

r under the

machine

or

workbench. This

also

helps

to

provide some

warmth

in

wi

nter

and

to

prevent

the

loss

of

nuts

, washers, and

other

tiny

components

which

have a tendency

to

disappear

when

dropped on

anything

other

than a perfectly

clean,

flat

, surface.

Unfortunately, such

working

conditions

are

not

always available

to

the home mechanic.

When

working

in

poor

conditions

it

is essential

to

take extra ti

me

and care

to

ensure

that

the

components

being

worked

on are

kept

scrupulously clean

and

to

ensure

that

no

components

or

tools are lost

or

damaged.

A

selection

of

good

tools

is a fundamental requirement

for

anyone

cont

e

mplating

the maintenance and repair

of a motor

vehicle. For

the

own

er

who

does

not

possess

any, their

purchase

will

prove a

considerable expense,

offsetting

some

of

the

savings made by

doing

-

it

-yourself.

However

, provided

that

the

tools

purchased are

of

good

quality,

they

will

last

for

many

years and prove an extremely

worthwhile

investment

.

To help

the

average

owner

to

decide

which

tools

are

neede~

to

carry

out

the

various tasks

detailed

in

this

manual,

we

have compiled

three lists

of

tools under

the

following

headings:

Maintenance

and

minor

repair, Repair

and

overhaul, and Specialized. The

newcomer

to

practical mechanics shou ld start

off

with

the simpler

jobs

around the

vehicle. Then, as his confidence and experience

grow

. he can

undertake more

difficult

tasks, buying extra tools as and

when they are

needed.

In

this

way

, a

Maintenanca

and minor

repair

tool

kit can be

built-up

into

a Repair

and

overhaul

tool

kit

over a considerable period

of

time

without

any

major

cash outlays. The experienced

home

me

chanic

will

have a

too

l kit good e

nough

for

most

repa

ir

and overhaul

procedures and

will

add

tools

from the

specialized category

when

he

feels the expense is justified

by

the

amount

of

use these

tools

will

be

put to.

It

is

obv

iously

not

possible

to

cover

the

subject

of

tools

fully

here.

For those

who

wish

to

learn more

about

tools and

their

use

the

re is a

book

ent

itl

ed

How

to

Choose

and

Use

Car Tools availabl e

from

the

publis

hers

of

this

manual.

Although

, as

its

title

implies,

this

publi

cation

is directed at car

owners. the

information

given is equally applicable

to

mo

torcycle owners.

It

also provides

an

introduction

to

basic

workshop

practice

whi

ch

will

be

of

int

erest

to a home

mechanic worki

ng

on

any

type

of

motor

vehicle.

As

a general rule.

it

is

bett

er

to

buy

the

more

expensive, good

quality

tool

s. Given reasonable use,

such

tools

will

last

for

a very long

time

, whereas

the

cheaper,

poor

quality,

item

will

wear

out

faster and

need

to

be renewed

more

often, thus

nullifying

the

orig

inal saving.

There

is

also

the

risk

of a poor

quality

tool

breaking

while

in use.

causing

personal injury

or

expensive damage

to the

component

being

worked

on.

It

should be

noted, however, that

many

car

accessory

shops and

the

large

department

stores sell

tools

of

reasonable quality

at

competitive

prices. The best example

of

this

is found

with socket

sets,

where

a mediu

m-priced

socket set wi

ll

be

quite

adequate for the

home owner

and

yet

prove less expensi

ve

than a selecti

on

of

individual

sockets and accessories.

This

is because individual pieces are usually

only available

from

expensive,

top

quality

. ranges and

whilst they are

undeniably good, it should be remembered

that

they

are intended

for

professional use.

The basis

of

any

toolk

it is a

set

of

spanners.

While

open-ended

spanners w i

th

the

ir

slim

jaws.

are useful

for worki

ng

on

awkwa

rdly-

positioned

nuts, ring

spanners have advantages

in

that

they

grip the

nut

far

more

positively. There is less risk

of

the

spanner slippi

ng

off the

nut

and

damaging it,

for

this

reason alone ring spanners are

to

be

~referred

.

Ideally,

the

home

mechanic

should acquire a set

of

each.

but

if

expense rules this

out

a set

of combination

spanners (open-ended

at

one end and

with a ring

of

the

same

size at

the other) will provide a

good

compromise. Another

item

which

is

so

useful

it

should be

10

Tools

and

wortting

facilities

considered an essential

requ

irement

f~

an

~e

mecha

c is a set

of

soc;ket soanners

These

a

re

ava~able

m _a van

ety

of

d

ri

e size

It

Is

ecommended

th

at

the

f-i

nch

dm

<e

type

is

purchased to

beg

m

th

as

1

linough bul er and

mor

e e

x:pe

nsive than the !

-inc

h

type

,

the

larger

:i

ze

rs far

moie

common and will accept. a greater variety

of

torque

wrenchel

e~en:sion

pi

eces a

od

soclt

et size

s. The

socket

set

should

compnlloC

sockets of sizes

between 8 and

24

~m

.

a re ersible ratch

et

d

. an extension bar

of

about 10 i

nch

es m length. a spark plug

mre. _

_.

I I

'.

0

socket wi

th

a rubber inse

rt

. a

•ou a un

versa

JOm

t. ther

attachments

can

be

added

to

the set

at

a l

ater

date

.

Maintenance

and

minor

repair

tool

kit

Sf!f

of

spannf!

rS

8 -

24

mm

Sf!t

of

sockets

and

attachments

Spark

plug

spanner wi

th

rubber insert

-

10

. 1 2. or

14

mm

as appropn'ate
Adjustab

le spanner

c-spanner/pin

spanner

Toroue wrench (

same

size dri

ve

as

sockets

}

Set

of

scre

wdrivttrs (flat

blade}

Set of scrtt

wdrivttrs

(c

ross-head}

Se

t of

All

en lceys 4 -

10

mm

Im

pact scre

wdr

iver

and

bits

B

all pein hammttr - 2

lb

Hacksaw (junior}

Self-l

ocki

ng plittrs -

Mole gri

ps

or vice grips

Pliers - c

ombination

Pliers - nttedle nose

Wirt! brush (

small

}

S

oft-br

istlttd brush

Tyre

pum

p

Tyre

prtt

ss

ure gaugtt

Tyre

tread

depth

gauge

O

il

can

F

in

e emery

cloth

Funn

el (medium

size)

Drip

tr

ay
Set of feeler gauges
Strobe timi

ng light

Continuity tester

(dry

battery

and

bulb)

Solderi

ng iron

and

solder

Wi

re

stripper

or

craft

knife
PVC insulating tape
As

sortment

of

split

pins. nut

s.

bolts. and washers

Repair

and

overhaul

toolkit

The tools in this list are virtually essential for anyone undertaking

major repairs

to

a motorcycle and are additional

to

the tools listed

above. Concerning

Tone

driver

bits. Tone screw

s are enc

ount

ered on

some of the more modern machines where their use is res

tri

cted

to

fastening certain components inside the engine/gearbox

unit. It

is

therefore recommended

that

if

Tone

bits cannot be borr

owed

from

a

local

dealer. they are purchased individually as

the

need arises. They

are not in regular use

in

the

motor trade and

will therefore on

ly

be

:t\1!>;1-,.h

ln

:n

..,_

....

....

: ... 1

:-• •--

• - •

Will!

brush fla

rge

J

Soft ·re

brush

(similar to thos

e used for

cleaning

sued

e

shoes}
S

hee

r of

pla

te glass

Hac

ksaw

(/11rgtt}

Valve

grinding tool

Valve g

rind

ing compound (coarse a

nd fine}

St

ud

extract

or

set

(E-Z

out}

Specialized

tools

Th

is

is

not

a list

of

the

tools

mode

by

the ma chine's manufactu

rer

to

carry o

ut

a specific task on a

limit

ed range

of

models. Occasional

references are

ma

de

to such tools in the text

of

this manual ond. In

general. an alternative met

hod

of carrying o

ut

the task w

itho

ut

tho

manufacturer's t

oo

l is given where possible. Tho tools me

nti

oned In

th

is list are those

whi

ch ero

not

used regularly and are oxpenslvo to

buy

in view of their infrequ e

nt use. Wh

ere this

is

the case it may

be

possible

to

hire or bor

row

the tools

against a deposit from a local

dea ler

or

tool hire shop. An alternative is for a group of friends

or

a

motor

cycle club to join in the purchase.

Piston ri

ng

comp

ressor

U111versal

beari

ng pull

er

Cylinder bore h

oning attachment (for

elecrric

drill)

M

icror

net

er

set
Vernier calipers
Dial gauge set
Cylinder

co

mpression gau

ge

Vacuum

gauge set
Mulrimeter
Dw

ell merer/racho

met

er

Care

and

maintenance

of

tools

Whatever the quali

ty

of the tools

pur

chased, they

will

last much

longer if cared for.

Th

is means in practice ensuring

that a too

l Is used

for its

in

tended purpose:

for

example screwdrivers should

not

be used

as

a substitut

e for a centre

pun

ch.

or

as

chisels. Always remove dirt or

grease and any metal partic

les but

remember

that a light

film

of oil will

preve

nt rusting if the tool

s are infrequently used. The common tools

can be kept together in a large box

or

tray

but the mo

re

delicate. and

more expensive,

items

shou ld be stored separately where they

cann

ot

be damaged. When a

tool

is damaged or

worn

out

, be sure to renew

it

immediately.

It

is false eco

nomy

to continue

to use a

worn

spanner

or

scre

wdr

iver

whi

ch may sl

ip

and cause expensive damage to the

component be

ing wo

rked on.

Fastening

systems

Fastener

s.

basica

lly

, are

nut

s, bol

ts

and screws used

to

hold two

or

more p

art

s together. There are a

few thi

ngs

to

keep in mind when

working

with

fasteners.

Almost

all

of

them

use a locking

device of

som

e type;

eithe

r a lock was

her

. lock

nut

, locking

tab

or thread

adhesive. All

th

readed fasteners should be clean. straight. have

un

dama

ged threads and

undama

ged co rners on the hexagon h

ead

Spanner

size comparison

Jew

gap

(in)

0.

250

0.

276

0.

313

0.

315

0.

344

0.

354

0.

375

0.

394

0.

433

0.

438

0.

445

0.

472

0.

500

0.

512

0.

525

0.551

0.

563

0.591

0.

600

0.625

0.

630

0.

669

0.

686

0.

709

0.

710

0.

748

0.

750

0.

813

0.

820

0.

866

0.

875

0.

920

0.

938

Spenner

eize

t in AF

7

mm

i\

in

AF

8

mm

}lin

AF; t in

Whitworth

9

mm

i In AF

10

mm

11

mm

4

in

AF

.\

in

Whitworth

; t in BSF

12

mm

tin

AF

13

mm

t in

Whitworth

:

t\

in BSF

14

mm

i\

in AF

15

mm

i in

Whitworth

: i in BSF

i in AF

16

mm

17

mm

ij

in AF

18

mm

i

in

Whitworth

: 4 in BSF

i9

mm

tin

AF

Ii in AF

4 in

Whitworth

; t

in

BSF

22

mm

tin

AF

t in

Whitworth

; i\ in BSF

II

in AF

Standard

torque

settings

Jaw

gap

(in)

0.

945

1.

000

1.

010

1.

024

1.

063

1.100

1.

125

1 .181

1.

200

1.250

i .

260

1.

300

i .

3i3

i .

390

1.

417

1.

438

i .

480

1.

500

i .

575

i .

6i4

i .

625

1.670

1.688
i .8

ii

i .

813

i .

860

1.875

i .

969

2.

000

2.

050

2.i65

2.

362

Spanner

elze

24

mm

1 in AF

A in

Whitworth

; i In BSF

26

mm

1~

in AF;

27

mm

A in

Whitworth

;

ij

in BSF

1-f

in

AF

30

mm

ij

in

Whitworth

; t

in

BSF

lt

in AF

32

mm

t in

Whitworth

; i in BSF

11\

in

AF

Ji

in Whi

tworth

;

II

in BSF

36

mm

i4 in AF

t in

Whitworth

; i in BSF

1t

in AF

40

mm

: Ii

in

Whitworth

4i

mm

it

in AF

i in

Whitworth; it

in

BSF

1ij in AF

46

mm

i!j

in

AF

it

in

Whitworth; if

in

BSF

it

in

AF

50

mm

2 in AF

ii

in

Whitworth; ii

in

BSF

55

mm

60

mm

Specific torque settings

will

be found at

the

end

of

the specifications section

of

each chapter. Where

no

figure is given.

bolts

should

be

secured according

to

the

table

below

.

Fastener

type

(thread diameter)

5mm

bolt

or

nut

6

mm

bolt

or

nut

8

mm

bolt

or

nut

10

mm

bolt

or

nut

12

mm

bolt

or

nut

5

mm

screw

6

mm

screw

6

mm

flange

bolt

8

mm

flange

bolt

1 0

mm

flange

bolt

kgf

m

0.

45

- 0.6

0.8

- 1.2

1.8 -2.5

3.0 - 4.0

5.0

- 6.0

0

.3

5 - 0.5

0.7

-

i.

i

i .0 - i .4

2.4 - 3.0

3.0

- 4.0

lbf

ft

3.5 -

4.5

6 - 9

i3 -i0
22 -29
36 -43

2.5 - 3.6
5 - 8

7 -

io

i7 -22
22

-

29

r

,~

Choosing and fitting accessories

The range

of

accessories available

to

the

modern

motorcyclist

is

almost as varied and

bewildering

11

the

range

of

motorcycles

. This

Sectio

n is intended

to

help

the

owner

in

choosing

the

correct

equlpment for his needs

and

to

avoid some

of

the

mistakes

made

by

many riders

when

adding accessories

to

their

machines. It

will be

evident that

the

Section can

only

cover the subject

in

the

most

general

terms and so

It

is

recommended that

the

owner

. havi

ng

decided

that

he wants

to

fit.

for

example. a luggage rack

or

carrier. seeks t

he

adv

ice

of several local deelers end

the

owners

of

similar

machin

es. This

will

gi

ve

a good idea

of

what

makes

of

carrier are easily available . a

nd

at

what price. Talking

to

other

owners

will

give

some

insight

into

the

drawbacks or

good

points

of

any one make. A

walk

round

the

motorcycles

in

car

parks

or

outside a dealer

will

often

reveal the same

sort

of

information.

The first priority

when

choosing accessories is

to

assess exactly

what

one needs.

It is, for example, pointless

to

buy a large

heavy-duty

carrier

which

is designed

to

take

the

weight

of

fully laden panniers and

topbox when all you need

is

a place

to

strap

on

a set

of

waterproofs

and a lunchbox when

going

to

work.

Many

accessory manufacturers

have ranges

of

equipment

to

cater for the individual needs

of

different

riders and

this

point

should

be

borne

in

mind

when

looking

through

a

dealer's catalogues. Having decided exactly

what

is

required and the

use

to

which

the accessories are

going

to

be

put.

the

owner

will

need

a

few

hints

on

what

to

look

for

when

making

the

final choice. To

this

encl

the Section

is

now

sub-divided

to

cover

the

more

popular

accessories

fitted. Note

that

it

is

in

no

way

a customizing

guide, but

merely seeks

to

outline

the

practical considerations

to

be taken

into

account

when

adding aftermarket equipment

to a motorcy

cle.

Fairings

and

windscreens

A fairing

is

possibly

the

single.

most

expensive, aftermarket

item

to

be fitted

to

any motorcycle and, therefore, requires

the

most

thought before purchase. Fairings can be divided

into

two

main

groups: front fork mounted handlebar fairings and

winds

creens, and

frame mounted fairings.

The first group, the

front

fork

mounted fairings, are

becoming

far

more popular than was once the case, as they offer several advantages

over

the

second group. Front fork mounted fairings generally are much

easier and quicker

t?

fit,

involve less modification

to

the motorcycle,

do

not

as a rule restrict the steering lock,

permit a wider

selection

of

handlebar styles

to

be used, and

offer

adequate protection

for

much

less money than the frame mounted type. They are also

lighter

can be

swapped easily

~etween

different motorcycles, and are availa0ble

in

a

much greater variety

of

styles. Their main disadvantages are

that

they

do

not

offer

as much weather protection .as

the

frame

mounted

types,

rarely offer any storage space, and,

1f

poorly fitted

or

naturally

incompatible, can have an adverse effect

on

the stability

of

the

motorcycle.

The second group,

the

frame mounted fairings, are secured

so

rigidly

to

the

main

frame

of

the

motorcycle that they can offer

8

substantial

amount

of

protection

to

motorcycle and rider

in

the

event

of

a crash. They

~ffer

a.lmost

comp~ete

protectlo~

from

the

weather

and,

if

double-skinned

in

construction, can provide a great deal

of

useful storage space. The

'?~ling

of. peace, quiet and complete

relaxation encountered

when

riding behind a good full fairing has

to

be

experienced

to

be believed. For this reason full fairings are considered

essential

by

most

to

·

11

uring motorcyclists and by many people

who

ride

: year

roun~

.

The main. disadvantages

of

this type are that fitting can

ake a

long

time. often

involving removal

or

modification

of

standard

motor

cycle components, they restrict the steering

lo.ck

and they can

add

up

to

about

40

lb

to

the weight

of

the machine They do

not

usually affect the stability

of

the machine

to

any great

e~ent

once the

front tyre pressure and suspension have been adi·usted t
f

. o compensate

or

the

e~tra

w?1ght, but can be affected

by

sidewinds.

The.

f1~st

thing

to

look

!?r

when

purchasing a fairing is the quality

of

the fittings. A

good

famng

will

have strong, substantial brackets

c.onstructed from heavy-gauge tubing; the brackets must be shaped

to

fit the frame

or

forks evenly so that the minimum

of

stress is imposed

on the assembly

when

it

is bolted

down

. The brackets should

be

properly painted

or

finished - a nylon coating being the favourite

of

the

better manufacturers - the nuts and

bolts

provided should

be

of

the

same thread a

nd

size standard as

is

used

on

the

motorcycle and

be

properly plated. Look also

for

shakeproof locking nuts or locking

washers

to

ensure

that

everything remains securely tightened down.

The fairing shell

is

generally made from one

of

two

materials:

fibreglass

or

ABS

plastic. Both have their advantages

and

disadvantages,

but

the

main

consideration

for

the owner is that

fibreglass

is

much easier

to

repair

in

the

event

of

damage occurring

to

the fairing.

Whiche

ver material

is

used, check that

it

is properly

finished inside as

well

as out,

that

the

edges are protected by

beading

and that

the

fairing shell

is

insulated from vibration by the

use

of

rubber

grommets

at

all

mounting

points

. Also be careful

to

check

that

the windscreen is retained

by

plastic

bolts

which

will

snap

on

impact

so that

the

windscreen

will

break

away

and

not

cause personal i

njury

in

the event

of

an

accident.

Having purchased your fairing

or

windscreen, read the

manufac

-

tur

er's

fitting

instructions very carefully and check that you

have

all

the

necessary brackets and

fittings

. Ensure

that

the

mounting brackets

are

located correctly and

bolted

down

securely.

Note

that

some

manufac

-

turers use hose clamps

to

retain

the

mounting brackets;

these

should

be

dis

carded as

they

are convenient

to

use

but

not

strong

enough

for

the task. Stronger clamps should

be

substituted; car

exhaust

pipe

clamps

of

suitable size

would

be

a good alternative.

Ensure

that

the

front

forks can turn

through

the

full steering lock available wit

hou

t

fouling

the

fairing.

With

many

types

of

frame-mounted fairing the

handlebars

will

have

to

be

altered

or

a different type fitted

and

the

steering lock

will

be restricted

by

stops provided

with

the

fittings

.

A

l~

check

that

the

fairing does

not

foul

the

front

wheel

or

mudguard

.

in

any steering position

under

full

fork

compression. Re-route

anv

cabl~s

.

brake pipes

or

electri~I

wiring

which

may

snag

on

the fairin.g

and

ta

~

great

care

to

protect

all electrical connections, using insulating tape.

the

manufacturer's instructions are

followed

carefully

at

every

stage

"

1

.

0

be

h t

hydrau

1c

serious problems should

be

encountered. Remem r t . 8 d

and

pipes

that

have been

dis

connected

must

be

carefully .re-

t1ghten

e

the

hydraulic system purged

of

air

bubbles

by

bleeding.

k.

a

Two

things

will

become immediately apparent when .

ta

~n~he

motorcycle

on

the

road

for

the

first

time

with

a fairing - the

ftrs~

/:;nd

tendency

to

underestimate

the

road speed because

of

the

lack

.1 ne

pressure

on

the

body. This

must

be very carefully watched unti

~ng

has

grown

accustomed

to

riding behind

the

fairing. The

second 1 t>ut

is the alarming increase

in

engine noise

which

is an

u~fortu

nate

and

in

evitable by-product

of

fitting

any

type

of

fairing

or w1.

ndscreen.ases

is

caused

by

normal engine noise being reflected. and in

some

c

amplified,

by

the

flat

surface

of

the

fairing.

Choosing

and

fitting

accessori•

13

Luggage racks

or

carriers

Carriers are possibly

the

commonest item

to

be

fitted

to

modem

motorcycles. They vary enonnousty

in

size. carrying capacity, and

durability.

When

selecting a carrier. always loolt for one which Is made

specifically

for

your machine and

which

is

bolted

on

with

as

few

separate brackets as poasible. The universal-type carrier,

with

it.a

man

of

brackets and adaptor pieces.

will

generally prove

too

weak

to

be

of

any real use. A good carrier should

bolt

to

the main frame . generally

using the

two

suspension

unit

top

mountings and a mudguaro

mounting

bolt

as attachment points. and have

its

luggage platform as

low

and

as

far forward as possible

to

minimise the effect

of

any load

on

the machine's stability. Look for good

quality

, heavy gauge tubing.

good

welding and good finish. Also ensure that the carrier does

not

prevent opening

of

the seat. sidepanels

or

tail compartment. as

appropriate. When using

a carrier.

be

very careful

not

to

overload it.

Excessive

weight

placed so high and so far

to

the rear

of

any

motorcycle

will

have an advenie effect

on

the machine·s steering and

stability.

Luggage

Motorcycle luggage can

be

grouped under

two

headings: soft and

hard. Both types are available

in

many

sizes and styles and have

advantages and disadvantages

in

use.

Soft luggage is

now

becoming very popular because

of

its lower

cost and its

versatility.

Whether

in

the

form

of

tankbags, panniers.

or
strap-on bags. soft luggage requires in general no brackets and no
modification

to

the motorcycle. Equipment can be swapped easily

from one motorcycle

to

another and can be

fitted

and removed in

seconds.

Awkwardly

shaped loads can easily be carried. The disadvan-

tages

of

soft luggage are

that

the contents cannot be secure against

the

casual

thief

. very

little

protection

is afforded in the event

of

a crash.

and

waterproofing is generally

poor

. Also.

In

the case

of

panniers.

carrying capacity is restricted

to

approximately 1 O lb. although this

amount

will

vary considerably depending on the manufacturer·s

recommendation.

When

purchasing soft luggage. look for good quality

material. generally vinyl

or

nylon,

with

strong. well-stitched

attachment points.

It

is always useful

to

have separate pockets.

especially

on tank bags,

for

items

which

will

be needed on the journey.

When purchasing a tank

bag, look

for

one which has a separate.

well-

padded, base. This

will

protect

the tank·s paintwork and permit easy

access

to

the

filler

cap

at

petrol stations.

Hard

luggage is confined

to

two

types: panniers, and top boxes

or
tail trunks.

Most

hard luggage manufacturers produce matching sets

of
these items.

the

basis

of

which

is generally

that

manufacturer's own

heavy-duty

luggage rack. Variations on this theme occur in the form

of
separate frames for the

better

quality panniers. fixed

or

quickly­detachable luggage, and in size and carrying capacity. Hard luggage
offers a reasonable degree

of

security against

theft

and good

protection against

weather

and accident damage. Carrying capacity is

greater than

that

of

soft

luggage, around 1 5 -

20

lb

in the case

of

panniers, although top boxes should never

be

loaded

as

much as their

apparent capacity

might

imply

. A

top

box should

only

be used for

lightweight items. because one

that

is heavily laden can have a serious

effect on the

stability

of

the

machine. When purchasing hard luggage

look

for the same good points as mentioned

under

fairings and

windscreens.

ie

good

quality

mounting

brackets and

fittings

, and

well-

finished fibreglass

or

ABS

plastic cases. Again as

with

fairings, always

purchase luggage made specifically

for

your motorcycle, using as

few

separate brackets as possible,

to

ensure

that

everything remains

securely bolted

in

place.

When

fitting

hard luggage. be careful

to

check

that the rear suspension and brake operation

will

not

be impaired in

any

way and remember

that

many pannier

kits

require re-siting

of

the

indicators. Remember

also

that

a non-standard exhaust system may

make fitting

extremely difficult.

Handlebars

The occupation

of

fitting

alternative types

of

handlebar is

extremely popular

with

modern motorcyclists,

whose

motives

may

vary

from the purely practical. wishing

to

improve the

comfort

of

their

machines.

to

the purely aesthetic, where form Is

more

important than

function. Whatever the reason, there are several considerations

to

be

borne in

mind

when changing

the

handlebars

of

your machine.

If

fitting

lower bars check carefully

that

the

switches and cables

do

not

foul the

Petrol

tank

on full lock and

that

the surplus length

of

cable. brake pipe,

and

electrical

wiring

are smoothly and

tidily

disposed of. Avoid

tight

kinks In cable or brak.e pipes which

will

produce

stiff

cont1ols

or

the

pnimature and disastrous failure

of

an

overstrened

component.

If
necessary. remove the petrol tank and re-route the cable from the
engln gearbox

unit

upwaros. ensuri

ng

smooth gentle curves are

produced.

In

extreme cases.

it

will

be

neceuary

to

purchase a shorter

brake pipe

to

overcome this problem.

In

the c11e

of

higher handlebars

than standard

it

will

almost certainly be

necesury

to

purchase

extended cables and brake pipes. Fortunately.

many

standard

motorcy

-

cles

have a custom version which

will

be equipped

with

higher

handlebars and . therefore. factory-

built

extended components

will

be

available from your local dealer.

It

Is

not

usually necessary

to

extend

electrical

wiring

, as switch clusters may be used on several different

motorcycles. some being custom

versions. This point should be borne

in

mind however

when

fitting extremely high

or

wide handlebars.

When fitting different

types

of

handlebar. ensure that the

mounting

clamps are correctly tightened

to

the manufacturer

's

speci -

fications and

that

cables and

wiring

.

111

previously mentioned. have

smooth easy runs and

do

not

snag

on

any part

of

the

motorcycle

throughout the full steering lock. Ensure that the fluid level

In

the

front

brake master cylinder remains level

to

avoid any chance

of

air

entering

the

hy

draulic system. Also check

that

the

cabl111

are adjusted correctly

and that all handlebar controls operate correctly and can

be

easily

reached when riding.

Electrical equipment

The vast range

of

electrical equipment available

to

motorcyclists

is

so large and so diverse that

only the

most

general outline

can

be

given

here. Electrical accessories very from electric ignition

kits

fitted

to

replace contact breaker points.

to

additional lighting

at

the

front

and

rear. more

powerful horns. various instruments and gauges. clocks.

anti-theft systems. heated clothing.

CB

radios, radio-cassette players.

and intercom systems.

to

name

but a few

of

the more

popular

items

of

equipment.

As

will

be evident. it

would

require a separate manual

to

cover

this

subject alone and

this

section is therefore restricted

to

outlining a few

basic rules which m·Jst be borne

in

mind

when

fitting

electrical

equipment. The first consideration is

whether

your

machine's electrical

system has enough reserve capacity

to

cope

with

the

added

demand

of

the accessories you wish

to

fit

. The motorcycle·s manufacturer

or

importer should be able

to

furnish

this

sort

of

information

and

may

also

be

able

to

offer advice on uprating

the

electrical system. Failing this.

a good dealer

or

the accessory manufacturer may be able

to

help.

In

some cases. more powerful generator components

may

be

available.

perhaps from another

motorcycle

in

the

manufacturer's range. The

second consideration is the

legal requirements

in

force

in

your area.

The

local police may be prepared

to

help

with

this

point

. In the

UK

for

example. there are strict regulations governing the position and use

of

auxiliary riding lamps and

fog

lamps.

When

fitting

electrical equipment always disconnect

the

battery

first

to

prevent the risk

of

a short-circuit, and

be

careful

to

ensure

that

all connections are properly made and

that

they are

waterproof

.

Remember

that

many

electrical accessories are designed primarily

for

use in cars and

that

they cannot easily withstand the ellposure

to

vibration and

to

the

weather. Delicate components

must

be rubber-

mounted

to

insulate them from vibration, and sealed carefully

to

prevent the entry

of

rainwater and dirt. Be careful

to

follow

exactly the

accessory manufacturer's instructions

in

conjunction

with

the

wiring

diagram

at

the

back

of

this manual.

Accessories - general

Accessories

fitted

to

your motorcycle

will

rapidly deteriorate

if

not

cared

for

. Regular washing and polishing

will

maintain

the

finish and

will

provide an

opportunity

to

check

that

all mounting

bolts

and nuts

are securely fastened. Any signs

of

chafing

or

wear

should

be

watched

for. and the cause cured as soon as possible before serious damage
occurs.

As a general rule.

do

not

expect the re-sale value

of

your

motorcycle

to

increase

by

an amount proportional

to

the amount

of

money and effort

put

into

fitting

accessories.

It

is

usually the case

that

an

absolutely standard motorcycle

will

sell more easily

at a better

price

than one

t~at

has been modified.

If

you are

in

the habit

of

exchanging

your

~ach1.ne

for

another

at

frequent intervals. this

factor

should

be

borne

'"

mind

to

avoid loss

of

money.

Fault diagnosis

In

t 1

oduet

lon

Engine does

not

start

when

tumed

over

No

hJel

flow

to

c&rt>u

et10f

Fuel

not

ra.ching

cy11~r

_

··-------

Eng

ine

flooding

-----~-------

No

spa!1( at

plug

------····-

W

eak

5011'\

at plug. -····--

·-··-·--------

Compression

low

.......

·····-···---

·--·

_____

--·--

Engine stalls afrer starting

2

3

•

5
6

7

General causes ....

..

.. . ..........

.

. ...

-····--

·---···--···-·-·····

8

Poor

running

at

idle

and

low

speed

Weak

spark

at

plug

or

errat

ic

flri

ng

.... .

....

-··········-····················. 9

Fue air m

hc

ture

incorrect ........

........

.................................... -............ 1 O

Compr

ession

low

........

..................................................................... ....... 1 1

Acceleration

poor

General causes ................................................ ..... ....................

.......

........ 12

Poor

running

or

lack

of

power

at

high

speeds

Weak

spark

at

plug

or

erratic

firing ..........

........................................

...

13

FueVair

mixture

incorrect ...............................

...

.....................................

14

Compre.ssion

low

...... ...

.. . ..

... .... . .

.. ... ... .................

....

.. ..

.. ..

.. ........

...

.........

...

. 1 5

Knocking

or

pinking

General causes .................. ......

....................... ........

...

..........

...

...

.............

..

1 6

Overheating

F

iri

ng

incorrect ............................................................... · ·

··

·· ....

····

··

..

·· ·

.. ····

FueVair mixture incorrect ...................................................................... .

lubrication

inadequate ..........................................................................

..

Miscellaneous causes ............................................................................. .

1

Introduction

17

18
19

20

This Section provides an easy reference-guide

to

the more

common ailments

tliat

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 fault diagnosis

is

not

a mysterious 'black art"

but

the

application

of a little

knowledge combined

with

a systematic and

logical approach

to

the problem . Approach any fault diagnosis

by

first

accurately identifying

the

symptom and then checking through

the

list

of

possibile 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 majo

r

heading below which are listed, as Sections headings,

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 Section heading . Further information
should be sought in the relevant Chapter.

Engine does

not

start when turned over

2

No

fuel

flow

to

carburettor

• Fuel tank

empty

or level too

low

. Check

that

the tap Is turned

to

·

on·

or

'Reserve' position

as

required.

If

In doubt. remove the fuel feed

Abnormal

engine noise

Knocking

01

pinli.lng ................................................................................

21

Piston slap

01

rattling

from

cylinder ..................................................

..

22

Other noises ..... . ...........

..

....

.......

...................

....

....

..............

................... 23

Abnormal

transmission noise

Transmission noise ..........................................

........................................ 24

Exhaust smokes excessively

Wh

it blue smoke (caused by

oil

burningl ...

....

.................

...

..............

25

Black

smo

ke

(caused

by

over-rich mixture) .................................... .

..

26

P?or . han<!ling ,

o_r

road holding

Directional instab1hty ...............................................................................

27

Steering bins to le

ft

or

right

......

...................

.........................................

28

Handlebar vibrates or oscillates ............................................................

29

Poor fro

nt

fork performance ..................................... .............................

30

Front

fork judder when braking

...

....................................

....

.................

31

Poor rear suspension performance

....................................................... 32

Abnormal

frame

and

suspension noise

Fr

ont

end noise

...

............

...

......................................................................

33

Rear suspension noise .............................................. .............................. 34

Brake problems

Brakes are spongy

or

ineffective ........................................

....

........

......

35

Brake drag ...........

...

...................................................................................

36

Brake lever or pedal pulsates

in

operation ........

....

.............................

37

Drum brake noise ............................................

......................................... 38

Brake induced fork judder .................................................................

.....

39

Electrical problems

Circuit failure .....................................................................................

........

40

Bulbs

blowing

repeatedly .......................................................................

41

pipe

at

the carburettor end and check

that

fuel runs from pipe

when

the tap

is

turned on.

e Tank filler cap

vent

obstructed. This can prevent fuel from

flowing

into

the carbur

ettor

float

bowl

bcause air

cannot

enter the fuel

tank

to

replace it. The problem

is

more likely

to

appear when the

machine is

being ridden. Check

by

listening close

to

the

filler

cap and

releasing

it.

A hissing noise indicates

that

a blockage

is

present. Remove th.e

~a

p

and clear the

vent

hole

with

wire

or

by

using an air line from

the

insid

e

of

the

cap

. .

•

Fu

el tap

or

filter

blocked. Blockage may be

due

to acc

umulation

°1

rust

or

paint flakes

from

the tank's inner surface

or

of

foreign

matte

r

from

contaminated

fuel. Remove

the

tap and clean

it

and

the

filter.

look

also

for

water

droplets

in

the fuel. .

1

• Fuel line blocked. Blockage

of

the

fuel line is more

likely_

to

resu

1

from a kink

in

the

line rather than the accumulation

of

debris.

3

Fuel

not

reaching

cylinder

feuh

diagnosis

16

fuel tank

by~pas

smg

the

filter

system

or

to

gumming

up

as de

bed

in paragraph 1. Water droplets in the fuel

al~

ieu aod

pa

ssages. The carburettor should

be

d1sman

ed

f

Of

cl

an.ng

e Fuel level t

oo

low

. The fuel level

tn

the float cham

bet' is

COfl

rol'

ed

by

float height. The fuel level

may

i

nereau

with

wea1

or

dam

ege but

w

ill

never reduce. thus a l

ow

fue

l level i1 an inherent

rath r th

an

develop

in

g condition. Checll

the

flo

at

hei

ght. renewing

the float

or

needle if required.

e Oil b

locuge

in

fue

l system

or carb

ure

llor (pe

tro

il

lub11cated

engines

only

).

May ari

se when

the

machine has been

par\ed

for long

periods

and

the

re&iduel

petr

ol

has

evaporated To rectrfy, dlsmantle

and clean the carbure

ll

or and tap. flush the

tanlo:

and fill

with

fresh

petroil

mh1ed

in the

correct proportions. Th is probl

em

can be avoi

ded

by

running the float

bowl

dry

before the machine is stored for l

ong

periods. Do not

attempt

to

use fuel which has bec

ome

sta

le

4 Engine

nooding

e Float valve needle worn

or

stuck

open

A piece

of

rust

or other

debris can prevent

co

rrect seating of th e needle against the valve seat

thereby

permitting

an uncont

rolled flow

of

fuel Similarly, a worn

needle or needle seal

will

prevent

valve closure . Dismantle the

carburettor

flo

at

bowl

for

cleaning and.

if

necessary, renewal

of

the

wo

rn

components.

I Fuel level

too hig

h. The fuel level is c

ontroll

ed

by

the float hei

ght

which

may

increase due to wear of the float needle. pivot pin or

oper

at

ing tang. Check the float he ight, and

malo:e

any necessary

ad

justments. A leaking

float

will cau

se

an increase in fuel level. and

thus should be renewed.

e

Blo

cked air

filter

. A badly r

estric

ted air filter w

ill

cause floodi ng

Che

ck the filter and clean or renew as required A collapsed inlet hose

will have a si

milar effect.

5

No

spark

at

plug

• Engine

stop switch off.

• Spark plug di

rty, oi

led or 'whiskered'. Because the

induct

ion

mixture

of a two-stroke

engine

is inclined to be

of

a rather

oily

nature

it

is

comparatively easy

to foul the

plug

electrodes. especially where

there have been repeated

att

empts

to

start

the engin

e.

A machine

used

for short journeys

will

be

more

prone to foul ing because the

engine may never reach full

operating temper

ature. and the deposits

will not burn

off

. On rare occasions a change

of

plug grade may be

required

but

the

advice

of a dealer

should be so

ught befo

re making

such

a change. 'Whiskering ' is a

comparatively

rare occurrence

on

modern machines

but

may

be

encountered

wher

e pre-mixed

petro

l

and

oil (petroil) lubrication is

employed. An

electr

ode deposit in the

form

of

a barely visible

filament

across

the

plug

electrodes can sh

ort

circuit the plug and prevent

its

sparking. On all

two-stroke

machines

it

is a sound precaution

to

carry a

new

spare spark

plug

for

substitution

in

the event

of

fouling

problems

.

• Spark plug failure. Clean

the

spark

plug

thoroughly

and reset

the

electrode gap. Refer

to

the

spark

plug

section and

the

colour condition

guide in Chapter 3.

If

the

spark

plug

shorts

internally

or

has sustained

visible damage

to

the

electrodes.

core

or

ceramic

insulator

it

should

be

renewed. On rare occasions a

plug

that

appears

to

spark vigorously

will fail

to

do

so

when

refitted

to

the

engine

and subjected

to

the

compression pressure in

the

cylinder

.

• Spark plug cap

or

high

tension

(HT) lead

faulty

. Check

condition

and security. Replace

if

deterioration

is

evident. Most

spark plugs

have

an

internal resistor designed

to

inhibit

electrical interference

with

radio

and

television sets.

On

rare occasions

the

resi

stor

may

break

down

.

thus preventing sparking.

If

this

is

suspected,

fit a new

cap as a

precaution.

• Spark plug cap loose. Check

that

the

spark

plug

cap

fits

securely

over the

plug

and,

where

fitted, the

screwed

terminal

on

the

plug

end

is

secure.

• Shorting due

to

moisture. Certain

parts

of

the

ignition

system are

susceptible

to

shorting

when

the

machine

is

ridden

or

parked

in

wet

weather. Check particularly

the

area

from

the

spark

plug

cap back

to

the ignition coil. A

water

dispersant spray

may

be

used

to

dry

out

waterlogged

components

. Recurrence

of

the

problem can be

Prevented

by

using an

ignition

sealant spray

after

drying

out

and

cleaning.

•

St

OP

s rch

shorlod. Mav

be

caused by w

ater

corrosion

or w

~,'

ater dispersant

and

con

racr clean i

ng

sprnys moy be

used

If thl fa; s

to

overcom the

probl

em

dlsmantling ond visual fnspocrlo

1'

of

I 10

sv r

ch

s

wi

ll

be

required

e

Sh

orting

or

open circ

uit

in wiring. Fail

ure

In o

ny

wire con n ctl

ng

any

of

rh

Ignition components w

ill

cause I

gnition m111fu11ct

i<>

n Chock

also that a

ll connectio

ns are clean.

drv

11nd tight.

e

Ign

iti

on coil

failure. Chec

lt the

coll

, reforring to Chop tor 3.

e

Caoacitor (condenser) failure. Tho capa

cito

r may bo chocked

mo

t

eas

ily by

substi

tution with

a repla

ceme

nt Item

. Blackonod conta

ct

brooller

points indi

cate capacitor mal

function but this

moy not olw

oys

occur

e Contact breaker

points

pitted. burned

or clo

sed up. Ch

eck tho

co

nta

ct breaker poi

nts

. referri

ng

to

Chapter

3. Check also that tho

low

tension leads ot the cont

act breaker

are

secure

and

not

shorting out.

8

Weak

spark

et

plug

e Feeble spark

ing

at the

plug

may

be

caused

by

~ny

of the

fa~lt

s

ment

ioned in the pre ce

ding

Section

other

than

those it

ems

in

tho

first

three paragraphs. C

heck

first

the

contact

breaker

assembly

and tho

spark pl

ug

. these

being the

most likely

culpr

its.

7

Compression

low

e Spark

plug

loose. This

will

be

self-evident

on

inspection.

and

may

bo accompanied

by

a hissing noise

when

the

eng

ine

is

turned

over

.

Remove rho plug

and

check

that

the

threads

in

the

cylinder

head

are

not damaged. Check also

that

the

plug

sealing

washer

is

in

good

c

ondi

tion.

• Cylinder head

joint

leaking.

This

condition

is oft

en

accompanied

by a high

pit

ched squeak from

around

the

cylinder

head

and

oil

loss

.

and

may

be caused

by

insufficiently

tightened

cylinder

head

fasteners

,

a

wa

rped cylinder head

or

mechanical

damage

to

the

head

surface

.

Re

-tor

queing

the

fasteners

to

the

correct

specification

may

seal

the

leak

in

some instances

but

if

damage

has

occurred this

course

of

action

will provide, at

best,

only a temporary

cure

.

• L

ow

crankcase c

ompression. This

can

be

caused

by

worn

main

bearings and seals and

will

upset

the

incoming

fuel/air

mixture

. A

good

seal in these areas

is

essenti

al

on

any

two-stroke

engine

.

• Pisto n rings st

ic

king

or

broken. Sticking

of

the

piston

rings

may

be

caused

by

seizure

due

to

lack

of

lubrication

or

overheating

as a result

of poo

r carburati

on

or incorrect

fuel

type. Gumming

of

the

rings

may

result from

lack

of use.

or carbon

deposits

in

the

ring

grooves. Broken

rings res

ult

from

over

-revving,

over-heating

or

general

wear

. In eith

er

case a

top

-end overhaul

will

be

required

.

Engine

stalls

after

starting

8

General

causes

•

Ignition

malfunction

. See

Section

9.

Weak

spark

at plug

.

• Carburettor

incorrectly

adjusted. Maladjustment

of

the

idle

speed

may

cause

the

engine

to

stop

immediately

after

starting. See

Chapter

2.

• Fuel

contamination

. Check

for filter

blockage

by

debris

or

water

which

reduces.

but

does

not

completely

stop, fuel

flow, or

blockage

of

the

slow

speed ci

rcuit

in

the

carburettor

by

the

same

agents.

If

water

is present

it

can

often

be

seen as

droplets

in

the

bottom

of

the

float

bow

l. Clean

the

filter

and,

where

water

is

in

evi

dence, drain and flush

the fuel tank

and

float

bowl.

• I

ntake

air

leak. Check

for

security

of

the

carburettor mounting.

Check also

that

the

carburettor

top

is

secure

.

• Air

filter

blocked

or

omitted

. A

blocked

filter

will

cause

an

over

-

rich

mixture; the

omission

of a filter

will

cause an excessively w eak

mi

xture.

Both

conditions

will

have a detrimental

effect

on

car

buration

.

Clean

or

r~new

the

filter

as necessary.

• Fuel fil l

er

cap

air

vent

blocked. Usually

caused

by

dirt

or

water

.

Clean

the

vent

orifice

.

~

Choked

exhaust

system

. Caused

by

excessive

carbon

build-up

in

t e system.

particularly· around

the

silencer

baffles.

In

many

cases

~hfese

c~n

be

detached

for

cleaning. Refer

to

Chapter 2 for

further

m ormat1on.

,

.

16

•

~

.e

caroo-i ..... ...,...,

..,

fa

~''?

w

6eca-bon<se

e-

"Vne

en

::eU<

..

e

oi

anw

"1l

ion

On

pr

he

eni;

~

-

from

"

.ed

erv1J or

~h

systems

Cieck It oil

T..ed

\he

re(Om

~

fl

~

Poor running

.r

idle

•nd

low

IPHd

• Soar\ ol

ug

tou

~

a

ty

or

incon

ec adjusted.

5" SKtioo

•

or

t e-

io

0-~

e-r

3

•

SOM\

olug

cap

or

"'¢

tension l!d ahorting.

Otedt

the

condition

ol

both

hese 1 erru

~

!\at

they

i re In

llQIXl

cond

lion

ind

dry

<>Cl

11

the U P II 11\ed

OOfTKUy

• *

olu

g

type

incorr

ect

F-

1t

olu

g of

correct

type

a

nd

he1t

range

H g

en

'"

Specif t

ions

In

certain

cood

tion

s a

olu

g

of hotter

0t

colde

r

type

may

be

requit

ed for nor-ma!

running

•

Con

act

bru

81

pomts

oo

ed burned

or

closed-iJp Check

the

coniac

bf-aa

er

a"4tmbty referr'ng

to

C apter 3.

•

lgn

tJOn •

ming

inconect

Che the

ignitJOO

timing

statically and

dynamic

al e

nsuT1

ng

tha he advance is f

unctioning

corre

ctly

.

•

Faulty

ignition

COil

Partial failure

of

the

coil

internal insulation will

d m1

n1$h

t • performance of the cotl.

No

repair is

O<>Mib

le. 1 n

ew

compon

ent

must

be

fitted

• Faul

ty

capacitor (con

denser)

A. fail

ure

of

the capacitor w

ill

cause

bl.a

eni

ng

of the

contact

bfea

lr.

er ooint faces and will all

ow excessive

spa

•

no

at

the poi

nt

A faul

ty

capacitor may best be checked

by

su

bstitut

ion of a sennc

e11b

le repl acement item.

• Def

ect

ive flywheel gene

rator

Igniti

on source. Refer

to

Chapter 3

or

further

det

ails

on

test procedures.

10

Fuel/air

mixture

inco"ect

• Intake a

ir

leak. Chec

k carburettor

mount

ings and air cleaner

for

security. Ensure

that

carbur

ettor

top

is ti

ght

.

• Air d

ea

ner clogged or omitted . Clean

or

fit air cleaner element as

n

ec

essary.

•

F-u

el level

too

high

or too low

. Check the float height. renewing float

or needle

if

required. See Secti

on 3 or

4.

• Fuel tank air vent obstructed. Obstruct ions usually caused

by dirt

or

water. Clean vent orifice.

11

Compression

low

• S

ee Section

7.

Acceleration poor

12

Genenil

causes

• All items as

for

previous Section.

• Choked

ai~

filter. Failure

to

keep the air

filter

element

clean ·

11

allow the build-up

of

di

rt

with

proportional loss

of

performance w;n

~

xt~m

e

cases

of

neglect acceleration

will

suffer. ·

holced_

exhaust system. This can result

from

failure

to

r

~n':

rv':~~~ti~:

~~~~'!':i

fr~:kthe

r silencer

b~ffles

at

the

pre:c~:~

noticeably sluggish. Refer

to

Ch~p~u;e

f

w1lfl

make_

the

machine

d

eca

rbonisation.

er

or

urther

information

on

• Excessive carbon build-

up

in

the en ine Th"

to

decarbonise the engine at the

spe

iflg d . . is can result

from

failure

o

il

consumption. On pump-fed

~

ie

interval

or

through excessive

.

engines check

pum

d"

pre-mix (petroil) systems check

that

.1 . . . P a 1ustment.

On

ratio.

01

•s

mixed

in

the recommended

• .

~gnition

timing incorrect. Check the

w1th1n

the prescribed range ens

"h

contact breaker gap and

set

If

unng t at

the

• ·t· • .

the contact

br

eaker assembl . .

•gm

•on

t1m1ng

is

correct

h Y

•s

worn

1t

may

• ·

t e gap and timing settings

to

coin

"d

P~ove

•mP<>Ssible

to

get

• Ignition

timing incorre

ct

Check

~ ~·

n~~essnating

renewal.

Chapter 3. Where no p;ovision

tfoe

ignd1~1on

timing

as descri

bed

in

, . . . . . r a

IUSfmPnt

e v :

.........

•

Meehl

• I

resistance

.

Checil

thlt

the br1kes

are

nor

binding

On

StM

!l macn·

ne.s

n particol

tr

note

that

the Increased rolli

ng resistance

ca

used

by

under-infl

1ted

tyres

may Impede

acceler1tlon

.

Poor running

°'

leek

of

pow.,

et

high spetlds

13

WNk

spertt

at

plug

°'

err•tic

firing

•

411

i

tems

11

for

S.ctlon

9.

• HT lead insulati

on fail

ure.

Insulation

failure

of

the

HT

lead

and

spark

plu

g t

ip

due

to

old

age

or

dam1ge

can cause

shorting

when

the

engi

ne

Is dri

ven

h1rd

. Thi1

condition

may

be

less

noticeable. or

not

no

ticeable

II

all

et

lower

engine

apeed1.

14

Fuet/air

ml111Ure

lnco"ect

e All i

tems

as

for

Section

10.

with

the

exception

of

items

relative

e

J11cl

usively

to

low

speed

running

.

e

Ma

in

jet

blocked

. Debris

from

contaminated

fuel, or

from

the fuel

tank. and

water

in

the

fuel

can

block

the

main

jet. Clean

the

fuel filter,

the

float

bowl

area. and

if

water

is

present, flush

and

refill

the

fuel

tank.

e

Main

jet

is

the

wrong

size.

The

standard

carburettor

Jetting is for

sea level

atmospheric

pressure.

For

high

altitudes,

usually

above

5000

ft. a smaller

main

jet

will

be

required.

e A.ir bleed holes bl

ocked. Dismantle

carburettor

and

use

compressed

air

to

blow

out

all

air

passages

.

•

Reduced fuel

flow

. A

reduction

in

the

maximum

fuel

flow

from the

fuel tank

to

the

carburettor

will

cause

fuel

starvation, proport

ionate to

the engine

speed. Check

for

blockages

through

debris

or

a kinked fuel

line.

15

Compression

low

• See

Section

7.

Knocking

or

pinking

16

General

causes

• C

arbon

build-up

in

combustion

chamber. After

high

mileages

have

been covered

large accumulations

of

carbon

may

occur.

This may

glow

red

hot

and

c

~use

premature ignition

of

the

fueVair

mixture

, in

advanc

e

of

n~rma

l

firing

by

the

spark

plug. Cylinder

head

removal will

be

required

to

allow

inspection

and

cleaning

e F 1 · .

in

ue

inco~rect

_.

A

low

grade

fuel, or

one

of

poor

quality

may result

c

o~p~ession

induced

detonation

of

the

fuel

resulting

in

knocki

ng

and

pinking

noises

. Old

fuel

can

cause

similar

problems

A too

highly

leaded

fuel

will

red d . . · .

f

. .

uce

etonat1on

but

will

accelerate

deposi

t

ormat1on

in

the

comb

t" h

. . .

us

ion c amber

and

may

lead

to

early

pre

·

1gmt1

on

as

described

in

item

1

•s

.

i~k

plug

heat

range

incorrect.

Uncontrolled

pre-igniti

on

can

~s:;.J

~m

~he

use

of

a

spa~

plug

the

heat

range

of

which

is

too

hot.

ea

m_•xture. Overheating

of

the

engine

due

to

a weak mixture

can

result

in

p _. · • .

.

re

ignition

occurring

where

it

would

not

occur w

hen

~e~in~

temperature

wa~

within

normal

limits.

Maladjustment. blocked

1

0

passages

and

air

leaks

can

cause

this

condition

.

Overheating

17

Firing

inco"ect

ee~s~pa:rk:;:--:p:lu~g~f:o~u~led"":""'"~d-f::---.~~~~~~~~~~--=----

•

Spark

plu

: e

ective

or

maladjusted.

See

Section 5.

that

the

corrgectyt

pel

incorre~

.

Refer

to

the

Specifications

and

e

n~

0 11n tvn a.

•n

i:--~

hult

d

•onoeJ•

18

Fu•

air m l(ture

l

ncorr~

e M

in

j

el wron

g

lll

l

Qll o

ph rlc

con

<J111on

1 F 0 1

ama

ll

r rnotn I I

111

uu

• Ah ftllOI

b1d

lv r.11 d 01 om111

t

hll

II

1\

1 I II\

place

nd

fltt

•d

ur ly

e Induct

on

olr I Ch cl\

th

u

rit

of

ti

carbur

ll

Ot

m~ntl

t11,1

Chock al

so

th 1 th c1rbu1 1101

toP

11

uro

e

Fu

I I vol t

oo

low

S

e Fuol tnnk

11

11

r c

op

nh d

CIMr blot

l..

g

19

Lubr

lcetlo

n l

nadequete

e P

1101/

oll

111

xtu10 lncorro t.

Th11

pr

ponlon

of o

il

m

1

,od

with th

petrol

In

tho

111nk

Is c

riti

1tl

11

th

e ttngine Is

to

oerform

co11ectly

T

00

httlc

oil will

lo11vo

tho re i

pro

ati

ng

p1tr11

end

beiuings

pooily

lubricated

and

ovorh 11tlng

will

o vr .

In

ei.11em c11se

th engm w

ill

seize

. Co nv rsoly, t

oo much

oil will

elfe

t vely

d•

plec

11

similar

amount of

petrol.

Though thl doe1

not often cnu

so

over

hoatmg

In

p111

ctlco

1t

Is po Sibl e

thnt

tho res

ultant wo11

1\ ml1<turo

may

c11u

0

overheotlng. It

will

lno

vitobly

cou o

11

los

ot Power

1100

1

, c

0

si

vo

oKhnust

smok

•

e Tronsmission

oil

low

or

worn out Chock th lcvol , gulorly

onc

t

investigate ony loss

of

oil. II tho oil lovol dr

op

with

no s1yn

ol

•to

rnol

leakage It Is likely

that tho c

ronksholt

rnoln boorlno

oil

Orll oro w orn,

allowing tronsrnission

oil

to

bo d1ow

n 1

1110 th

o crn

nlo.cMu

dwinu

induction.

20

Miscellaneous

causes

e

Eng

ine

fins clogg

ed. A

build

uµ of

mun

in lho

yli

ndor h

on<!

111111

cylinder barrel

cooling

fins

will

docroaso lho cooling copr1bi

lit

ios ot tho

fins. Clean

the

fins

as required.

Abnormal

engine

noise

21

Knocking

or

pinking

•

See

Section 1 6.

22

Piston

slap

or

rattling

from

cylinder

• Cylinder bore/piston clearance excessive. Resulting fr

om wea

r.

or

partial seizure. This

condi

tion

can

often

be

heard as a

high

, rapid

tappi

ng

noise when

the

engine

is

under

little

or

no

load. particularly

when

power

is

just

beginning

to

be applied. Reboring to the next

correct oversize should

be

carried

out

and a

new

oversize piston

fitt

ed.

• Connecting rod

bent

. This

can

be caused

by

over

-revving. trying to

start a very badly flooded

engine

(resulting in a hydraulic lock in the

cy

linder)

or

by

earlier mechanical failure.

Attempts

at straightening a

bent connecting rod

from a high

performance engine are

not

rec-

ommended. Careful

inspection

of

the

crankshaft should be mode

before renewing

the

damaged

connecting rod.

• Gudgeon pin, piston

bo

ss bore

or

small-end

beari

ng

wear

or

seizure. Excess clearance

or

partial seizure

between

normal

moving

parts

of

these items

can

cause

continuous

or

intermittent

tapping

noises. Rapid wear

or

seizure

Is

caused by lubrica

tion

starvation.

• Piston rings

worn

, broken

or

sticking. Renew

the

rings after

ca

reful inspection

of

the piston and bore.

23

Other

noises

• Big-end bearing wear. A pronounced knock

from

within

the

crankcase

which

worsens

rapidly

is

ind

icative

of

big-end beorlng

failure

as

a result

of

extreme normal wear or

lubrication failure.

Remedial ac

ti

on In

the

form

of a bottom

end

overhaul shou

ld

be token;

continuing

to

run the engine

will

lead

to

further damage Including the

Possibility

of

connecting rod breakage.

•

•

ll

nd111

111111

11

lolnl

le11ld11g

. Thi! 110

1!1

0 111011 O

fh

Jn

ll1t8

111

lnt11<I with

• I

long head

lo

nt la

11 high

pit

h111I

8{f11Mklnu.

11ltl1011u11

1111y

1

1th111

n~I

tent w

lh

g u rntlng for

11d

out

11ndor

J)lll

li8l

rrll

1111111

n

t1

1111tll

c

1111

111

o

mi

eml1111d. L1111k1111t1

11 of111n

11c

omp1111l11d

hv

{}II

e Pll{I from

11roum1

th11 m11

tlng jol

n1

Of

I

mm

11111

yllnrlor 1

11'

rul

h

kl1n{1

flo

w11

bolts 1

md

n11t1. li'111k11011 101

111

11 horn ln11

11rn

111

111

11r

unhen

hg

hten

ng

of the ayllnrt

er

h1u1tl

fn11011or

8,

or

tr

om

rnnctn111

m ch

n1c11I

falluro Retlghtilnlno

to

thn

cor

rillll

tn1(J110

llouro will

, f

it

best

only

prov1cle

tt1mpor11ry cur11

.

• e

,11

11s

t syst

11m

l11nk11gt1

Popping

or

or

11C

kllnu In thn oxhtltllll

"V"lflln

pnrtl

11torty

when

II o

ao

urs

with thi!

"''(lino

on

lho

OviHrnn,

inc

ll

c 1

11

pcor

joint

ellh11r

at 1he ayllru

lor

pnn

or 111

thn

11-h1111111

pl

J}

llonc r

co

nno

ctlon. Fallurt1 of

tht1

011

sknt

or

· l

on11onoH

ol

tho

lornp

~hou

ld

ho lookocl tor.

Abnormal

tranam/Hlon

noise

24

Tren1ml11lon

nolH

• Soaring

01

bushos

worn

or

domnyed. R11now

lhn

&ffec

tod compo

·

no11t

s

• Goor pinions

worn

or chipped

. Ronow

tho

ooor

pinions

.

• Motal c

hips jnmmod

In

00111

teeth

.This 0

110

occur whon

plo

coo of

rn

otol lrom onv lnllod c

ompono111

aro plc

kod

up

by o rno1hln11

pinion.

Tho condition

will

lood 10 ropld boorl

no

woor

or

early

oeor

lnlluro

.

•

Eng

ino/tronsmisslon

oil

lovel

too

low .

Top

up

lmmocJl111o

ly

to

provont dornogo lo goorbox ond

onolnc

.

• Chain snagging on coses

or

cyclo

parts

. A

bodly worn choln

or

OM

that is oxcossivoly looso m

oy

11nog

or smock ogolnst odlncon l

co

mp

ononl s.

Exhaust

smokes

excessively

25

White/blue

smoke

(caused

by

oil

burning)

• Piston rings

worn

or

broken. Breakago

or

weer

of

eny ring,

but

particularly

tho

oil control ring,

will

allow

engine oil pest tho piston Into

the combustion chamber. Examine

and

renew,

where

necessary,

tho

cylind

er

barrel and piston.

• Cylinder cracked,

worn

or

scored. These conditions

may

be cousod

by

overheating, lack

of

lubrication.

component

failure

or

edvancod

normal

wear

. The cylinder barrel should be renewed and,

If nec11111nry,

a

new

piston

fitted

.

• PetroVoil ratio incorrect. Ensure

that

oil

11

mixed

with

the

potrol

In

the correct

ratio

. The

manufacturer

's recommendation must bo

adhered

to

if

excessive smoking

or

under

-lubrication is to

bo

avoided.

• Crankshaft main bearing

oll

seals

worn. Wear

In

the

main

booring

oil

seals.

often

In

conjunction

with

weer

In

the

beorings thomsolvo11.

can

allow

transmission

oil

to

find

Its

way

Into

the

crankcoso ond

thence

to

the

combustion

chamber. This condition Is

often

lndlc111od

by

a mysterious

drop

In the transmission oil lovel

with

no

sign

of

ox1ornol

leakage.

• Accumu

lat

ed

oll

deposits

In oxhaust system.

II

the machlno Is

usod for short journeys

only

It Is possible for

the

oll

roslduo In tho

exhaust gases to condense In

the

relatively cool sllencor.

If

tho

machine is then taken

for

a longer run In

hot

woathor

. the ac

cumulot

od

oil

will burn

off

producing

ominous

smoke

from

tho exhaust.

26

Black

smoke

(ceused

by

over-rich

mixture)

•

Air

filter

olemont

clogged. Clean

or

renow the olomont.

18

Poor

h•ndlmg

o'

ro•dholding

27

• ring

1\

0 11 t>-a

ung

•<lN•l

m

oo

1'(1t11

T 1 w1

\f

H rolling

Of

""

.,..

no

11

~<w:I•

Re 1tJ

1u

11

1h<ll

~·

•

no•

• l"""llO

11d l)"•

nno

w ain

oi

d1m1g.cl

Com1

1

.a

1

u11mt n1 of

t b

lntlQ

w'tll l)<OVI lmPO&t;b49 to •

9'1•

11

WHr

01 d m

•Qe

..

occurr

od

lnc:on 1

!!Ml h11no1tno

will

OGc.ur lnci

udUlQ 1 •tlQ

0r

w

•1v1n

(I

111

k>w

r.oeed

11\d

poor dir11

c11on11

wntrol 111 l

0t1e

tl!lrrn1n11111 1(1

"'

w I

ft

t

II

ring h

11d

~

1111ng

ihould

b•

d 1m1ntf

lf(l

l

0t

n

~

1101'

11

!"1

r n"'1v

11

r9flu11e0 w

hr1c.1111

on

1hou

ld

el"'

h•

urrlt<

I ou1

• 6

111r1ng

ril

e. I p1

1111d

or den1

Cl

Impa

ct

d11m1ge c.11u111d

r>•rh11i:

,.

by

an

1oc1d nl or r c

lln(I

over

11 pol h

ole c•n c1uM ln<Jenuitlon

ol

the

t>o

111ng

uw

lly

In

ono

poahlon

1 h

i•

1hou

ld

b• note

d u

no1<.hlMu

w n

th

hllndl

b11r1 ar11 lurnod ReMw

and lul

}rlUl

l!i

1116

btt1tr1nu1

•

S1

ring 1t11m

bon1 1 h

la will

oc.cur

only

II

1h11

m11 hln11

la

5Ub1

tod

to a hi

gh lmpa1.t 1uch

111

hltllng

11 c.u

rb

or a 001 hol'i I h!J

low

r vok

111om 11h

ould be

runewo

cl.

do

not

1111ernot

10 a1111

lght11n

1he

11111m

• Fron

t 01

re111

lyre me11

ur11

1 t

oo

low

• F

ron

t or

roar

tyre

w o

rn Generlll

ln11!lbollly, hi

gh 11n•J•

HI wOl)IJlts!I

and

s opp1ng

ovo

r w hole

llno

a l

ncJ

1ca111s

thnt

tyru rono

wol

may

t11s

requ1

rod

Ty

r

Induced

problem

a,

In

11o

me mo

chlnts/tyr11 c

omlllr1111

r)rlff

,

can

occ

ur

even

when tho

tyro

In ciuo

1oon

11

hy

no

mean

~

f

ully

worn

•

Swinging

orm

beorong

11

worn

Dllfocul

ll!l

ll

In ho

ld1n11

tin•:.

p1r1o

cul

arly

when cornering

or

when

ch1

rnglng pow111

B

11trlno~

1

ncJ

lco

tris

w ear

on lhe 1w1ng1ng

orm

boorlngs The 11

wongong

arrn 11hould ho

r

emoved from

tho moc

h1no ond tho b11arlng

11 ren

•sw•Jd

•

Swinging

arm flexing.

Tho

B

ympt om~

glv1

1n

In

the

pr1Jc;•idl

no

p

arag

rap

h w

ill

also occ

ur

ii

tho swingi

ng

arm fork

llox1J6

hMlly

Thill

can

be caused

by stru

ctural

weakne

ss

as a res

ult

of corr

o'11on.

foti(ju•

i

01

impact

damage. or

because

the

rear

whe

el 11p111dle

Is sla

ck

•

Wheel

bearings

worn

. R

enew

the

worn

bearings

•

Loose wheel spokes. The

spokes s

hould

ho rlght!ln'ld

r:v!lnly

ro

mainta

in

tension

and

trueness

of

the

rim

.

e

Ty

res

unsuitable

for

machine

. No t

all

ava

ila

ble

tyrns will suit

tho

c

haracteristics of

the

frame

and

suspension

. i

ndeed

. eom c

tyro

s or

tyre

combinati

ons

may

cause

a

transformation

in 1hc

handlino

ch

aracter

istics. If

handling

problems

occu

r immediately

alter chanoing

to a new

tyre

type

or

make. revert

to

the

original

tyre

s

to

see

wheth

or

an

improvement can be

noted. In

some

instances

a c

hange

to

what

are, in fact, s

uitable

tyres

may

give rise

to

handling

defi

cio

nces.

In this

case a

thorough check

shou

ld

be

made

of

all

frame and su11pension

items whic

h affect

stability

.

28

s

...

ring

bi••

to

left

or

right

• Rear

wheel

out

of

alignment. Caused

by

uneven

adjustmenl

of

chain

ten1ioner adju

ste

r•

allowing

the

wheel

to

b9

111kew

In

the

fork

end

s. A

bent

rear

wheel

1plndle will

alao

misalign

the

wheel

in the

sw i

nging

arm

.

•

Whe

els o

ut

of a.lignment. Thia

can

be caused

by

l

mpa

c1

damage

to

the

fram

e. 1wlng1

ng

arm. wheel aplndlet

or

front

forks. Although

o

ccas

ionally a result

of

mat

erial

failure

or

corro1lon

It

11

usually

111

a

res

ult

of a craeh.

29

Handlebar

vlbretH

or

oscllletH

•

Tyro

11

badly

positioned

on

the

wheel

rims

. A

moulded

line

on each

....

f •

1,1•

,, l

lf'""'"'

' I

••

1t

ll··~

, •

,,_,

.,.,

,10

1

••

·•1/1 I'•' fl"' ,

,,

,,

t.Qf

••

llt

1

;r

I

'

~

I

1.-

1 II " • lfll

Ii

•I

*'

' I

111

1 •

ll1~1f.,

'' I

ll1111f

,, ',I r.

~

ltt9

t

ir

11.>t

tJ'

I

1tl

""

1 l

,11

l

lllll•'l

'll'l

fll

( f1l / l '111•

e

y.,1

, ' 1110 ,,,.,.,,,,..,

11~

1

l"l

lf11'1J'••I

l!1*f•••

I ti - fJlr

•1•~

1

1

,1

l•H.•

rrf

t

tf

•• ' .

..

,, .,. ,

ft "'"'

,,

.

.,

• 1.., ,,, ,,,

rm

ll

t1r10•

w

111t1

I """"' fl,., 11-.•rff •

e

WI""

' J• ,

,.,

1 11

•1111 I 1111

11 a 11"

111

•

e

11

...

rlr

r,

•I

'••ll

liltfl•

""

•111.;

r

Il

l

111l

jr1

•l'lt

l / 1

l,fl•ll•1f1 ''

rr '"•

..

...

. r' ,

,,

, .

..

,

11

1r1,111

,,

....

tr

• ,

,,

,,•It

.,,, ,,,,,

,.,,,

....

l•ll

l•ll ' ' "' "

fh'

, ,

..

, •

fl

ot

•lj•

rtl

II

e 11

01

f1 •

• lJJll'ffiO

f

(1I

~

Ult1lf1IJI

..

111 I

U!t!fl'll

il ' ' " ' ' " r11

1l

ll 1111•1 t,•,

IJ6

lt11l1f.

1:.

11111

ln

10 leg•

wh

1i11

f •pl

ntJI

tr111tf1Jllll

•ll• l

tl

•llfnt

ill

lJ

<il111fl

1,

1tl

1 f1f• 111

'

"~

al 1 01fli) Ii i 11•4 11 r 1Jlel1

111i.

I

ht'i

l11i,_ "'' 1

111111INiJ

(J'llfl

•Ill.Ii

Illa ll

tll l•,t

,

4

ltvl •

1lf}4lfll)f)O

l lllJHl•I

1111

f,1111•,~

ll(Jhl'll•"'

'

l•

t;/,1t

\lt11f11

JI

/

l'J

J1f'l I r,

ti•

1111

..

,.

fll<)l!!r "''

IJ

I 1

mr

1fl1""'''"

''"

m1l11a

• r nylnot ffli1HOlllllJ lif1lll

IOO"I

l l

tjhl'i

tl

11

11

l

811l

•IJl'!•4

•

Wf!li~ h'JI~

prlf!Oil

l'rt~t

f!•lil

18

l11fl(l

o14

11

1

tll'I

1 1

11~

11µ1

fl!J'

rilii

ulrtng

In

11 ''" " " "'' •

flr

lrlU ''""

l"J

llCJ!h, w 11

1fl

•A.tll111

11111

11f1J

llllf/IJ

11"°

T

h"'

"1

11f

111

1i1

11 "''"

01u1r1r

,"'

"'~"'"

'""

1or~

'''"" 1

m1

1.,,

1i,,.~'""

·

11w1

,,

'" 1

1th.11111

t

.,,

1 IQ

rm

il'1

lll

111•lur.11 fllli

Iii

r111tf

"ll'lnd'i

(I

l1111c,11

h

r,

f

11111

l•,1~

r

11rw1 r

h11•

1h•1

fur~

u.,•,

mtsr1

1

A111l!1w11I

r

1I

r

h11•11t1ny

11u111

111

lr

lei

lh

•1

"'

''~

11111.,lllf triry

l,lJ•ll~

'l

f1f

111,1111!1

• ll<1

nt 1

111

nr)olr1111

or

f.l)trfltflfrl

"t11111,l

1l1111

11

!foth 1,1,1;<lll

lum1 w lJ

IJ"

111'""

c;tlt

t'l

t;r

t'll•1<1'.

•1t

1lny

ol

rh" lmt-l'i(lli,

llflll 111

1111 lid .11J111..41(l

•llilt

1;

1111

1.1111ftfl .,1

11.

i..1110

f)

f 1ti" fur

"'

In

m1., 1

1011 tlon

111

Ii

ml

l<l

lurm

1.om11W1,1

w lll "

""

"'' Mlc.tl11n

'''

thli

101~

lh'ir!Jt

l!/

lnt.-r

'lli

llln

q 1

h11 tlr

n11 ti>'

•uftP••n-l

un

ro ~•

J~

1•

1

tt111

r.1

rn

1111

11rltfll'in

11111rl

11urfll(,'I. 011

rrt

f

ur~

•

1rt

nr,hlo

rn1

11huultl

t.1i 1111•rnr

llfd

IO

ltn

mli

tllli

V;ly

11fl

(,1'Uli'I

lh~y IMlii,1~

tho! IHl

pfH

. I

rl

flmf1~1·

1

tir1

11

l)f,1,

111r;;11

,

llrtrl

th•1r11

111

8

d11nq1;r

lhlft

lh#

fo~1

will fall with

rllri.111

111111

11

1,1111!1's(lo1'1rlt,'i

!i

31

Frmit

fl)rk

Judder

when

br•klng

IH•

•It<>

8!tet1on

341

• W••·" l1•1rw•; •

1n

'"'

'

frn~

r..

ronr.hl

•,11

11

11111

1 tht1 l

mk

ffJQ\.

R,;n11,.111

t

rA

th•1 rrll•i•.l•sll 1,

umprm1sr11r1 111

r1Jqulrt11l

,

•

lt1r.~

M•1rirl

no lt•1rirl b<srsrlnu

11

flt, a

cJju11t th!i

1li;11r1ng11

,

•

Wri

rp•irl

tmi~o

rll1.r.

or

drurn.

II lrr•squl111 braking 11

ctl

on

occu

r•

for'•

1wl<l•11 r.rs11 h•: 1nd11c.•;

ll

111

what

rtr•i

nor

mally

116rv1Gll

11IJl

!.i

lor

tu. R

!ir11;1

,

thr: •l'1rM11j•1d

tir:i

k1i 1,1Jffl(J

1Jn

•sll

llj

,

32

Poor

rear 1uapenalon

performan

ces

•

W11r

1~

rfj;_ir •ipr1ng11.

If

thr, -iuF.pcn11lon

unit apring

11

fatly

u!J

lhliV will

nrnmmr,

1

:1t.IJ'l'iiv1,

1111r.hlnu

of 1hc mach

ine

and

ror.Juefi

thi; g1ouoo

cl

r,1Jnsn1

,•1 whr

:n corn1srl

rou

.

• S

w1n111

no

arrn

fl

r,~ln

11

or b•s

arino

w orn. S

•:!.i Scct

lon1

27

and

213

Abnormal

frame

and

suspsn•lon

noise

33

Front

end

noise

•

Sp

rino

weak or broken. Makc

11

a clic

king

or acraping

111>1

1rid

• St•:

cri

ng

head bea

ring

s 1

0086

or

damaged. Clickl

when

bfakitlg

Che

ck.

adju11t or

ropl

ace.

•

Fork stanchi

on

bent. Go

od p

o111l

bility

If machine hH

b!;e

n

dropped

. R

epair

or

repla

ce

tub

e.

34

RHr

1u1pen1ion

nolH

•

Deloctiva

rear

1u1pen11ion

unit

with

Internal damag

e. Renew t

he

au11ponalon

units

a1

a

pair

.

Brake

p'obl•m•

3&

Brakes

ere

spongy

or

Ineffective -drum

brekff

•

Brake cable

detor1oratlon.

Dam11ge

to

the ou111r cat

ile

111

F

eult dlegnoalt

19

stretchi

ng

or

being tra

pped will

g· e a

soongy

le I to

tile

br

a

The

cable shou

ld

be re

newed

. A cabfe

wh

leh has be

com

e corroo d ue

to

old

age

or

neglect

of lubrication

wi

U partia

ft

y s I

ce

ma

ng

operation

very

heavy. Lubricati

on

al

this

stage

may over

com

e the probt

em

but

the

fitting

of a

new

cable Is recomme

nded.

e Worn brake

linings

Dete

rmi

ne

tinin

g we

ar

u ng the

e11tem11l

brake wear

indicator

on

the

btake

backplate

or

b rem

ovi

ng

the

wheel

and

withdraw

ing

the

brak

e bac plate R"n

ew

the ahoellini

ng

units

11

a pair

if

the

lining

s are w

orn

bel

ow

the reco

mmended limit

e

Worn

brake

camsh11f1.

Wea1 between the camsha

ft

and

the
bearing surface will reduce brak.e feel and reduce operating efficiency
Renewal

of

one

or

both items will

be r

equired

to rect i

fy the fau

lt.

e

Worn

brake

cam

and

shoe ends R

enew the w

orn

comoonen

ts.

e Lini

ngs contaminated

with

dust

or

grea e.

Any

accYmulatlons

of

dust should be cleaned fr

om the bralle assembly and

drum using a

petrol dampened

cloth. Do

not

blow

or

brush

off

the

dust

because It

is asbestos based and

thu

s ha1mful if inhaled Ligh t contamination

from grease can

be

remove d from the surface

of

the brake

lin

ings

using a solvent;

att

emp

ts

at remov

ing

heavi

er con

taminati

on

are

leu

likely

to

be

successful because some of

the

lubricant w i

ll

have been

absorbed

by

the

lining

mat

erial

which will

severely reduce

the

braki

ng

performance.

36

Br•k•

dreg -drum

brakes

e Incorrect adjus

tment

. Re-adfust

the

brake operating mechanism.

e Drum

warped

or

ova

l. This can result f

rom overheating

or

impact

or uneven tension

of the

wheel

spokes. The condit

ion

is difficult to

correct. although

if

slight

ovali

ty

only occurs. skimmi

ng the surface of

the brake

drum

can provide

a cure. Thi s is

work

for a specialist

engineer. Renewal

of

the c

omplete wheel

hub

i~

normally the

only

sat

isf

actory

solution

.

e Weak brake shoe re

turn

springs. Thi s

will

prevent the brake

linin

g/

shoe

units

from

pulling

away from the

drum

surface once the

brake is released. The

springs

should be renewed.

e Brake

camshaft

, lever

pivot

or

cab

le

poorly

lub

ricated. Failure to

attend

to

regular

lubr

ication

of

these areas

will inc

rease ope rating

resistance

which. wh

en com

pounded. may

cause tardy operation and

poor release

movement

.

37

Brake

lever

or

pedal

pulsates

in

operation

• Drums

warped

or

oval. This can result

from

overheating

or

impac

t

or uneven spoke tensi

on

. This

condition

is

difficult

to correct. although

if

slight ovality only

occurs

skimming

the

surface of the

drum

can

provide a cure. This

is

work

for

a specialist engineer. Renewal of the

hub is normally

the

only

satisfactory sol

uti

on.

31

Orum

bt•k•

nolae

• Or\lm warped

01

ovel. Thia c1n c

au111 Intermitte

nt rubbing

of

th

e

brali.e llnlng1

1g111n11

the

drum

.

See

th

o precedi

ng

Section.

• Brak e llnlng1 gl

1tod

Th

l1 co

ndition,

usu11llv 11

cco

mpan

led

by

heavy lini

ng

dull

cont11mlnat

lon, often

ln<lucH brake

squul.

The

surface of the llnlng1

m•v

be

roughened usi

ng

glau

-paper or a

One

me

31

lr•k•

Induced

fork

judder

• Wom fro

nt

fork 1

t11n

chlon1 and legs,

or

worn

or

badly

adjusted

steering head bearing1. These condi

tions

, c

omb

ined

with

uneven

or

pulsating braking

11

deacribed In Section

37 will

Ind

uce

more

or

leaa

judder

when

the

br11k11

are applied. dependent on the degree

of

wear

and

poor

brake

ope

ration.

Attention

1hould

be given

to

both

areas

of

ma

lfunction. See the relevant Sectlona.

E/11etrlc•I

problems

40

Circuit

f•llure

• Cable failure. Refer

to the machine'•

wiring

diagram

and

check

the

circ

uit for

contin

uity

. Open circuits are a

result

of

loose

or

corroded

connections. either at

terminals

or in-line connectors,

or

because

of

broken

wires. Occasio nally, the core

of a wire

will

break

without there

being any apparent damage

to

the

outer

plast

ic

cover

.

•

Switc

h failure. All sw

itches may

be

checked

for

continuity

in each

s

wit

ch posi

tion. after

referring

to

the

switch

position

boxes

incorporated in the w

ir

ing

diagram

for

the

machine. Switch

failure

may

be a result

of

mechanical breakage, corrosi

on

or

water

.

41

Bulba

blowing

repeatedly

• Vibrati

on

failure. This is

often

an

inherent

fault

related

to

the

natural

vib

ration characteristics

of

the

engine

and

frame

and

is,

thus

,

diff

icult to resolve .

Modifications

of

the

lamp

mounting, to

change the

damp

ing characteristics. may

help

.

• In

term

itt

ent

earth. Repeated failure

of

one

bulb, particular

ly

where

the

bulb

is fed

directly

from

the

generator, indicates

that a poor

earth

exists somewhere in the circuit. Check

that a good

contact

is available

at eac h earthing

point

in the circuit.

Check

list

l

....,_l...,~

.........

.

._........-

...

.._

,.

__

l...,.

•.

.,

,~

.......

l.,Vft

... ,

,...,

......

.,.

~

, ........... .,.,....,

..

.....

....

tNlf'I

4 , ....., ,

...,.

... ~ ...

~.,..,..

c

...

,.

,..,...

,_..,

"'-'.

·~

w-..

_.

,,,..,

'

.._.,...

......

...

J (

.....

~

r'Wt

•• , .....

f'IA

,._

• 1>tC e

"1

'

c

Not

.

•N'I

r1 " '""'

....

. . ,

(

Not

•

•<wt

._'1

.,

,.._

.........

II/

..,

..

.,,.....

~

..

the

...

'"' • ""

l

wt;

W

•tri

ft~

I

tlif\t't

• I

•IMil

\ut"'1(attt"""

1

,,,..1

, ,

tu~-t

C-

111.,..

.,,

1

ft

tM

th4t

•"

f1IH

11

Ott<•~_,,.._.~

..

CNw

lt

th•I 1tW

mt'

•

hll\tl

l

•tttngl

a

""1

lultt

n*ll •'"

h(lt\I

0.... •

IN

,,_,

,. , I l>rt"•lt.11t

Q"P

a

nd

topl~~t.ort l1t'1•~

()wi.<:• r'W1

~·~"'4

,.,,.

IWl~·no

••

rn

H.H

tnbt\'

0.,,.-,"""

I

•""°

.c.i

l'U

• I thfll tlH

f"'Q h11ta

;1 hee11ng•

It

~

°'""

..

mev1

ttw

-.

h.t>

i"la

--035-045mm

Adjustment

data

_,.

__

-_.l

., i.G

g

t.

-

()

QJO""'

2'

1110-t<>on

OO

! r

1

1·oc

'

!'0""!'!

11C*

tt

...

l ' •

C

h.ckmv

tha

tper

k

pl

ug

gap

Recommended

lubricants

Compon~

t

Ouentit'

r,

pelvi•

co1

lty

0 Gu

,bo

•

200

ct

10

Jb

po

n1l

Tvpe A A

lf

or SAE

IOW

IJO molar

oU

0 ,

""''

di

-v

• t

hl

lf'I

A

.J

rtt(luU"'

Aaro'-0' ch1

1n lut>ncent

(D

rrori

1

'°'

'

h.ibe~

AJ •

•au!rtd

Gennr1I

purpoH

oreate

0 \.\-'hftl

be1

nng

1

At teQ

v••MI

U'Qh

mtll

ll'

'O

J>Ot'll greue

<D

St"""V

h.,.

d

AJ

lttQUlted

Ge

ner

t l

purpe>se

grease

be•"''9•

@ s"'

""'tio0

•"''

AJ

1.au

ued

Gentr•I

purpoH

grnH

~"''''tV

·

(!)

H•r~tl

eb•

t

lttver

As

1euuued

M

OIC

)f 011

or

W04

0

()1¥01•

@ S

ttt

ndDt'IO

IS

A

.!

1ec1u11ed

Mo lor Otl

Of

W04

0

©

Cc>f'

t10I C

f't

>I• •

At roc1ul10'1

G1rne1al

pu1

pc>se 011

Gearbo•

011

filler, level

and

drem

plug locetiqns

Filler plug

Level screw

Oram

plug

RDUTINI

MAINTINANCE

GUIDI

j

Routine

maintenance

Periodic routine maintenance is a continuous process which

should commence

immediately

the machine is used. The object is to

maintain all adjustments and

to

diagnose and

rectify

minor

defects

before

they

develop

into

more

extensive. and

oflen

more expensive.

problems.

It

follows

that

if

the

machine is maintained properly,

it

will

both

run and perform

with

optimum

efficiency.

and

be less prone to

unexpected breakdowns. Regular inspection

of

the

machine

will

show

up any parts

which

are wearing. and

with a little

experience.

it

is

possible to obtain

the

maximum

life

from

any

one component,

renewing

it

when

it

becomes

so

worn

that

it

is liable to fail.

Regular cleaning can be considered as

important

as

mechanical

maintenance. This

will

ensure

that

all

the

cycle parts are inspected

regularly and are kept free

from

accumulations

of

road

dirt

and grime.

Cleaning is especially

important

during

the

winter

months

. despite

its appearance

of

being a thankless task

which

very soon seems

pointless. On the contrary,

it

is during these

months

that the

paintwork,

chromium

plating, and

the

alloy casings suffer the ravages

of abrasive

grit

. rain and road salt. A couple

of

hours spent

weekly

on

cleaning the machine

will

maintain its appearance and value, and

highlight small points. like chipped paint, before

they

become a serious

problem.

The various maintenance tasks are descr

ib

ed under

the

ir respec­tive mileage and calendar headings. and are accompanied by diagrams
and

photographs where pertinent.

It should be noted

that

the

intervals

between

each maintenance

task serve only

as

a guide.

As

the

machine

gets

older. or

if

it is used

under particularly arduous conditions,

it

is advisable

to

reduce the

period

between

each check.

For ease

of

reference

most

service operations are described

in

detail under

the

relevant

heading. However, if

further

~eneral

inf_or-

mation is required,

this

can be found under

the

pertinent Section

heading and Chapter

in

the

main

text. . •

Although

no

special tools are required

for

rout1~e

mamtena~ce

,

a

good selection

of

general

workshop

tools

is

esse~t1al:

Included

in

the

tools

must

be a range

of

metric

ring

or

combination

spanners, a

selection

of

crosshead screwdrivers, and

two

pairs

of

circlip pliers, one

external opening and the

other

internal opening.

Additiona

lly.

owing

to

the extreme tightness

of

most

casing screws on Japanese machines,

an

impact screwdriver, together

with

a choice

of

large

or

small cross-

head screw bits, is absolutely indispensable. This

is

particularly so

if

the engine has

not

been dismantled since leaving the factory.

_,,..--'

Cleaning

the

machine

Keeping

the

motor

cycle clean should be considered as an

important part

of the routine maintenance,

to

be

carried

out

whenever

the need arises. A machine cleaned regularly

will

not

only

succumb

l

~!iS

speedily

to

the

inevitable corrosion

of

external surfaces. and hence

maintain

its mark

et value,

but

will

be far more approachable when the

time comes

for

maintenance

or

service

work

. Furthermore. loo

se

or

failing components are more readily spotted

when

not

partially

obscured

by

a mantle

of

road grime and oil.

Surface

dirt

should be removed using a sponge and warm, soapy

water

; the

latter

being applied copiously

to

remove the particles of

grit

which

might

otherwise

cause damage

to

the

paintwork

and polished

surfaces.

Oil and grease

is

removed

most

easily

by

the

application

of

a

cleaning solvent such as 'Gunk'

or

'Jizer

".

The solvent should be

applied when

the

parts are still

dry

and worked

in

with

a sti

ff

brush.

Large

quantities

of

water

should be used when rinsing

off

, taking care

that

water

does

not

enter

the carburettors.

air

cleaners or electrics.

If

desired a polish such

as

Solvol Autosol can be applied

to

the

aluminium alloy parts to restore

the

original lustre. This does not apply

in

instances.

much

favoured

by

Japanese manufacturers. where the

components are lacquered. Application

of

a wax polish

to

the cycle

parts and a

good

chrome cleaner

to

the

chrome parts

will

also give a

good finish .

Always

wipe

the machine

down

if

used in the w et. and

~ake

sure the chain is

well

oiled. There is less chance

of

water

getting

m~o

control cables

if

they

are regularly lubricated .

which

will

prevent

stiffness

of

action

.

Rout1nemall1181181IC9

n.

cheddisC

lhowr1

below

should

be

carried

out

poor

to

rid

ng

the

m8Chine

NCh

day

The

procedure

should

take

only

a

few

moments

end

wiU

reduce

the

risk

at

~ed

fa

re

fn

use

(aJ

Check

brake operauon

bJ

Check throttle operation eng e

stopped

(cl Chee\

tyre

pressures and ch for

damage

d Check the e ectrlcal

1JY51em

(el

Check

f11

fevel

ThrM

monthly,

or

every

1000

miles

1

lubricating

the

control

lever

points

The handlebar lever

plvot

should be lubricated

us

ng

motor

oil

from an o I can or one

of

the g nerel-purposc aerosol

ma

ntenance

sprays

such

es

WO

40

Ch

c that the lever

pivots

are secure

and

unworn.

and

that

the

control operate

moothly

2

lubricating

the

stand

pivots

Lubncat tho stand pivots using engine

oil

or

a general purpose

melntenanc aerosol such as

WO

40

Ensure that the stand operates

smoothly

and

retracts fully Check the condition

of

the return spring

r newing

11

if

11

11

weakened

or

damaged

3

lubricating

and

adjusting the final drive chain

Place the machine on

its

centre stand so

that

the rear wheel

is

raised clear

of

the ground. Using

an

old rag.

wipe

off

any accumulated

road

dirt

from

the chain Lubricate tho chain, using one

of

the

proprietary chain lubricant aerosol sprays. ensuring that the whole

chain is coated and taking care

10 avoid getting lubricant on the rear

wheel or tyre.

Check

the

amount

of up·and

down

play in

the

chain. Make the
check several times, turning the rear wheel between checks Chains
rarely

wear

evenly in service , and the significant reading is where the

chain is at

its

tightest point.

If

correctly adjusted, the chain should have a

total

of

20

mm

(f in)

up and

down

movement.

If

adjustment is required. slacken the rear

wheel spindle nuts and move each

of

the snail cam adjusters by an

equal amount,

to

preserve wheel alignment. Tighten the wheel spindle

nuts and recheck the adjustment.

IO

mm

T /

~

l

10

mm

Final

drive

chain free

play

measurement

Lubricate

the

chain using an aerosol

lubricant

4 Checking

the

spark

plug

Remove

the

plug

cap

and

unscrew

the spark

plug. Check t

condition

of

tho

plug

electrodes.

compari

ng

it

with

the

colour

sectl

in Chupter

3.

Where

necessary, clean or

renew

the

plug.

For furth

information, refer

to

Chapter 3 Section

6.

5 Cleaning

the

exhaust

baff

le

Remove

the

single

screw

which

retai

ns

the

exhaust

baffle

in

end

of

the

silencer. Withdraw

the

baffle

and

remove

any

ca

deposits, using a

wire

brush

If

the

baffle

proves

difficult

to

remove,

the carbon

build

up

seems

heavy,

refer

to

Chapter

2,

Section

8.

R

emo

ve the

single

screw

at

the

end

of

th

·1

e

s1

encer

...

6

Checking

the

gearbox

oil

level

Place

the

machine 0 't

level

screw

from

the

.

~1 ~stand

on a level

surface.

Re

gearbox

oil

is

up

to

ther;g

tj

and

engine

casing

and

chtCk

the

right-hand

engin

ev~

of

the

threads.

Where

nece

automatic

transmissio~

~

~~ud(

and

unscrew

the

tiller

required.

ui

ATF)

or

SAE

10W

30

• then pull

out

the baffle

for

cleaning

Oil

should be level

with

plug threads

Top up using funnel.

or

gear oil squeeze pack

•

7 Ch«lcing

the

eltlctricel

system

Pl•ce

the

m11chlne

on

Its

stand.

atwt

the

engine

end

dow

•

ID

idle

Outck

the

oper•tlon

of

the

lights. breke

light

awltchee

end

ham.

eod elso the

tum

slgnels where fitted Replece

any

blown

bu._

end

rectify anv

other

feult. referring to Chepter 8 for further

lnformedan

8 Checl<ing

snd

adjusting the brakes

The setting

of

the brake ceble edju1ters

will

very according

to

personal requirements ,

but

as e general guide

the

brakas ahould

start

to

operate almost

as

soon

as

the lever begins

to

move, but

without

causing drag

when

released

If

there

11

Insufficient travel aveilable et

the adjuster, screw

it

fully home, then reposition the

lower

end

of

the

inner cable in

its

cleat at the operating lever. Make any fine

adjustments using the threaded adjuster.

Slacken locknut (arrowed) then reset the adjuster

Slacken retaining

nut

(arrowed)

to

reposition cable inner in

the

cleat

9 Checking

and

adjusting the idle speed

The engine idle speed should be checked

with

the

machine

on

lta

stand and the rear wheel clear

of

the ground and free

to

rotate. The

engine should be

at

normal runn ing temperature, so make

the

check

immediately after a run.

Start

the

engine and

allow

it

to

Idle. Using

the

adjuatlng screw et

th~

han~lebar

end

of

the cable, set

the

Idle

speed

at

the

llowell

~ehable

t1ckover. The rear wheel may

tum

during

the

ed)ustrnent,

It

should be possible

to

stop

it

easily

If

the

rear brake

Is

applied. M

Routlne

.........

•11:e

....

tD

....

the

engine

the

Ille

speed

19

...

too

high

and

the 1

S1

......

dutch

wll

have 9taf'ted

IO

engege

IMPORTANT NOTE:

It

Is

wr.t

m.t

the

enfl""'

idle

~

Is

,,,.,,,alned

corrKt/r

.,

a#

ttmn.

If

the

Idle speed ls

set

too

high. the

MllOmatic clutch

may

come

mto

~11tton

when

the

machine ls

wpposed

to

be

at

a standst

'/,

• potentially dangerous

slru11t1on

If

clutch drag s

stfll

evi<Mnt

llfter

Idle

sf)ttd

adjustment. dismantle

and

check

the

dutches (see

Chapter

1

for

det1111&}

Six

monthly.

or

every

2000

mrlu

Carry out the operations descnbed under the three monthly

1000

m e head ng then complete the following

Changing the gearbox

oil

The gearbox oil should

be

changed

with

the eng ne

at

normal

operat

ng

temperature

to

ensure that

it

drains fully and eas ly, taking

with

t any contamln:ints. For this reason the

job

should be undertaken

1mmed1atcly after

tho

machine has been run

Remove

the

right hand engine shield

by

releasing the single

cheese head

screw

and the

two

cross head screws which secure

it

to

the frame Place o tray

or

bowl

of

at least

400

cc (1.0

Imp

pintl

capacity beneath the drain

plug

Remove the drain plug filler plug and

the oil level plug and

allow

the

oil

to

drain completely.

2

Gearbox

oil

filler.

level

and

drain

plug

locations

1

Filler

plug

3

Drain

plug

2

Level

screw

Gearbox drain

plug

is located on underside

of

the crankcase

Refit the

chin

plug. Ullng a

new

l88llng

...._If

tighten

it

securaty. Top

up

with

SAE

1C:JN/30

mo&arol

automatic transmission fluid

CA

TFJ

untU

the

oll

just

begJn9'

from

the

level hole. Refit and secure

the

level

end

fller

the right-hand engine shield.

2 Lubricating the control cables

Before adjusting the control cables. lubricate

them

using

or

a general purpose lubricating oil.

It

will

be

necessary

to

free

upper end

of

the cable

to

gain access

for

lubrication. In the case

of

brake cables. release the

lower

end

of

the

inner

cable

from

Its

cleat

the operating arm. The upper end can

now

be

pulled clear

of

the

I

stock and disengaged

Pull back the

twistgrip

rubber

to

expose

throttle

cable

cable suspended

•----

vertically

cablfl

lubriur.d

-

""".,,

oil

dripl

from

far

Md

Oiling a

control

cable

To

free thtl throttle

cmle.

wort

the

twiatgrip

rubber

pen

way

on

the (Wlatgrlp barrel

to

8xpoM

the

inner

cable

end

nipple

Pu the cable

outer

1111(1

diMngage h from

the

twistgrip

hou

ng then unhook the

1nner

Cheek

the exposed section

of

Inner cable carefu

ly

Any

broken

.irande are Indicative

of

Imminent

fa lure and

the

cable ahou d be

renewed

without

delay Remember

that

a broken atrand cou d easi

ly

jam the cable.

Support the cable

upright

by

taping

It

to

the handlebar Form a

small funnel using Plasticine

or

by

tap

ng o plastic bag orou

nd the

outer cable as ahown In

the

accompanying

lino

draw

ing

Add a

few

teaspoons

of

oil

and

allow

It

to

work

through

the cable

until

It

emerg s

at

the lower end

If

possible. leave tho machine overnight to ensure

that the oil

works

through.

A quicker method requ ires the use

of

o proprietorv cable oiler.

available from

most

motorcy

cle dealers. These deVtce cla

mp

around

the cable. Oil is then forced through

th

e cable by turning a screw.

Newer types use a smaller

fitting

. through wh

ich

a maintenance spray

such

as

WO

40

can be introduced

3 Lubricating the

front

fork

tubes

To minimise wea r pull

dow

n the fork dust seals and remove any

accumulated dirt. Apply

gr

ease to

the area

around the

bottom

of

the

upper tubes and re

fit

the dust seal.

4 Cleaning

and

oiling

the

air

filter

The air filter

must

be kept clean

if

it

is

to

function efficiently.

If

allowed

to

get

badly choked, fuel consumption

will

increase

<1nd

the

engine will run badly, due to t

he

excessively rich mixture.

Pull

off

the rubber adaptor hose

which

connects the carburettor

and

the intake silencer. Prise

out the

wire

mesh filter element from the

mouth of the carbure

ttor

.

Wash the e

lement thoroughly in clean petrol. repeating the

operation until all

dirt

and old oil has been removed A

llow

the element

to dry, then soak

it

in clean engine oil before refitting

it

Remove

air filter element, wash

in

petrol and re-oil

5 Decarbonising the engine . . . t

To maintain efficient running

of

the

engine

1t

1s

necessary

0

remove the build

up

of

carbon

from

the cylinder head. exhaust port and

O.en

off

the carbon

from

the

cyllnder held

Ullnl

•

to

~d

sc:ratchlng

the

elloy

turfece

Though not

1111111111.

Internal aurfece can

be

polished

to

reduce

the

rwte

at

which

builds

up

In

the

future, using a proprietary

metal

polleh

auah

• 8otilf

Autosol

Remove the left-hand engine casing end

tum

the generator ratOr

unti

l the piston Is about t In from the

top

of

the

bore Apply •

llMlf

of

grease

to

the

exposed bore surface

to

trap any

loote

cerbon

then

carefully clean

off

the piston crown . Gre1t care must

be

taken

to

avoid

d mago

to

the piston material or the bore surface.

Wipe

out

the resulting debris, than turn the rotor

to

lower

the

piston slightly (do

not

expose the piston ports)

Wipe out

the

gre1H

and trapped carbon

to

complete the operation.

Usi

ng

a screwdriver

or

a similar tool, clean

out

the exhaust port,

taking care not

to

damage the piston. Clean

out

the exhaust pipe

In

a

similar manner.

Reassemble the cylinder head and the exhaust system. Note

that

the cylinder head nuts should be tightened progressively,

in

a diagonal

sequence to 1.2 kgf m (8.7

lbf

ft).

6 Checking fittings

and

fasteners . . .

Give the whole machine a close visual examination, making sure

that all fast

en

ers are secure and undamaged. Apart from

the

obvious

purpose of

pr

eventing the unintentional departure

of

any

loose

component. the check affords the opportunity

to

make any necel'.5ary

running repairs

to

areas which

might

otherwise have gone

un~ot1ced.

It

is preferable to make this check immediately after the machine has

been cleaned.

Yearly.

or

every

4000

miles

Ca

rry out the operations described under

the

three

monthly/1000

mi

le

and the six monthly/

2000

mile headings, then complete the

following

1 Checking the

contact

breaker

points

and

ignition

timing

Ch

eck and where necessary reset

the

contact breaker gap as

described in Chapter 3, Section 2, then check

the

ignition

timing

as

de

sc

ribed in Section 4

of

Chapter 2.

2

Checking

and

overhauling

the

swinging

arm

assembly

The swinging arm bushes should be checked

for

free play and

renewed

or

lubricated as appropriate. The procedure is detailed

in

Chapter 4. Section 6.

3 Overhauling

and

adjusting the steering

head

bearings

Dismantle, check and lubricate the steering head bearings as
described in Chapter 4. Section 3. Reassemble the steering head.
ensuring

that

the head race adjuster

nut

is set correctly. See Chapter

4, Section 4

for

details.

4 Checking

and

overhauling the wheels

Check

the

wheels

for

trueness and damage as described In

Chapter 5, Section

2

or

3 as appropriate. Check the wheel bearings for

free play and renew as necessary. Remove the wheels and grease

the

wheel bearings. Refer

to

Chapter 5, Section

8.