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G3L G3LS G3LC G3LCS (G80 G80S G80C G80CS)

1. check content of TELEDRAULIC leg and top up DEALERS SERVICE ONLY Dealing with one leg at a time remove top securing bolt taking care to observe the location of the spacing washers on it Remove bottom securing bolt and take away the leg Using a suitable clamp encircling the outer tube adjacent to the bottom pivot lug grip in a vice and loosen the pivot lug Then holding leg vertically bottom end uppermost carefully remove the loosened pivot lug and gripping the exposed end of the damper tube with the fingers raise and tower several times pumping action after which pour the oil contents into a graduated measure It may be necessary to repeat the pumping action to eject oil from underneath the damper valve and finally the open end of tube should be supported above the measure and left to drain for several minutes if the leg contained the correct amount of 75 256025 should have been drained out into the graduated measure leaving 10 7307 which cannot be withdrawn All that now remains is to pour carefully back into the leg exactly 75 c c 25 025 of oil after which the pivot lug may again be screwed on and securely tightened down to prevent oil leakage when the leg is re fitted after which the other leg may be dealt with in a similar manner NOTE Shortage of oil is evidenced by very lively action PROP STAND The prop stand hinges on a bolt which passes through a lug brazed
2. free or neutral position See illustration 3 Kick starter lever Vertical pedal on right hand side of gear box Lighting switch In top of head lamp Controls lamps by a rotating lever which has three positions 1 OFF Lamps not on 2 L Pilot bulb in head lamp and rear lamp and speedometer lamp on 3 Head and rear lamp and speedometer lamp on Ammeter In top of head lamp Indicates flow of electric current in or out of battery Charge Discharge Horn switch Press switch on right handlebar Gear box filler cap Located on top edge of kick starter case cover Allows insertion of lubricant and access to clutch inner wire Footrest for rider Petrol tank filler cap Located in top of fuel tank To release slightly depress turn fully to the left and then lift away There are two locking positions The middle position between the fully tightened down and lift away positions is in the nature of a safety device to prevent loss that might be occasioned by unauthorised meddling Oil tank filler cap Located on top edge of oil tank The construction and operation is exactly as the petrol tank filler cap Dipping switch Trigger switch on left handlebar Used to select normal or dipped beam of head lamp when main lighting switch lever is in the position The head lamp bulb has two filaments 8 If any adjustment is made to the rear brake pedal make certain the brake does not bin
3. 57 REAR SUSPENSION The rear wheel is mounted in a fork that is hinged just behind the gear box The hinge has robust plain bearings lubricated from a reservoir of 1 fluid ounces 42 6 c c of heavy gear oil which is sufficient to last almost indefinitely Provision is however made for replenishment should same be required A small screw will be observed In the right hand end cap of the hinge bearing upon removal of this screw oil can be injected into the reservoir the screw orifice operating as a level control MAIN FRAME LEFT LOOP MAIN FRAME fy TUBULAR fy RIGHT LOOP MUDGUARD ud SUPPORT Io TOP PIVOT BOOY TOP COVER TUBE BOTTOM COVER UBE _ NUT SUPPORTING D COVER TUBE AND 3 A SPRING BOTTOM PIVOT ae BOLT NUT N FORK END NG PROJECTION FOR CAM LOCK NUT T FORK HINGE BOTTOM PIVOT BODY BEARINGS PIVOT BOLT FORK END Illustration 20 Showing rear sprung frame and TELEDRAULIC legs The rear wheel fork is suspended on springs located in the two TELEDRAULIC legs joining the rear of the fork to the main frame rear loops and the spring action Is damped by hydraulic dampers identical in design to those used in the TELEDRAULIC Front Fork Assembly The hydraulic fluid used is one of the grades of oil specified in the Lubrication Section for use in the TELEDRAULIC Front Forks The recommended quantity for each leg is
4. with a cloth moistened with petrol Take care to replace brushes in their original positions otherwise they will not bed properly on the commutator If after long service the brushes have become worn to such an extent that the brush flexible wire is exposed on the running face or if the brushes do not make good contact with the commutator they must be replaced by genuine LUCAS brushes The commutator must be free from any trace of oil or dirt and should have a highly polished appearance Clean a dirty or blackened commutator by pressing a fine dry cloth against it while the engine is slowly turned over by means of the kick starter It is an advantage to remove the sparking plug before doing this If the commutator is very dirty moisten the cloth with petrol At every 10 000 miles the complete dynamo should be handed to a Lucas Service Station for dismantling replacement of worn parts cleaning and lubrication Electrical breakdown of the dynamo is most unusual and therefore before assuming this unit is defective it should be tested as follows Check that the dynamo regulator and battery are correctly connected To remove the dynamo see page 80 Test Dynamo in position by a Remove the two wires from the dynamo terminals and connect the two terminals with a short length of wire b Start the engine and sec to run at normal idling speed c Connect the positive lead of a moving coil voltmeter calibrated not l
5. 16 17 CONTROLS Throttle twist grip On right handlebar Twist inwards to open When fully closed engine should Just idle when hot Air lever Small right handlebar Pull inwards to increase air supply to carburetter Once set when engine has warmed up requires no alteration for different road speeds Should be fully closed when starting engine from cold Ignition lever Small lever on left handlebar Advances and retards ignition point Pull inwards to advance on touring models retard on competition models Retard two fifths of total movement for starting Valve lifter lever Small lever close to clutch lever Lifts exhaust valve from seat releasing compression in combustion chamber enabling engine to be easily rotated for starting Also used for stopping engine if throttle stop is set as advised above Clutch lever Large lever on left handlebar Grip to release clutch so that drive to rear wheel is disconnected Front brake lever Large lever on right handlebar Grip to operate front wheel brake and for normal braking use in conjunction with rear brake application Rear brake lever Pedal close to left side foot rest Depress with left foot to apply rear brake Apply gently and use increasing pressure as the road speed decreases Gear change lever Pedal horizontal position close to right foot rest Con trols selection of the four speeds or ratios between engine and rear wheel revolutions with
6. CARBURETTER TUNING INFORMATION Poor idling may be due to Pilot jet not operating correctly Air leaks Either at junction of carburetter and inlet port or by reason of badly worn inlet valve stem or guide Faulty engine valve seatings Sparking plug faulty or its points set too closely Ignition advanced too much Contact breaker points dirty pitted loose or set too closely High tension wire defective Rockers adjusted too closely Heavy petrol consumption may be due to Late ignition setting Bad air leaks Probably at carburetter joint Weakened valve springs Leaky float Causing flooding Taper needle extension insufficient Poor compression due to worn piston rings or defective valve seatings Test compression with throttle wide open oe ESN N of SAL ER Sk RT LOW GEAR ON MAINSHAFT E LOW GEAR ON LAYSHAFT THIRD GEAR ON MAINSHAFT F THIRD GEAR ON LAYSHAFT SECOND GEAR ON MAINSHAFT G SECOND GEAR ON LAYSHAFT MAIN DRIVING GEAR H SMALL PINION ON LAYSHAFT Section through gearbox showing gears and clutch with actuating mechanism Illustration 16 41 TRANSMISSION SERVICE THE GEAR BOX The gear box provides four speeds and has a positive foot change operated by the right foot and a kick starter It is retained to the frame by being clamped between the two engine rear plates by two bolts The bottom fixing bolt acts as a pivot The top fixing bolt passes through the gear box top lug a
7. KING 5 NUT ON CENTRE SOLID SPINDLE 6 RIGHT HAND SIDE CAM RING FOR ADJUSTING BEARING 9 ROLLER PART OF LEFT SIDE TAPER 7 NUT LOCKING SPEEDOMETER GEAR HOLLER BEARING Keene 20 BRAKE DRUM AND 8 SPACER BETWEEN SPEEDOMETER GEAR SPROCKET TO HUB BOX AND RIGHT HAND SIDE TAPER ROLLER BEARING 21 REAR BRAKE COVER PLATE OIL SEAL 22 BRAKE LINING 10 COLLAR ENCIRCLING RIGHT HAND OIL 23 BRAKE SHOE SEAL 24 SPIGOT BUSH FITS IN LEFT HAND FORK 11 CIRCLIP LOCATING RIGHT HAND SIDE END TAPER ROLLER BEARING 25 NUT ON CENTRE SOLID SPINDLE 12 WASHER RETAINING OIL SEAL ONE PET HAND SDE CAM EACH SIDE OF SEAL 13 SPACER BETWEEN OIL SEAL INNER 27 SPRING FOR BRAKE SHOE WASHER AND TAPER BEARING 23 BRAKE DRUM AND SPROCKET 65 Illustration 23 Showing exploded view of hub bearing components in the order of assembly Upper part is that of front bearings Rigid and Spring Frame Models Lower part is that of rear bearings Spring Frame Model only Rigid Frame Models Identical except for items 28 to 32 1 CIRCLIP 19 SPACER BETWEEN BEARINGS 2 WASHER METAL OUTSIDE OIL SEAL 20 TAPER BEARING OUTER CUP CAGE FOR 3 OIL SEAL ROLLERS AND ROLLERS THESE ARE NOT SUPPLIED SEPARATELY AL 4 SPACING COLLAR ENCIRCLING OIL SEAL ROLLERS ARE NOT SUPPLIED 5 WASHER METAL BETWEEN OIL SEAL SEPARATELY 21 SPACER BETWEEN SEAL WASHER 6 OUTER RACES 2 OFF CENTRE SPINDLE AND T
8. See page 90 for particulars of special timing disc graduated in degrees Replace Rocker box side cover Contact breaker cover Magneto chain case cover Sparking plug see note on page 37 re graphite on sparking plug thread and Sparking plug wire 35 Illustration 14 M EH 3 2 The rotating oil pump plunger is here shown partially with drawn together with the guide screw which registers in the plunger profiled groove thereby providing the recipro cating movement DOWEL PEG LOCATING TIMING GEAR COVER BUSH FOR INLET CAMSHAFT PLUNGER FOR OIL PUMP BOLT FIXING REAR END CAP BOLT FIXING REAR END CAP REAR END CAP FOR OIL PUMP TAPPED HOLE FOR PIPE RETURNING OIL TO OIL TANK TAPPED HOLE FOR PIPE FEEDING OIL TO OIL PUMP By courtesy of Motor Cycling 13 14 36 TAPPED HOLE TO ACCOMMODATE CRANKCASE DRAIN PLUG CRANKCASE TIMING SIDE GUIDE SCREW AND PIN FOR OIL PUMP PLUNGER PLUG SCREW FOR OIL PASSAGE PLUG SCREW FOR OIL PASSAGE BUSH FOR TIMING SIDE FLYWHEEL AXLE TO REMOVE AND REPLACE THE PUMP PLUNGER Remove Lower end of rocker box oil feed pipe by unscrewing union nut Both oil pump end caps Oil pump plunger guide screw with pin See illustration 14 No 11 Oil pump plunger by pushing at front and extracting from rear end of its housing Replace by Reversing above procedure NOTE Remember there Is a paper washer un
9. c Harsh driving methods Misuse of acceleration and braking CLEANING THE MACHINE Do not attempt to rub or brush mud off the enamelled surfaces because this will soon destroy the sheen of the enamel Mud and other road dirt should be soaked off with water The best method is to use a small hose taking care not to direct water on to the engine carburetter magneto and other such parts As a poorer substitute a pail of water and sponge may be used After washing down with water the surplus moisture should be removed with a chamois leather and when the enamelled surfaces are thoroughly dry they may be polished with a good wax polish and soft dusters Such parts as the engine crankcase and the gear box can be cleaned by applying paraffin With a stiff brush and with a final application of petrol will come up like new CHROMIUM PLATING Under some climatic conditions a rusty looking deposit may be observed on ferrous parts that are chromium plated This is not ordinary rust ferric oxide but is a salt deposit that in most cases and in its early stages can be quickly and easily removed with a damp chamois leather In stubborn cases it may be necessary to use a special chromium cleaning compound Lack of attention will lead to more serious damage The safest precaution during Winter is to wipe over all chromium plated parts with a soft rag in TEKALL which is a lanoline base rust preventative marketed in small tins a
10. each leg via we 3 fl 025 85 cc Rear wheel fork hinge bearing s 2 1 fl ozs 42 6 Fuel tank Rigid and Spring frame m 4 3 gallons 13 638 litres Fuel tank Competition us T P Agallons 10 2285 litres Oil tank to top level mark ds i 4 2 557 litres On Spring Frame Models only Carburetter 350 500 Type wes Vus uae at ce wie Ls ES 76AE IAK 89B IAK Main jet size no air filter fitted Ae s 28 m 150 180 Main jet size air filter fitted See E M 130 160 Throttle valve size ne 59 ad ses e 6 4 29 4 Jet taper needle position ues E e ES 3rd notch 2nd notch m from too from top Jet taper needle position fair filter fitted ze 2nd notch 2nd notch from top from top Chains Number Part Models Location Pitch Width of Links number 350 Competition Front driving vin 305 in 65 110046 65 350 Touring Front driving vin 305 66 110046 66 500 Front driving 1 305 66 110046 66 500 Touring Front driving vin 305 in 67 110046 67 All rigid models Touring Rear driving 380 in 94 110056 94 All spring models Rear driving in 380 in 98 110056 98 All competition rigid models Rear driving in 380 in 90 110056 90 All models Dynamo 36 in 225 in 49 110038 49 All models Magneto 36 in 225 in 46 110038 46 DYNAMO AND MAGNETO CHAINS ARE ENDLESS NUMBER OF LINKS OF FR
11. purposes the recommended grade and quantity of oil will give the most comfortable ride FRONT FORK TOPPING No part of the TELEDRAULIC Front Fork requires individual lubrication but it is advisable to check the oil content once every five thousand miles The normal content as already stated is 6 fluid ounces 184 6 each side Support motor cycle vertically with weight on both wheels A steady under each foot rest is the best method Unscrew the hexagonal plugs at top of fork inner tubes These are on level with handle bars and attached to them are the damper rods Have a graduated measure of not less than 10 fluid ozs capacity available in which to catch and measure the oil Remove the drain plug from the bottom ofa slider and catch the oil which drains out Then reinsert drain plug and work the top plugs to which damper rods are attached up and down pumping action making upward strokes as violent as possible but using only fingers to do so This pumping action is to eject any oil trapped in the damper tubes above the damper disc valve Wait two minutes and again remove drain plug Repeat the action until no further oil can be drained off when if the fork had the correct oil content about 6 fluid ozs 170 4 will have been drained off If less add to make this quantity or reduce if an excess quantity has been drained off Next refit drain plug and carefully pour into the top of the tube being checked exactly 6 fl
12. 85 c c or a trifle under 3 fluid ozs of S A E 20 grade of one of the brands specified For abnormal loads the next heavier S A E grade may be used but unlike the front fork recoil damping as well as maximum load capacity is increased by this alteration of grade alone and under no circumstances should the oil content of each leg exceed 90 or roughly 3 fluid ozs Unless serious doubt exists as to the correct functioning of the rear legs owners are advised to leave well alone Should the need arise however the oil content of each leg should be separately checked as follows 58 010262 RUBBER BUSH TOP PIVOT 016059 016206 SPACER COLLAR 016343 d LOCK NUT 000074 L BUFFER 016251 O16291 SEALING RING 016082 LEATHER WASHER 016342 DAMPER ROD MAIN SPRING 016406 INNER TUBE 016410 TOP COVER TUBE 016408 016072 PLUNGER SLEEV le JE fr CLIP LOCATING SLEEVE 016339 Hi UPPER BUSK 016077 Vap y STOP PIN 010721 pl iw rn VALVE O16304 i o NUT 000005 ESD NUT SUPPORTING O10719 VALVE SEAT MU RI EA 016082 LEATHER WASHER TUBE AND SPRING 016075 LOWER BUSH ADR CIRCLIP RETAINING BUSH 016407 OUTER TUBE 016349 DAMPER TUBE BOTTOM PIVOT 015060 016324 SEALING WASHERS 010262 RUBBER BUSH 016206 SPACER Illustration 21 Showing Ghost view of TELEDRAULIC leg 59
13. ADJUSTING SCREW 18 3 SCREW SECURING LOCKING CLIP TO 12 FIBRE WASHER FOR HOLDING BOLT BODY TOP 13 PART OF FLOAT CHAMBER 4 TOP FOR MIXING BODY 14 BOLT HOLDING FLOAT TO 5 RING FIXING TOP TO MIXING BODY MIXING BODY 6 TAPER NEEDLE FOR NEEDLE JET TOP 15 PLUG SCREW FOR PETROL PASSAGE IN NOTCHED END SHOWN FLOAT CHAMBER 7 MIXING BODY 16 UNION NUT FOR MIXING BODY BASE 8 CLIP LOCATING JET TAPER NEEDLE 17 LOCK NUT FOR PILOT JET AIR SCREW 9 AIR BALANCE PASSAGE 18 SCREW FOR PILOT JET AIR ADJUSTMENT 10 PASSAGE ALLOW MIXTURE FROM THE PILOT JET MIXING CHAMBER 19 STOP SCREW FOR THROTTLE PASS TO THE CARBURETTER MAIN BORE 20 LOCK NUT FOR THROTTLE STOP SCREW AND THENCE TO THE INLET PORT OF THE ENGINE 21 RING FIXING TOP TO MIXING BODY 39 G M CARBURETTER ADJUSTMENT To ascertain ifthe setting is correct a rough test Is to warm up the engine and with the ignition fully retarded and the air about three quarters open gradually open the throttle to full open during which the engine should respond without a misfire but upon a sudden opening of the throttle it should splutter and stop The engine should not be run for more than a few seconds with the Ignition fully retarded To check the setting of the pilot jet and its air control warm up the engine then with the ignition about two thirds advanced and the air about three quarters open the engine should idle positively and evenly when the throttle
14. Inflate if necessary EVERY 500 MILES Oil tank Drain at first 500 miles and re fill with new oil and clean felt filter Chaincase Check level of oil when machine is standing vertically on level ground when level of oil should not be less than c below bottom edge inspection orifice 19 Rear chain If dry apply engine oil with a brush 5 Battery Inspect each cell for level of electrolyte and top up with distilled water if necessary See pages 81 and 82 Level of electrolyte should just be over top of plates 23 EVERY 1 000 MILES Oil tank Rear chain Gear box Hubs Expanders Steering head Small parts Air Filter Drain at first 1 000 miles and re fill with new oil 1 Remove and soak in molten tallow wet weather 5 Add 2 fluid ounces of specified oil 12 Inject small amount of grease 2 3 Inject small amount of grease 16 Inject small amount of grease 11 Smear all moving parts with engine oil and wipe off surplus If fitted clean and re oil filter element EVERY 3 000 MILES Rear chain Brake pedal Speedometer Magneto Plug Steering head Bolts and nuts Rockers Remove and soak in molten tallow in dry weather 5 Inject small amount of grease 17 Inject small amount of grease into speedometer gear box 13 Oil wick on contact breaker Smear tappet with thin oil Clean contact breaker points and re set if necessary Clean sparking plug and re set points if necessa
15. The chainside cam has a hexagonal body to accommodate a spanner and is turned for wards or backwards to position the rear wheel so that the rear driving chain is correctly tensioned Both cams turn together The correct chain tension is such that when the machine is on the centre stand finger pressure applied to the chain midway between gear box sprocket and rear wheel sprocket in an upward and downward direction allows a total movement up and down of 1 The rear wheel should be rotated to several positions and tests made at each because chains never wear evenly and there is usually one position where the chain is tighter than in any other The adjustment of 1 7 total whip should be set for the tightest position found When off the stand and with the rider on the saddle this measurement is reduced to about 2 total whip which is the correct adjustment when on the road To adjust the rear chain Place the machine on the centre stand Slacken nut to right of speedometer gear box Slacken exterior nut on left hand end of rear wheel spindle Push forward the wheel so that both cams are in contact with the projections on the rear fork ends Apply adjustable wrench 017249 to hexagonal body of chainside cam and while maintaining a forward pressure on the wheel to ensure contact of the two cams turn with the wrench until the chain whip of 1 detailed above is obtained Then holding the wheel in that position fully re t
16. and Service The Law Tools and Special Equipment Transmission Service Useful Information Wheel Brake and Tyre Service NC RS SPARES SERVICE DEPARTMENTS HOURS OF BUSINESS FOR CALLERS MONDAYS 8 30 a m to 1255 p m 2 0 p m to 5 30 p m TUESDAYS Ditto WEDNESDAYS Ditto THURSDAYS Ditto FRIDAYS Ditto NOT OPEN ON NATIONAL HOLIDAYS 92 Page 39 10 76 26 25 52 89 15 22 23 87 58 86 87 90 42 73 62 ILLUSTRATIONS Illustration Page Printed in England CHAS F THORN amp SON LTD 58 64 Wellington Street WOOLWICH S E 18
17. be required The pilot bulb is the same as used in the rear lamp and is mounted outside the reflector It is carried on a sliding plate which may after removal of the headlamp rim and light unit be slid out for bulb replacement The reflector and front glass are made up as one assembly and the two components are not sold as separate spares The lamp is fitted with a pre focus main bulb The design of the bulb and of its holder is such that the bulb is correctly positioned in relation to the reflector and no focussing is required when a replacement bulb is fitted To remove the headlamp rim and light unit Slacken the screw on the top ofthe lamp body at the front pull the rim outward from the top and as the front comes away lower slightly to disengage the bottom tag from the lamp shell Twist the back shell in an anti clockwise direction and pull it off the bulb can then be removed light unit is secured to the rim by means of spring clips These can be disengaged from the turned up inner edge of the rim by pressing witha screwdriver blade and at the same time working away from the edge To replace the headlamp rim and light unit Lay the light unit in the rim so that the location block on the unit back engages with the forked bracket on the rim Replace by springing in the spring clips so that they are evenly spaced around the rim To replace the back shell engage the projections on the inside of the back shell with the s
18. cleaner b Mudguard type pillion seat Pillion footrests bolted on to fold up when not in use and specially designed for these machines Not on competition d Detachable luggage carrier Not on competition e Timing disc 015955 A circular timing disc graduated in degrees and made of ivorine very useful device f Valve holder for valve grinding Part number 017482 g Valve spring compressor Part number 018276 See page 29 h Pannier frames and bags for spring frame and rigid models SPARES LIST An illustrated and priced spares list is available at a cost of 2 6 post free See page 29 GASKET SETS For convenience in ordering standard sets of engine washers and gaskets as well as the washers used in the petrol and oil feed systems are stocked Full details of contents and prices are included in the Spares List 90 Neat monogram badges are now available at a cost of 1 6 plus 6d postage They be supplied as a tie pin as a brooch or for fitting in a button hole When ordering state type required BD 017254 017256 017251 amp 015023 018153 017249 017114 Illustration 38 91 INDEX Carburettor Service Controls Data Driving Electrical Service Engine Service Free Service 2 Fork and Fram Serie es Guarantee Introduction Lubrication Lubrication Chart Maintenance Service zs Rear teledraulic legs Repairs
19. core ofthe terminal and then flatten that part by either pinching in a vice or by hammering The two earth wires mentioned above are connected to the earth by securing them to the left side of the seat lug bolt which is situated just under the saddle by means of a washer and a screw t is essential that the connections are kept clean and the screw must be kept fully tight 84 LIGHTING SWITCH SPEEDO ILL 2 DIPPER SWITCH DYNAMO 5 E 2 f RES STANCE Qr REGULATOR enc BATTERY POSITIVE EARTH BLACK e S p CONNECTOR HORN i SNAP CONNECTOR TAIL LAMP Illustration 37 Wiring diagram 85 REPAIRS ano SERVICE REPAIRS The instructions regarding repairs should be clear and definite otherwise the cost may be greater than that expected We shall be pleased to give estimates for repairs if parts are sent to us for that purpose If the estimate is accepted no charge is made for the preliminary examination but should it be decided not to have the work carried out it MAY be necessary to make a charge to cover the cost of whatever dismantling and re assembly may have been done to prepare the estimate Customers desiring that old parts which are replaced with new during the course of overhaul or repair be retained must make the fact known prior to the work b
20. filter has been removed from the tank it is damaged so that the felt is perforated or the ends distorted it is essential to discard it and to fit a new filter Be careful to avoid damaging the filter or the cork washer under the hexagonal cap To remove and clean the feed pipe metal filter Release the oil feed pipe from the rubber connecting sleeve on the metal feed pipe protruding from the bottom of the oil tank The metal filter may come away with the rubber sleeve in which case there is no need to disturb it On the other hand it may remain in the oil tank bottom pipe in which case it may be withdrawn by grasping the ringed open end and pulling away After removal the filter should be cleaned in petrol and allowed to dry before re fitting Reverse the above procedure to re fit the filter and pipes ADJUSTMENT OF OIL FEED The internal flow of oil is regulated by fixed restrictions No adjustment is provided except for the oil feed to the inlet valve stem This adjustment is made by a needle pointed screw located in the right side of cylinder head See Illustration 6 lt is locked in position by a nut The approximate correct setting is one sixth of a complete turn from the fully closed position set it requires little or no adjustment Inlet valve squeak indicates the oil feed adjustment is not open enough Excessive oil consumption a smoky exhaust or an oiled sparking plug generally indicates the oil feed adjustment
21. from the rocker box bolt extensions Remove the nine bolts retaining rocker box to cylinder head Disconnect valve lifter cable Tilt upward the right hand side of rocker box and extract the two long pushrods Lay these aside so they may be identified and replaced in their original position The rocker box may then be lifted off TO REPLACE THE ROCKER BOX Carefully clean the top of cylinder head and lower face of rocker box Revolve engine until both tappets are down i e the top dead centre of firing stroke Lay the composition jointing washer on cylinder head This must be faultless If necessary renew Lay the rocker box in position then slightly raise the right hand side to allow the long push rods to be inserted into their original respective positions Insert all nine rocker box fixing bolts and note that the bolt with short head is in the centre right hand position and on 500 c c models the bolts with threaded extensions are fitted one each side of the central short head bolt Tighten each bolt in turn bit by bit until all are fully home On 500 c c models replace the engine steady stay Turn engine over several times to ensure parts have bedded home Re fix valve lifter cable Re fix rocker box oil pipe union nut using two spanners to ensure that the union screwed into rocker box does not turn while the nut is being tightened Check tappet clearances and re set if necessary 27 Inspect rubber fillet on rocker b
22. illustration 36 is used in the wire connecting the terminal of the battery to the input side of the ammeter in the head lamp It is made up of four parts part a metal sleeve is threaded internally and accommodates a collet which is placed on the end of one of the wires to be con nected in such a manner that the wire ends protrude through the centre of the collet The third metal part screws into the first and has passing through it the second of the wires to be connected The wire ends are splayed out and the act of screwing the two threaded parts together binds the ends of the two wires thereby making a good electrical contact that can be immediately broken as and when it is wished to remove the battery from the machine A rubber sleeve encircles the whole assembly serving the dual purpose of insulation and prevention of loss through vibration Illustration 36 Lucas screwed wire connector Part number 571395 SLEEVE BRASS CONNECTORS Terminals All 1952 models will have the POSITIVE battery terminal connected to EARTH The earth wires two one from regulator the other from terminal of battery and the high tension wires two one on sparking plug end of each wire from magneto to sparking plug have terminals of the solid sleeve type having an eye at the extreme end make such a connection it is necessary to bare the end of the wire for pass the terminal over the wire so that the bared end fully enters the reduced
23. in early 1941 for use under strenuous war conditions by all the allied armies it remains unaltered except in detail to this day and copied practically universally The hydraulic dampers operate in tubular members located inside the main tubes As will be seen the aluminium sliding members operate upon steel bushes attached to the bottom ends of the main tubes and also upon bakelite bushes secured to the top end of the sliders themselves Above these bushes an oil seal is fitted the object of which is to prevent leakage of oil from below into the main spring chamber The normal level of oil is well above the bottom extremity of the main inner tubes and bearing this in mind it is at once clear that upward movement of the sliders resulting from impact with road bumps in addition to meeting resistance from the main springs also causes oil to be ejected by the close fitting steel bushes This oil is forced upward through the open ends of the main inner tubes and also through the holes A Illustration 18 in the bottom of the damper tubes then past the damper disc valve which the passing oil raises off its seat As the oil level rises inside the main inner tubes air trapped is compressed thereby forming an air buffer acting as auxiliary to the main springs This displacement of oil upon impact certain amount of damper effect the extent of which increases with the violence of the shock or in other words the bigger the bump the greate
24. is almost closed f it fails to do so adjust the pilot jet air screw 18 illustration 15 inwards or outwards until even firing is obtained The pilot jet air screw is at the base of the mixing chamber and its position is locked by a nut See 17 and 18 illustration 15 This adjustment is not unduly sensitive and it should be possible to obtain the correct adjustment in a few seconds In the event of the adjustment of the air screw failing to provide the required result it is possible the pilot jet is obstructed with dirt The pilot jet is actually a passage drilled In the sprayer base or choke and is very small so there is always latent danger of this becoming choked Upon removing the float chamber and the large nut at the bottom of the mixing chamber the sprayer base can be pushed out of the mixing chamber and the jet can be cleared by using a strand of fine wire Before concluding that incorrect carburation is responsible for heavy petrol consumption and before carrying out any of the tests and adjustments described above it is most important to make sure the ignition is set correctly Late ignition usually causes a great increase in petrol consumption TWIST GRIP ADJUSTMENT A screw is provided in one of the halves of the twist grip body to regulate the spring tension on the grip rotating sleeve This screw which is locked by a nut must be screwed into the body to increase the tension The most desirable state of adjustment is
25. is open too much EXHAUST VALVE STEM LUBRICATION The exhaust valve stem is lubricated by oil fed through a passage drilled in the cylinder head adjustment is provided excess oil is by passed back to the timing gear case LUBRICATION POINTS TO REMEMBER A dirty or choked felt oil filter causes heavy oil consumption This is because the return flow of oil to the oil tank is reduced or even almost completely stopped thereby allowing an excess of oil to build up in the crankcase sump much of which passes to the piston A clogged metal strainer in the gravity feed pipe will also cause improper or no oil circulation This can only occur as the result of adding dirty oil when replenishing the tank Both end caps on pump plunger housing must be air tight Check oil circulation before starting each run 18 Illustration 6 The inlet valve guide it shown withdrawn as also is the inlet valve stern adjusting screw with lock nut PLAIN HOLE TO ACCOMMODATE CYLIN DER HEAD RETAINING BOLT GUIDE FOR VALVE CYLINDER HEAD TAPPED HOLE TO ACCOMMODATE ROCKER BOX RETAINING BOLT PLAIN HOLE TO ACCOMMODATE VALVE GUIDE TAPPED HOLE TO ACCOMMODATE CARBURETTER RETAINING STUD INLET PORT TAPPED HOLE TO ACCOMMODATE CARBURETTER RETAINING STUD PLAIN HOLE TO ACCOMMODATE CYLIN DER HEAD RETAINING BOLT 19 14 6 TAPPED HOLE NEEDLE SCREW TO ACCOMMODATE NEEDLE SCREW ADJUSTING OIL FEED T
26. is retained by a cap washer and a retaining bolt which must be fully tightened The dynamo sprocket is integral with the engine sprocket Behind the engine sprocket between the sprocket and the crankshaft roller bearing is a spacing collar which is sliding fit on the driving side flywheel axle and no circum stances must this be omitted NOTE At the first sign of transmission harshness examine front chaincase for correct oil level and dismantle and lubricate the shock absorber parts if the harshness continues For access to the shock absorber parts it is necessary to remove the outer half of the front chaincase The order of assembly of the engine shock absorber is The spacing collar between the crankshaft roller bearing and the engine sprocket The engine sprocket The shock absorber cam The shock absorber spring The cap washer The retaining nut Oar a 51 FORK amp FRAME SERVICE STEERING HEAD ADJUSTMENT The steering head frame races are of the floating self aligning type and have spherical seats Therefore they do not fit tightly in the head lug Occasionally test the steering head or correct adjustment by exerting pressure upwards from the extreme ends of the handlebars It is particularly important that the adjustment is tested after the first one hundred miles because of the initial settling down that always occurs in that period Should any shake be apparent adjust the steering head beari
27. not necessary NOTE In normal conditions tappet adjustment should not be necessary more frequently than about every five thousand miles or after decarbonising and grinding valves If adjustment is found necessary more frequently the cause should be investigated at once The tappet rods are made of Light Alloy and in manufacture the sleeve marked C in illustration 13 is fitted to the bare rod and then the push sleeve and the rod are threaded to take the adjusting screw marked A It will consequently be seen that contrary to the practice when steel rods are used it is not possible to supply and fit sleeve C to an existing Light Alloy rod Consequently the Push Rod bare will only be supplied for spares purposes complete with sleeve C already fitted and threaded 34 RE TIME THE IGNITION The maximum advance is 1 2 39 Have available a stout screwdriver or an old type tyre lever with turned up end and a piece of stout wire 51 2 long Before setting the ignition firing point it Is essential the magneto contact breaker points are correctly adjusted Therefore always check these first Check contact breaker points by Remove contact breaker cover Check setting of contact breaker points and if necessary re set same Set ignition firing point by Remove The sparking plug high tension cable from plug The sparking plug The magneto chain case cover The rocker box side cover Unscrew severa
28. of the electrolyte is so low that a hydrometer reading cannot be taken no attempt should be made to take a reading after adding distilled water until the battery has been on charge for at least 30 minutes NEVER transfer the electrolyte from one cell to another ELECTROLYTE LEVEL E Illustration 33 NEVER leave a battery in a discharged condition It must be put on charge as soon as possible Lucas PUW 7E 4 Battery Check if the electrolyte in each cell is level with the top of the separators Top up if necessary with distilled water Do not allow the distilled water to come Into contact with metals always only use a glass or earthenware container and funnel 81 Ifa battery is found to need an excessive amount of topping up steps should be taken to find out the reason For example the battery may be receiving art excessive charge in which case the regulator setting may need adjustment If one cell in particular needs topping up more than another it is likely the case or container is cracked in which event the battery must be replaced and arrangements made to clean up the battery carrier Metal parts should be well cleaned and if possible washed with a solution of ammonia or bicarbonate of soda in water went plugs should be kept clean and air passages in them kept free Re fix vent plugs tightly Keep the battery and surrounding parts particularly the tops of the cells clean and dry Brush away any sand dust
29. or road slush Battery electrolyte which contains sulphuric acid in a diluted form is destructive to practically everything except rubber lead glass or earthenware Therefore rags used to clean battery tops etc should be thrown away afterwards If put back in the tool box they will cause the tools to rust Assuming the temperature of the electrolyte is about 60 F a test with a hydrometer quickly shows the state of charge as under Reading 1 280 to 1 300 indicates fully charged Reading about 1 210 indicates half discharged Reading below 1 150 indicates fully discharged If the electrolyte exeeds this 002 must be added to the hydrometer reading for each 5 F rise to give the specific gravity at 60 F Similarly 002 must be subtracted from the hydrometer reading for every 5 F below 60 F WM Tacs SECURING 157 AMMETER LIGHTING SWITCH Illustration 34 Showing lamp panel containing ammeter at top switch and cable harness The ammeter fitted is type CZU 27 See page 85 for numbered references 82 LIGHTING AND ACCESSORIES Headlamp A LUCAS headlamp is fitted It has a panel mounted on its top retained by three screws in which is the main switch and ammeter and it also supports the cable harness See Illustration 34 bulb has double filament One filament provides the main driving beam and the other a dipped beam brought into operation by the dipping switch on the left handlebar as may
30. perceptible rim rock Not more than 1 64 rock To adjust the rear wheel bearings the wheel must first be removed from the machine but those of the front wheel can be dealt with situ A service method of ensuring correct adjustment is Slacken the lock nut Tighten the adjusting ring until all slackness has been taken up Slacken back the adjusting ring exactly one half turn Tighten the lock nut making sure that when doing so the adjusting ring does not creep round TO DISMANTLE A FRONT WHEEL BEARING These instructions need reference to the upper part of Illustration 23 Remove wheel from machine Remove nuts and brake cover plate with shoes etc from left hand side of wheel Turn to right hand side and slacken lock nut 11 Completely unscrew the adjusting ring 10 and take it away with the lock nut 11 still on it Carefully apply steady pressure on the threaded end of the wheel spindle which will in turn eject from the opposite end of the hub the cup housing for the oil seal 9 the oil seal 8 the metal washer 7 that is behind the oil seal and the outer cup 6 These may be lifted away as they emerge The front wheel spindle 6 with its two sets of rollers in cages may now be lifted out of the hub Turn to the left hand end of the hub carefully apply steady pressure on the visible washer avoiding fouling the circlip that can be seen in the hub end so that the complete left hand assembly of o
31. pick up or sparking plug Water in float chamber Vent hole in petrol tank filler cap choked EXCESSIVE OIL CONSUMPTION Excessive oil consumption may be due to a Clogged or partly clogged oil filter b Stoppage or partial stoppage in the pipe returning oil from the engine to the oil tank c Badly worn or stuck up piston rings Causing high pressure in the crankcase d Air leak in dry sump oiling system e Worn inlet valve stem or guide EXCESSIVE PETROL CONSUMPTION Excessive petrol consumption may be due to a Leaks in the petrol feed system Damaged fibre washers loose union nuts on piping defective float needle action b Incorrect ignition setting Ignition not advanced sufficiently c Defective engine valve action d Incorrect use of air control lever e Moving parts of carburetter badly worn Only possible after very considerable mileage f Bad air leak at carburetter junction STEERING UNSATISFACTORY Incorrect steering head adjustment too tight or excessively slack Pitted steering head ball races resulting from loose adjustment Wheels out of alignment Front and or rear tyre tread not correctly manipulated to run true with wheel causes handlebar oscillation at low road speed Damaged front fork main tubes resulting from impact 74 ABNORMAL WEAR Abnormal tyre wear may be due to a Incorrect tyre pressure b Wheels not in alignment
32. ring 25 and take it away with the lock nut 26 still on it Turn to the right hand end of the hub and carefully apply steady pressure on the visible steel washer avoiding fouling the circlip that can be seen in the hub end so that in turn the cup housing 24 for the oil seal the oil seal 23 the metal washer 22 that is behind the oil seal the spacing ring 21 that is between the metal washer and the taper bearing and outer cup 20 are ejected These may be lifted away as they emerge The rollers in cage 20 the centre spacer 19 and the rollers in cage 18 may now be lifted out of the hub Turn to the right hand end of the hub carefully apply steady pressure to the visible washer avoiding fouling the circlip that can be seen in the hub end so that the complete right hand assembly of oil seal and outer cup is pushed a trifle further into the hub shell This will take off pressure on the circlip thereby making its extraction an easy matter Extract circlip 12 Through the open end of the hub carefully apply steady pressure to the inner edge of the outer cup 18 so that it is forced out of the hub As it emerges it will push in front of it the oil seal plain washer 13 the oil seal 14 with its encircling spacer collar 15 the oil seal internal plain washer 16 and the spacing ring 17 between the metal washer and the taper bearing to be finally followed by the cup 18 The dismantling is then complete
33. so on alternatively till all plates are fitted Five plain plates and four friction plates on 350 c c six plain and five friction on 500 c c and all competition models Drop into the spring pressure plate the clutch spring cups Show up the spring pressure plate and insert over the studs the clutch springs retaining each one a few turns as fitted with a clutch spring adjusting nut Fully tighten the clutch spring adjusting nuts using end of spanner Part No 017254 Slacken back four complete turns each clutch spring adjusting nut Engage top gear apply rear brake and then fully tighten the engine shock absorber retaining nut Check front driving chain for adjustment Check dynamo driving chain for adjustment Check clutch operarating lever for correct free movement as detailed elsewhere Fit outer half of front chaincase by Ensure faces of both halves of chaincase are clean Take off from the rear brake rod the adjusting knurled nut Ensure the rubber and metal bands are clean and undamaged A new type of rubber band is now used and this has T section It is not symmetrical and the wider top flange or edge should be outwards Apply the rubber band by placing the narrow edge on the rear portion of the chaincase arranging it so that the join in the band occurs just to the rear of the battery carrier and applying the band first of all to the extreme forward edge of the chaincase lt is important that ends of band a
34. that when the grip is quite free and easy to operate but at the same time will stay in the position in which it is placed The complete twist grip can be moved on the handlebar by slackening the two screws that clamp together the two halves of the body most desirable position is that in which the throttle cable makes the cleanest and most straight path to the under side of the petrol tank During assembly all control inner cables are coated with a graphite lubricant This lasts practically indefinitely but should a new inner wire be fitted this must be similarly treated during assembly AIR FILTER In locations such as the United Kingdom where the roads and atmosphere are particularly free from dust it is not considered necessary to have an air filter fitted to the carburetter but in countries where the atmosphere contains a very heavy dust content an air filter is essential in order to prevent abrasive wear The filter available optional extra for the conditions mentioned above is of the Oil Wetted type and this requires periodical servicing When servicing the air filter withdraw the filter element Thoroughly wash this in petrol paraffin or other suitable solvent and allow to dry Then re oil using one of the light oils SAE 20 enumerated in the final table on page 15 and allow to drain before replacing in the filter case Clean regularly at intervals of 1 000 miles and renew the element every 10 000 miles 40
35. the effective height of the wheel spindle the wheel can be withdrawn towards the front NOTE The two MUST be re fitted in same order and position as originally Therefore lay them aside so that the order and position of assembly will be correctly made When replacing the front wheel observe the instructions already given in the Fork and Frame Section And remember to press downward on the wheel when placing in position in order to get the wheel spindle between the two sets of studs Do not attempt to use the FRONT STAND unless the machine is supported by the centre stand on SPRING FRAME MODELS or by the REAR STAND on RIGID FRAME MODELS TO REMOVE REAR WHEEL Spring Frame Models Place the machine on the centre stand Remove the bolt washer and nut in rearmost position on each tubular member fixing the hinged portion of the rear mudguard Disconnect the snap connector in the wire of the rear lamp Remove adjusting nut from rear brake rod Revolve rear wheel till the chain connecting link is in its most possible rear most position Remove connecting link and allow chain to come right away from the rear wheel sprocket but ensure it hangs so it cannot come away from the gear box sprocket Disconnect speedometer cable from speedometer gear box by unscrewing the cable gland nut Slacken the nut on the rear wheel spindle that positions the speedometer gear box Slacken both exterior nuts on the rear wheel spindle three complete
36. the Free Service Voucher must be handed This voucher together with the Instruction Manual are supplied by us upon receipt of the signed application card to be found in the tool box upon taking delivery of a new motor cycle The INSPECTION AND SERVICE consists of a Check and if necessary adjust 1 Rocker clearances 6 Wheel bearings 2 Contact breaker points 7 Brakes 3 Sparking plug 8 Forks legs and steering head 4 Clutch 9 Alignment of wheels 5 Chains 10 Tyre pressures b 5 Tighten all external nuts and bolts including cylinder bolts Top up battery and check all lighting equipment d Clean out carburetter and adjust mixture e Adjust and lubricate all cables f Grease all nipples 9 9 Drain oil system Clean filter and replenish h Check oil level in front chaincase 1 gear box i Test machine on the road NOTE Oils greases and materials used are chargeable to the customer FOR THE CONVENIENCE OF OWNERS SPARES STOCKISTS ARE APPOINTED FOR MOST DISTRICTS TO SAVE DELAY AND THE DELIVERY SURCHARGE CUSTOMERS ARE RECOMMENDED TO ALWAYS APPLY TO THEIR NEAREST SPARES STOCKIST 25 ENGINE SERVICE For almost all service work to the upper parts of the engine it is necessary in order to obtain accessibility first to remove the petrol tank The two petrol taps facilitate this operation by removing the need to first dra
37. the engine speed gently rising When well under way disengage the dutch slightly close the throttle engage second gear and release the clutch lever then open up the throttle to increase the speed of the machine Repeat these operations in order to engage third and top gears To engage a higher gear the pedal is pressed downward with the toe and a lower gear is obtained by raising the pedal with the instep To engage first gear from the neutral position the pedal is therefore raised After each pedal movement internal springs return the pedal to its normal horizontal position The pedal must be moved to the full extent of its travel when selecting a gear either up or down t must not be stamped down or jabbed but firmly and decisively moved till it stops A half hearted movement may not give full engagement Keep the foot off the pedal when driving and between each gear change because unless the lever can freely return to its normal central position the next gear cannot be engaged Finally fully advance the ignition and leave it in that position unless it is necessary to retard in order to ease the engine and so prevent pinking when pulling hard on a gradient STOPPING THE MACHINE To stop the machine close the throttle declutch by lifting the large lever on the left handlebar and gently apply both brakes increasing the pressure on them as the road speed of the machine decreases Place the gear change foot pedal in the neut
38. the front wheel this is best done before re fitting the wheel to the machine but in the case of the rear wheel it is best done after re fitting If brake shoes tend to squeak when the brake is applied it is generally an indication the brake shoes are not centralised in the drum Illustration 24 Rivet securing brake shoe lining Brake shoe lining Centralise brake shoes Front or Rear by Ensure the nut binding the cover plate to the wheel spindle is slightly slack Place on the brake expander lever a tubular spanner to increase the leverage and while maintaining pressure on the tubular spanner to expand fully the brake shoes fully tighten the spindle nut binding the cover plate to the spindle FRONT BRAKE ADJUSTMENT Major adjustment of the front brake shoes is made on the brake thrust pins by fitting packing washers under the pins as already described Minor adjustment of the front brake shoes is made by altering the position of the brake cable adjuster on the fork assembly Unscrew the adjuster to take up the front brake The adjuster is locked in position by a nut Adjust front brake by Place machine on both stands Slacken lock nut on cable adjuster Unscrew the cable adjuster till by rotating the front wheel it can be felt the brake shoes are just touching the brake drum Then screw back the adjuster two complete turns and tighten the lock nut EXTENSION FOR SLIDER BRAKE
39. the slot in it is positioned to engage with the square headed anchor bolt and then swinging the right hand end of the axle forwards till engagement has been completed After re fitting the rear wheel check the rear chain adjustment and if necessary re set It Then check the rear brake adjustment and if necessary re set it WHEEL BEARINGS AND ADJUSTMENT The wheel bearings are of taper roller type The inner bearings for the rollers are integral with the wheel spindle in the case of the front wheel and are separate tracks that are a push fit on the centre spindle in the case of the rear wheel Reference to Illustration 23 will make that clear The outer cups for the rollers are pressed into the hub shell They have a fixed location one side and an adjustable location on the other The fixed location is provided by a circlip in a groove cut in one end of the hub shell while the adjustable location is regulated by a screwed ring that is threaded into the opposite end of the hub and the position of which can be locked by an encircling nut 63 the rear wheel the adjusting ring is located the left hand side of the hub while on the front wheel the adjustment is on the right hand side It is rarely necessary to make adjustment to wheel bearings It is most important they are not adjusted too tightly as this would quickly ruin them There must always Be a slight amount of end play This should be about 002 which represents just
40. turns Using adjustable wrench 017249 apply it to the hexagonal body of the adjusting cam on the left hand end of the wheel axle and turn the cam till by pushing the wheel forwards the wheel is in its most forward possible position Hold left hand side of wheel tightly forward against the cam stop and pull backwards the right hand side of the wheel so that the brake cover plate disengages with the square headed anchor bolt Then raise the hinged portion of the rear mudguard and pull wheel away from the fork ends 62 REMOVE REAR WHEEL Rigid Frame Models Place machine on rear stand Disconnect rear lamp wire at connection near rear wheel spindle Disconnect speedometer driving cable Unscrew gland nut on cable Disconnect rear chain connecting link Allow chain to hang clear of the rear wheel sprocket without becoming disengaged from the gear box small sprocket Remove the two nuts securing rear portion of rear mudguard to its front portion Loosen nut and washer from bolt securing mudguard side bridge and tool box stay to tubular stay Remove adjusting nut from rear brake rod Slacken the two nuts unscrew about four turns retaining the rear mudguard side stays to their studs Slacken the two nuts on the rear wheel spindle Remove the rear portion of the rear mudguard with its stays leaving tool box and stay in position Remove the rear wheel from the fork ends by twisting it sideways to release and clear th
41. 0 MODEL G80S SPRING FRAME TOURING 500 MODEL G80C RIGID FRAME COMPETITION 500 MODEL G80CS SPRING FRAME COMPETITION 350 Bore 69mm Stroke 93mm Capacity 347 c c 500 Bore 82 5 mm Stroke 93mm Capacity 498 c c NTRODUCTION Motorcycling is one of the most economical and pleasurable modes of transport is our sincere wish that every MATCHLESS owner should obtain from his mount the service comfort and innumerable miles of low cost travel that we have earnestly endeavoured to build into it However it must be remembered that although a motor cycle is of simple design and construction it is nevertheless a highly specialised piece of engineering In consequence it must be intelligently and efficiently maintained in Order to provide unfailing reliability In this book are non technical instructions for carrying out all the mainten ance operations likely to be called for in strenuous service and illustrations are provided to assist Neglect to make essential adjustments only casual attention to lubrication and the lack of periodical maintenance attention will soon neutralise the best efforts of the designers and may bring needless trouble to the owner We are always pleased to give MATCHLESS owners the full benefit of our wide experience in matters relating to motor cycles of our manu facture and elsewhere will be found details ofthe particulars that should be given us when making such an enquiry MATC
42. 016718 and are clamped to the fork crown by the clamping studs 016320 and nuts 011635 Upon the external of these tubes are mounted the springs and sliding members to which latter the front wheel mudguards and front stand are fixed The telescopic action of the sliders combined with the hydraulic dampers described later explain the word Teledraulic coined for the description of the fork 52 PORTION OF SLIDER EXTENSION 014341 PLUNGER SLEEVE 016072 SLEEVE RETAINING CLIP 016339 OIL SEAL 010718 TOP BUSH PLASTIC FOR INNER TUBE Oi5286 ROD FOR FORK DAMPER 17357 EEO HO BFE d oo 015932 BUFFER SPRING 00360 SLIDER VALVE FOR FORK DAMPER 016304 D STOP PIN FOR VALVE 010721 SEAT FOR DAMPER VALVE 010719 NUT LOCK FOR VALVE SEAT 000005 BOTTOM BUSH FOR INNER 010692 CIRCLIP RETAINING BOTTOM i BUSH 010710 CONED END 015932 DAMPER TUBE WHICH CAUSES l i FORK DAMPER TUBE 015932 RESTRICTED PASSAGE WHEN WASHER FOR TUBE BOLT 010706 16322 NEA oF Ue STUD SECURING SLIDER CAP 010713 THREADED HOLE TO ACCOMMODATE MUDGUARD STAY BOLT HOLES B IN 016322 INNER TUBE BOLES 015932 DAMPER TUBE TAPPED HOLE TO ACCOMMODATE 000485 OIL DRAIN PLUG c i P FORK SLIDER c PER NUT FOR SLIDER CAP STUD 000004 Illustration 18 Introduced
43. 1244 to 1 9 13 to 1 6 16 to 1 b 18 teeth 18 13 to 1 11 78 to 1 8 64 to 1 5 83 to 1 19 teeth 17 07 to 1 11 09 to 1 8 14 to 1 5 49 to 1 10 teeth 16 33 to 1 10 60 to 1 7 78 to 1 5 25 to 1 21 teeth 15 55 to 1 10 09 to 1 7 41 to 1 5 0 101 a Standard for 350 c c Models b Standard for 500 c c Models Ignition magneto Ignition point before top dead centre with control Model Make Type Rotation Point gap in fully advanced position Touring Lucas N1 4 Anti dock 012 Ve 399 Competition Lucas NR1 Anti clock 012 in 39 Lighting bulbs Part Location Type Voltage Wattage Cap number Head lamp Pre focus Double filament 6 30 x 24 Special 312 Pilot Single contact 6 3 988 Rear lamp Single contact 6 3 M B C 988 Speedometer Single contact 6 1 8 53205 Oversize parts The following are the only oversize variations provided for the 350 and 500 c c Single Cylinder machines Big end rollers 001 in oversize Cylinder re bore 020 040 in oversize Pistons and rings 020 and 040 in oversize Pistons standard size Model Top of skirt diameter Bottom of skirt diameter 350 2 7176 2 7180 500 3 2490 3 2494 above measurements subject to a toleration limit of or 0005 in Piston rings Piston ring gap Normal Permissible maximum Piston ring clearance in groove Sparking Plug Thread 14 Reach
44. 19 000005 015932 010697 010706 010710 010692 010360 015285 017569 016322 014341 010698 016526 016148 010698 010709 014355 016718 000004 010701 016947 018277 010712 000236 000051 010718 014297 DESCRIPTION LUG FOR HANDLEBAR AND STEERING HEAD BOLT TOP FOR FORK INNER TUBE WASHER PLAIN FOR FORK INNER TUBE TOP BOLT CAP FOR FORK TOP COVER TUBE TOP LOCATION TUBE FORK COVER TOP RIGHT WITH LAMP LUG STEM FOR FORK CROWN NOT SOLD SEPARATELY BALL RACE FOR FORK CROWN CAP FOR FORK TOP COVER TUBE BOTTOM LOCATION WASHER PLAIN FOR FORK CROWN PINCH STUD NUT FOR FORK CROWN PINCH STUD FORK CROWN NOT SOLD SEPARATELY FORK CROWN ASSEMBLY CROWN STEM AND CIRCLIP BOSS ON FORK CROWN THREADED TO ACCOMMODATE STEERING DAMPER PLATE FIXING BOLT TUBE FORK COVER BOTTOM EXTENSION FOR FORK SLIDER SLIDER FOR FORK WITH CAP STUDS AND NUTS SCREW PLUG FOR FORK SLIDER OIL DRAIN HOLE WASHER FIBRE FOR FORK SLIDER DRAIN HOLE SCREW CAP FOR FORK SLIDER WASHER PLAIN FOR FORK SLIDER CAP SECURING STUD NUT FOR FORK SLIDER CAP SECURING STUD CAP FOR FORK TOP COVER TUBE TOP LOCATION TUBE FORK COVER TOP LEFT WITH LAMP LUG CAP FOR FORK TOP COVER TUBE BOTTOM LOCATION STUD PINCH FOR FORK CROWN WASHER PLAIN FOR FORK CROWN PINCH STUD NUT FOR FORK CROWN PINCH STUD TUBE FORK COVER BOTTOM PLATE PLAIN LOCATING BOTTOM COVER TUBE SCREW RETAINING BOTH LOCATING PLATES HOLES THREADED TO ACCOM
45. 8 FRONT CHAIN ADJUSTMENT Tighten the front chain Slacken Nut on right hand side of gear box top fixing bolt Forward nut on the adjusting eye bolt Two or three turns Remove inspection cap from front chaincase Screw up the rear nut on adjusting eye bolt until with the finger through the inspection cap orifice it can be felt that the chain is dead tight Then slack off the rear nut and carefully tighten the forward nut until the correct chain tension is obtained after which securely tighten the rear nut to lock the assembly The correct chain whip is inch Check the adjustment in more than one position and adjust as above at tightest place It Is important that these instructions to over tighten and then slack back are carefully followed Tighten nuts on gear box top fixing bolt Replace chaincase Inspection cap REAR CHAIN ADJUSTMENT Spring Frame Models To provide rear chain adjustment the rear wheel is bodily moved in the rear frame fork ends which are open ended and slotted The rear wheel centre spindle has two cams attached to it These cams abut against projections in each of the rear fork two slotted ends Tho projection on the right hand fork end is adjusted at the Factory and its position is locked by a nut That adjustment is provided to ensure the rear wheel is positioned in line with the front wheel and once it has been determined during assembly there should be no necessity ever to alter it again
46. APER BEARING ROLLERS IN CAGES 2 SETS THESE ARE NOT SUPPLIED SEPARATELY 22 WASHER METAL BETWEEN OIL SEAL ALSO ROLLERS ARE NOT SUPPLIED AND SPACER SEPARATELY 7 WASHER METAL BETWEEN OIL SEAL SE UE IP AND TAPER BEARING 24 CUP HOUSING FOR OIL SEAL 8 OIL SEAL 25 ADJUSTING RING 9 CUP HOUSING FOR OIL SEAL 26 LOCK NUT FOR ADJUSTING RING GST TIMER 27 NUT EXTERNAL FOR REAR WHEEL 1 LOCK NUT FOR ADJUSTING RING 2 CIRCLIP 28 BUSH FOR REAR WHEEL SPINDLE FITS 3 WASHER METAL OUTSIDE OIL SEAL IN FORK END 4 OIL SEAL 29 KEYWAY TO ACCOMMODATE KEY 5 SPACING COLLAR ENCIRCLING OIL SEAL LOCKING CAM TO REAR WHEEL SPINDLE 6 WASHER METAL BETWEEN OIL SEAL AND SLAGER 30 REAR WHEEL SOLID CENTRE SPINDLE 7 SPACER BETWEEN OIL SEAL WASHER 31 KEYWAY _ ACCOMMODATE KEY BEARING 2 5 LOCKING REAR WHEEL SPINDLE 8 TAPER BEARING OUTER CUP CAGE FOR 32 BUSH FOR REAR WHEEL SPINDLE FITS ROLLERS AND ROLLERS THESE ARE FORK END NOT SUPPLIED SEPARATELY ALSO ROLLERS SUPPLIED 33 NUT EXTERNAL FOR REAR WHEEL SEPARATELY SPINDLE 66 DISMANTLE A REAR WHEEL BEARING These instructions need reference to the lower part of illustration 23 Remove wheel from machine Remove brake cover plate with brake shoes centre solid spindle with cams spacers bushes nut and speedometer gear box Turn to left hand side and slacken lock nut 26 Completely unscrew the adjusting
47. Ain Model Make All TS se RLG Type FE8O Part number 013504 013505 006 in 030 in 002 in Point gap 015 to 018 in Spokes 350 500 rigid and spring frame Touring models Length Part Location Type Gauge underhead Quantity number Front left side Te Th kis a Butted 8x10 5 in 20 011018 Front right side E m EE Butted 9x11 836 in 20 011014 Rear left side e TS 22 Butted 7x9 8 in 20 011012 Rear right side m E we zs Butted 7x9 8 in 20 011012 Spokes 350 and 500 rigid and spring frame Competition models Length Part Location Type Gauge underhead Quantity number Front left side jes Butted 8 x 10 6 in 20 012786 Front right side n p Butted 9x11 9 e in 20 017111 Rear left side P Butted 6 8 in 20 017097 Rear right side E vu Butted 6 8 in 20 017097 Valve timing with 016 inch rocker clearance INLET VALVE EXHAUST VALVE Opens before top dead centre 329 Opens before bottom dead centre 65 Closes after bottom dead centre 639 Closes after top dead centre 30 Valve timing pinion Retained by nut threaded by 26 threads per in Left hand tread Part number 000221 Weight Weight of machine with empty tanks Standard Competition Model Rigid frame Spring frame Rigid frame 350 5 344 16 375 lbs 300 Ibs 500 m er 353 Ibs 386 Ibs 303 Ibs Wheels bearing end play Bearing end play bek iis zd 001in just a perceptible rim rock 7 C M
48. CABLE ADJUSTER FULLY EXTENDED ANT WHICH INDICATES BRAKE SHOE THRUST CABLE PINS HEED ADJUSTMENT BRAKE CABLE ADJUSTER LOCK HUT 9 BRAKE CONTROL Illustration 25 INNER WIRE Showing front brake cable adjuster thread exhausted indicating brake shoe thrust pin adjustment is necessary RUBBER SHEATH OVER INNER WIRE OIL DRAIN PLUG A po 22 2 GREASE NIPPLE A N 2 ER f STAND ORTTED LEVER INDICATES CORRECT 5 Orr POSITION TO OBTAIN MAXIMUM BRAKING EFFORT EXPANDER LEVER 1H POSITION THAT INDICATES NEED FCR ADJUSTMENT OF BRAKE SHOE THRUST PINS REAR BRAKE ADJUSTMENT Major adjustment of the rear brake shoes is made on the brake thrust pins by fitting packing washers under the pins as already described Minor adjustment of the rear brake shoes is made by altering the position on the brake rod of the knurled adjusting nut Screw the nut further on the rod to take up the rear brake 69 Adjust rear brake by Place machine on centre stand if spring frame otherwise on rear stand Screw further on the brake rod the knurled adjusting nut till by rotating the wheel It can be felt the brake shoes are just touching the brake drum Then unscrew the adjusting nut two complete turns The adjusting nut is automatically locked in position in virtue of the two projecting noses on it engaging in accommodating slots cut in the clip which connects the brake rod and brake expander lever and
49. D CYLINDER BARREL All parts must be clean Place rings on piston Scraper first then the two compression On 500 c c models the top compression ring is chromium plated and is marked on one edge top for refitting Smear gudgeon pin with engine oil Refit piston by Introduce piston over connecting rod so that slit in piston faces to the front of the machine Introduce gudgeon pin in piston and pass it through connecting rod small end bush and centralise it Re fit circlips Use special pliers Use rotary action when bedding circlips In their grooves and make sure each circlip lies snugly in its groove This is essential otherwise considerable damage will result Re fit cylinder barrel by Take new cylinder base washer Coat one side with liquid jointing compound and apply it to cylinder base Ensure jointing does not choke any of the cylinder base oil holes Smear cylinder bore and piston with engine oil Space piston rings so that the gaps are evenly spaced at 120 to each other Gently fit barrel over piston and carefully compress each ring in turn with the fingers as it enters the chamfered mouth of the barrel Remove rag from crankcase throat Replace cylinder barrel holding down nuts screwing each down In turn bit by bit till all are fully home CAM CONTOUR On the flanks of the cams are quietening curves which are very slight inclines from the base circles to the feet of the humps Therefore it
50. EMOVING CARBON DEPOSIT Do not use a sharp implement for removing carbon deposit from the interior of the cylinder head and the piston crown A blunt piece of soft brass will be found quite suitable and the use of such will obviate the risk of making deep scratches Carp is necessary to avoid damaging the valve seatings and in no circumstances should any abrasive material such as emery or emery cloth be used for cleaning and polishing Illustration 10 Showing flywheel in exploded form VALVE GRINDING Before commencing valve grinding carefully examine the face of each valve and if any are found to be deeply pitted have them refaced Most garages have suitable equipment for that purpose Any attempt to remove deep pit marks by grinding will inevitably cause undue and undesirable widening of the seats As a rule inlet valves require very little attention and one light application of fine grinding paste should be sufficient to restore an even matt finish to both valve face and seat The exhaust valves may require two or even three applications but as already mentioned excessive grinding is both unnecessary and harmful 30 grinding is accomplished by smearing thin layer of fine grinding paste obtainable ready for use at any garage on the valve face and then after inserting the valve in the head partially revolve forwards and backwards while applying light finger pressure to the head raising the valve off its seat
51. EROURTER GEAR BOX Tallow Location 16 FRONT AND REAR BRAKE EXPANDERS 5 REAR CHAIN 17 BRAKE PEDAL SPINDLE When buying oils and greases it is advisable to specify the Brand as well as the grade and as an additional precaution to buy only in sealed containers or from branded cabinets 22 MAINTENANCE SADDLE ADJUSTMENT Saddle adjustment is provided at both front and rear ends Importance is attached to the desirability of owners selecting the adjustment most to their liking At the front end the adjustment consists of three evenly spaced positions for the hinge bolt accessible only upon removal of the petrol tank At the rear end adjustment is obtained by altering the position of the lower spring fixing nuts upon the screwed studs to which the springs are attached PERIODICAL MAINTENANCE Regular maintenance attention to lubrication and certain adjustments must be made to ensure unfailing reliability and satisfactory service This necessary attention is detailed below and owners are strongly recommended to follow carefully these suggestions and to make a regular practice of doing so from the first The reference numbers in brackets refer to the locations specified on the Lubrication Chart illustration 7 DAILY Oil tank Inspect oil level 1 and top up if necessary Check oil circulation Petrol tank Check level and re fill if necessary WEEKLY Oil tank Check level 1 and re fill if necessary Tyres Check pressures and
52. HLESS MOTOR CYCLES 1952 RIGID G3L and G80 1952 SPRING G3LS and G80S 1952 RIGID COMPETITION G3LC and G80C 1952 SPRING COMPETITION G3LCS and G80CS Identity Make wee y 55 see s T ET m m MATCHLESS Models sak ane aad ES is Ae me o 350 52 G3L 52 G3LS 52 G3LC 52 G3LCS 500 c c 52 G80 52 0805 52 G80C 52 G80CS Engine Number iya m m aes ves Stamped on left hand side of crankcase Frame Number A Stamped on seat lug of main frame on right hand side below the saddle Bore E 2 d EA ET s 350 Models 69 mm 2 2 z in 500 c c Models 82 5 mm approx 3 in Stroke m ET m E e Models 93 mm approx 3 65625 in Engine capacity in cubic centimetres 350 Models 52 G3L 52 G3LS 52 G3LC and 52 G3LCS 347 500 Models 52 G80 52 G80S 52 G80C and 52 080 5 498 Brake Liners Length Width Thickness Radius Quantity off Part 6 in in in 3 in 4 2 per brake 010440 Brake liner rivets Diameter Length Material Type Head Quantity Part liner number in in Copper Tubular Tinmans No 11 6 000113 Capacities Location British Metric Engine er ge 350 214170 cub in 347 Engine ET ET m 500 c c 30 380 cub in 498 cc Gear box EX E v us is Ns 1 pint 568 2 Front fork each side Wr 342 621 ozs 184 6 Rear leg
53. IC LEG REAR BRAKE 1 BOTTOM PIVOT COVER PLATE BODY FOR TELEDRAULIC LEG BOLT FIXING GUARD OVER ATAR CHAIN SPINDLE FOR REAR WHEEL Illustration 28 DOTTED LEVER INDICATES CORRECT OFF POSITION TO OBTAIN MAXIMUM BRAKING EFFORT Showing brake rod ad justment exhausted in dicating the need for brake thrust pin adjust ment A LAV NUT ABJUSTING SPRING FRAME MODELS REAR BRAKE SPRING FOR BRAKE EXPANDER BRAKE ROD IN POSITION THAT AOD FOR INDICATES NEED FOR m AR ADJUSTMENT OF BRAKE A T AMD BRAKE DRUM SHOE THRUST PINS ANCHOR BOLT FOR REAR BRAKE COVER PLATE REAR CHAUN FORK FOR REAR WHEEL TYRES AND SERVICE Obtaining satisfactory life and service from the tyres is largely a matter within the user s control because the first essential is correct inflation Check tyre pressures with a low pressure gauge at least once a week Inflate as may be necessary Avoid unnecessary or stunt acceleration and fierce braking which wear out tyres by causing wheel spin and skid Do not drive in tram lines It is dangerous especially when wet and the uprising edges of worn rails will damage the tyres Remove flints etc that become embedded in the tread and if any oil gets on the tyres or spokes clean it off with petrol Make sure the front and rear wheels are in track When the wheel alignment is correct a piece of thin string stretched taut across both wheels about four inches from
54. MAINTENANCE MANUAL AND INSTRUCTION BOOK for 1952 350 c c and 500 c c MATCHLESS SPRING FRAME AND RIGID SINGLE CYLINDER MODELS PRICE 2 6 NETT r MATCHLESS MOTOR CYCLES WHEN CORRESPONDING REGARDING SERVICE OR SPARES ALWAYS QUOTE THE COMPLETE ENGINE NUMBER Including all letters it THIS ENABLES US TO IDENTIFY THE MACHINE EACH SERIAL OF FRAMES IS NUMBERED FROM ZERO UPWARDS THEREFORE THE QUOTATION OF A FRAME NUMBER ONLY DOES NOT PERMIT A MACHINE TO BE IDENTIFIED MAINTENANCE MANUAL AND INSTRUCTION BOOK for MATEHLESS 1952 SINGLE CYLINDER MOTOR CYCLES Compiled and Issued by the Manufacturers MATCHLESS MOTOR CYCLES Proprietors ASSOCIATED MOTOR CYCLES LIMITED Registered O ffices PLUMSTEAD ROAD PLUMSTEAD LONDON 5 18 ENGLAND Nearest Station Factories WOOLWICH ARSENAL BURRAGE GROVE and MAXEY ROAD Southern Region Railway PLUMSTEAD S E 18 Telegrams and Cables MATCHLESS WOL LONDON Telephone WOOlwich 1 22 3 5 Lines Codes Sth and 6th Edition Bentley s and Private Codes All correspondence to MATCHLESS MOTOR CYCLES PLUMSTEAD ROAD LONDON S E 18 Price TWO SHILLINGS and SIXPENCE EDITION CM 18 1952 MATCHLESS MODELS 350 MODEL G3L RIGID FRAME TOURING 350 MODEL G3LS SPRING FRAME TOURING 350 MODEL G3LC RIGID FRAME COMPETITION 350 MODEL G3LCS SPRING FRAME COMPETITION 500 MODEL G80 RIGID FRAME TOURING 50
55. MODATE BRAKE ANCHOR STAY SLIDER FOR FORK WITH CAP STUDS AND NUTS SCREW PLUG FOR FORK SLIDER OIL DRAIN HOLE WASHER FIBRE FOR FORK SLIDER DRAIN HOLE SCREW STUD SECURING CAP TO FORK SLIDER CAP FOR FORK SLIDER WASHER PLAIN FOR FORK SLIDER CAP SECURING STUD NUT FOR FORK SLIDER CAP SECURING STUD SLEEVE PLUNGER FORK DAMPER ROD CLIP RETAINING DAMPER ROD SLEEVE ROD FOR DAMPER FORK PIN STOP FOR FORK DAMPER VALVE VALVE FOR FORK DAMPER SEAT FOR FORK DAMPER VALVE NUT LOCK FOR DAMPER VALVE SEAT TUBE FOR FORK DAMPER BOLT FIXING DAMPER TUBE TO SLIDER WASHER FIBRE FOR DAMPER TUBE BOLT CIRCLIP FOR INNER TUBE BOTTOM BUSH BUSH BOTTOM FOR INNER TUBE GROOVE FOR CIRCLIP 010710 SPRING BUFFER FOR FRONT FORK BUSH TOP PLASTIC FOR INNER TUBE OIL SEAL FOR INNER TUBE TUBE FORK INNER EXTENSION FOR FORK SLIDER WASHER LEATHER FORK SPRING SEATING SPRING MAIN FOR FRONT FORK BUFFER RUBBER FORK INNER TUBE WASHER LEATHER FORK SPRING SEATING WASHER PLAIN FOR INNER TUBE TOP BOLT RING SEALING FOR INNER TUBE TOP BOLT PLUG FOR TOP OF INNER TUBE NUT LOCK TOP END OF DAMPER ROD PLATE THREADED LOCATING TOP COVER TUBE SCREW FOR HANDLEBAR CLIP CLIP HALF ONLY FOR HANDLEBAR LUG NUT LOCK DOMED FOR FORK STEM NUT ADJUSTING FOR FORK STEM NIPPLE GREASE FOR HEAD BALL RACES OIL SEAL LEATHER ALTERNATIVE TO 017569 RUBBER OIL SEAL FOR FRONT FORK ONLY WASHER PAPER USED ONLY UNDER LEATHER OIL SEAL
56. ND TELEDRAULIC REAR LEGS Mobiloil Arctic SAE 20 Castrolite SAE 20 Price s Energol 20 SAE 20 Essolube 20 SAE 20 Shell Motor Oil X 100 SAE 20 FOR REAR CHAINS Tallow When buying oils and greases it is advisable to specify the Brand as well as the grade and as an additional precaution to buy only in sealed containers or from branded cabinets 15 D M FILLING THE GREASE GUN The standard grease gun consists of a barrel having a spring loaded end cap to which is fixed a central steel piston in the shape of a long rod This piston fits into a small cylinder made in one with the screwed top cap on the end of which is the cupped nozzle that fits over the grease nipples In the barrel of the gun and sliding on the central piston rod is a cork piston The grease must be filled on the TOP of the cork piston The gun may be filled by inserting the grease in the barrel of the gun by means of a lath or similar spoon However it is better to obtain the grease packed in the special containers that are supplied having loose collars in which are holes so that by placing the barrel of the gun over the hole of the central floating plate and pressing downwards the gun is instantly charged with grease Twisting the gun and at the same time taking it away from the floating plate leaves the top of the gun barrel flush with grease and then all that remains to be done is to replace the screwed top cap ENGINE LUBRICATION
57. O INLET VALVE LOCK NUT FOR NEEDLE ADJUSTING SCREW PLAIN HOLE FOR OIL FEED TO INLET VALVE PLAIN HOLE TO ACCOMMODATE PUSH ROD COVER TUBE TOP GASKET PLAIN HOLE FOR OIL FEED TO EXHAUST VALVE TAPPED HOLE FOR SPARKING PLUG GEAR BOX LUBRICATION Use one of the grades of Oils already specified In no circumstances must heavy grease be used Lubricant is inserted through the filler cap orifice mounted on top edge of kick starter case cover The gear box must not be entirely filled with oil and under normal conditions the addition of two fluid ounces of oil every 1 000 miles will be sufficient Excessive oil will cause leakage A screwed drain plug in gear box shell low down at rear facilitates gear box flushing and change of lubricant An oil level plug adjacent to K S spindle indicates maximum permissible oil level content 1 pint HUB LUBRICATION Keep hubs packed with grease This prevents entry of water and dirt Grease nipples in centre of hubs Inject small quantity of grease Excessive grease may impair efficiency of brakes CHAIN LUBRICATION Front driving chain and dynamo chain run in oil bath Front chaincase Use engine oil Maintain level to height of the inspection cap opening Oil in front chaincase also lubricates the engine shock absorber Transmission harshness generally indicates level of oil in chaincase is too low Remove chaincase inspection cap each week inspect level of oil top u
58. ONT AND REAR DRIVING CHAINS INCLUDE ONE SPRING CONNECTING LINK PER CHAIN Compression ratios Normal High Model ratio ratio 350 6 53 to 1 9 42 to 1 500 6 26 to 1 7 5 to 1 and 8 5 to 1 Dynamo Make Type Voltage Rotation Part number Lucas E3 N 6 Anti clock 20028 A Gear box ratios Model First gear Second gear Third gear Fourth gear top Touring w 2 65 to 1 1 70 to 1 1 308 to 1 1 to 1 Competition Rigid 3 11 to 1 2 02 to 1 1 422 to 1 1to 1 Competition Spring 2 65 to 1 1 70 to 1 1 308 to 1 1to 1 Gear ratios Touring Rigid and Spring Frame and Spring Frame Competition Models Fourth gear Engine sprocket size First gear Second gear Third gear top 15 teeth 18 55 to 1 11 90 to 1 9 15 to 1 7 to 1 c 16 teeth 173210 1 11 15 to 1 8 58 to 1 6 56 to 1 17 teeth 1632to 1 10 47 to 1 8 05 to 1 6 16 to 1 18 teeth 15 44 to 1 9 90 to 1 7 63 to 1 5 83 to 1 19teeth 14 55 to 1 9 33 to 1 718 to 1 549101 20 teeth 1391101 8 91 10 1 6 86 to 1 5 25 to 1 b 21 teeth 13 25 to 1 8 50 to 1 6 54 to 1 5 0 to 1 a Standard for 350 c c Models and 500 Spring Frame Competition Models 6 Standard for 500 Touring Models c Standard for 350 c c Spring Frame Competition Models Gear ratios Competition Rigid Frame Models Fourth gear Engine sprocket size First gear Second gear Third gear top 15 teeth 21 77 to 1 14414 to 1 10 37to 1 7 to 1 a 16 teeth 20 40 to 1 13 25 to 1 9 72 to 1 6 56 to 1 17 teeth 19 56 to 1
59. PS TO SUMP fo MotorGrerr Ir COPYRIGHT SURPLUS OIL DRAWN UP FROM SUMP RETURNS TO TANK Illustration 5 Engine Oil Circulation THE OIL TANK AND FILTERS The level of oil in the supply tank should never be allowed to fall below the low level mark and upon replenishment should not be higher than the top level mark other wise when starting the engine the bulk of oil in the crankcase sump may be greater than the space available in the tank The oil filter is made in cylindrical form of thick felt and is supported by a tubular wire cage The felt is not detachable from the cage 17 A metal gauze strainer is secured the tank end of the feed pipe union After the first 500 miles again at 1 000 miles and subsequently at 5 000 mile intervals It is recommended that the oil tank is drained the oil filters cleaned in petrol and the tank replenished with new oil For access to felt oil filter Unscrew the hexagonal headed cap on top of oil tank and withdraw the dished washer and spring Then insert a finger in the felt filter and gently raise same until the top end touches the underneath of saddle Then by encircling the filter with the hand it will be found possible to exert sufficient upward pressure on the flexible saddle top to permit the filter to be completely withdrawn without distortion Care is needed to avoid kinking the filter To re fit filter Reverse above instructions NOTE If after the
60. SYSTEM This is by dry sump system Oil feeds fay gravity from the oil tank to the pump in the crankcase The pump forces oil to various parts which then drains to the bottom of crankcase sump The pump then returns oil to the tank This process is continuous while the engine is revolving The pump is so designed that it has a greater capacity on the return side to that on the delivery side to ensure that all oil is extracted from the crankcase A felt cartridge filter in the oil tank removes foreign matter collected by the oil in its passage through the engine A metal gauze strainer is fitted to the oil feed pipe in the oil tank to prevent pieces of fluff etc which may find their way into the tank when replenishing from entering the oil pump See Illustration 4 Felt filter and metal strainer should be cleaned in petrol each time the oil tank is drained ENGINE OIL PUMP The pump has only one moving part This is the plunger which revolves and reciprocates Rotation is caused by the worm gear on the timing side flywheel axle Reciprocation is caused by the guide pin which engages in the profiled groove cut on the plunger Oil is fed to the pump through the lower of the two oil pipes between tank and crank case and is returned through the upper pipe If for any reason the crankcase halves are separated the oil pump plunger must be removed from its housing before attempting to separate the crankcase halves ENGINE OIL CIRCULATION
61. The oil pump forces oil through passage cut through the timing side flywheel axle timing side flywheel and crank pin to lubricate the big end bearing The splash passes to interior of cylinder to lubricate the cylinder and piston and then falls into the crankcase sump b passage in crankcase controlled by ball valve direct to the cylinder to assist cylinder and piston lubrication and then falls into the crankcase sump passage in timing gear case where it builds up to predetermined level to lubricate the timing gears and then overflows into the crankcase sump Through pipe from the front of oil pump housing to the rocker box by which all rocker gear and valve stems are lubricated and then falls through the push rod cover tubes and tappet guides to the timing gear case and from there drains into the crankcase sump as detailed in Para The oil pump extracts oil in the crankcase sump and returns it to oil tank On its way it passes through the felt cartridge filter located in the oil tank 16 QL 15 BY PASSED TO JETS OVER CKERS SURPLUS OIL DRAINS TO VALVE GUIDES AND RETURNS DOWN PUSH ROD ADJUSTER FOR INLET VALVE FEED OIL RETURNS OOWN PUSH ROD COVERS UR CHANNEL CYLINDER TIMING GEAR FEEDS HOLES IN CrUNDER WALL OL 15 DELIVERY UNGER FROM PUMP BIG END TO ROCKER BOX BEARING SURPLUS FROM TIMING GEAR V DRO
62. Y PIPE TO ENGINE OIL FEED PUMP Illustration 4 METAL GAUZE FILTER PULL OFF OIL FEED PIPE WITH ITS CONNECTING RUBBER TUBE AND FILTER THEN WITHDRAWN DOWNWARDS Showing the oil tank with the felt filter in its cylindrical housing and the metal strainer mounted on the entry end of the feed pipe union Also shows the direction of flow of oil from tank to engine and return flow from engine to tank via the small spout located so that it can be inspected by removing the tank filler cap An air vent pipe is provided to ensure free dom from air locks 14 LUBRICATION LUBRICANTS TO USE Efficient lubrication is of vital importance and it is false economy to use cheap oils and greases We recommend the following lubricants to use in machines of our make FOR ENGINE LUBRICATION SUMMER WINTER Mobiloil BB SAE 50 Mobiloil A SAE 30 Castrol Grand Prix SAE 60 Castrol XL SAE 30 Price s Energol 60 SAE 60 Price s Energol 30 SAE 30 Essolube Racer SAE 60 Essolube 30 SAE 30 Shell Motor Oil X 100 5 60 Shell Motor Oil X 100 40 FOR GEAR BOX LUBRICATION Mobiloil D SAE 50 Castrol Grand Prix SAE 60 Price s Energol 60 SAE 60 Essolube 50 SAE 50 Shell Motor Oil X 100 5 60 FOR HUB LUBRICATION AND ALL FRAME PARTS USING GREASE Mobilgrease No 2 Castrolease Medium Price s Belmoline C Esso Grease Shell Retinax Grease CD FOR TELEDRAULIC FRONT FORKS A
63. alisa tion of the cover is most important Inflate to required pressure Screw fully home the nut on the valve Replace the valve cap TYRE PRESSURES The following are correct minimum inflation pressures for specified loads per tyre Load per tyre 200 16 Pressure 16 per square inch do 240 Ib do 18 lb do do 280 Ib do 20 lb do do 350 Ib do 24 lb do do 400 Ib do 28 lb do do 440 Ib do 3210 do The best method of ascertaining the correct pressure is to actually weigh the loads on the front and rear tyres This should be done on weighbridge and is service that can usually be provided by British Railways at Goods Depot or by a Corporation at its Depot When the weights are known the table above can then be used As a rough guide it may be stated that with a rider of average weight and with normal equipment solo the pressure should be 18 Ib for the front tyre and 22 Ib for the rear 72 USEFUL INFORMATION In the following five paragraphs are particulars of failures and troubles that can occur together with the probable reasons These troubles are arranged in the order of their probability TRACING TROUBLES Engine fails to start or is difficult to start may be due to Throttle opening too large Air lever in open position or bad air leak at carburetter flange Ignition not set just off fully advanced position Lack of fuel because of insufficient flooding Lack of fuel becaus
64. ammeter reading will seldom exceed 1 to 2 amperes i e half to one division on scale The cut out is an automatic switch which is connected between the dynamo and the battery When the engine is running fast enough to cause the voltage of the dynamo to exceed that of the battery the cut out allows the battery to be charged by the dynamo On the other hand when the engine speed is low or the engine is stationary the cut out disconnects the battery from the dynamo thereby preventing current flowing back from the battery to the dynamo a proceeding that would soon cause the battery to become completely discharged The regulator and cut out are accurately set during manufacture under normal running conditions it is found that the battery is continually in a low state of charge or is being constantly over charged then the regulator setting should be checked by a qualified electrician and if necessary re set Whenever possible this should be carried out by a Lucas Service Depot or Agent The A V C Unit is retained to the battery carrier by two bolts with self locking nuts Upon assembly these nuts are adjusted to permit flexion of the rubber grummets through which the bolts pass The self locking nature of the nuts prevents subsequent slacking off The four terminals of the A V C Unit are plainly marked by the letters F A D E Wires from F and D go to similarly marked terminals on the dynamo The A terminal is connected to one of the ammete
65. and parallel to the ground should just touch each tyre at both sides of the wheel centres Alternatively a straight wooden batten about five feet long is handy to use for checking wheel alignment This should be applied as in the case of string parallel to and about four inches from the ground Always check the rear chain adjustment and the rear brake adjustment after making an alteration to the rear wheel position TYRE REMOVAL It is not essential to remove a wheel from the machine to repair a puncture but it will usually be found desirable and more convenient to do so Take off outer cover and remove inner tube by Remove cap from tyre valve Remove nut from tyre valve Remove the inside from tyre valve This allows inner tube to deflate Most valve caps have a reduced and slotted top to engage with the valve inside in order to unscrew it 71 Push edge of cover that is diametrically opposite to the valve RIGHT INTO WELL OF RIM and using tyre lever 017007 pick up edge of cover NEAR VALVE so that it comes off over the edge of the rim Work off the remaining edge of the cover till it is clear of the rim This is quite easy and there is no reason to use force Push upwards valve stem through its hole in the rim and the inner tube is then free to be taken away Remove cover from rim by pushing it right into well of rim and diametrically opposite picking it up with the tyre lever and then working it off all
66. and turning to another position after every few movements Never revolve the valve continuously in one direction When the abrasive ceases to bite remove the valve and examine its face The grinding may be considered to be satisfactorily completed when a continuous matt ring is observed on both valve face and seat After grinding all traces of abrasive must be carefully washed off with petrol and a piece of rag moistened in petrol should be pulled through the bore of each valve guide to remove any abrasive that may have entered A holder for the valve when grinding in the valve can be supplied The part number is 017482 TO REPLACE THE CYLINDER HEAD A gasket is fitted between cylinder head and barrel Touring models only The top ends of the push rod cover tubes have rubber gaskets between tubes and head they are a push fit and metal washers are located between the top edges of the gaskets and the cylinder head recesses If the cover tubes are pulled away from the head the gaskets will probably remain in position in the head A rubber gland is fitted at the bottom of each cover tube Replace the cylinder head by Carefully clean the top edge of the cylinder barrel and the under face of the cylinder head Fit the cover tubes with their rubber gaskets and metal washers Into the cylinder head Place the cylinder head gasket in position on the top edge of the cylinder barrel Place a rubber gland round each tappet guid
67. been covered larger throttle openings may be gradually Indulged in for short bursts only Until at least 2 000 miles have been covered the owner of a new machine is strongly advised to curb his natural desire to learn the mount s maximum capabilities Restraint in this direction will be amply repaid later NOTES ON DRIVING If at first the lowest gear will not engage release the clutch lever and after a second two make another attempt This condition may exist in a new machine but it tends to disappear after a little use Always endeavour to make the movements of hand on the clutch and foot on the gear pedal as simultaneous as possible and remember in all gear changes a steady pressure of the foot is desirable This pressure should be maintained until the clutch is fully released t is not sufficient just to jab the foot pedal and then release the clutch lever When actually in motion it will be found sufficient to merely free the clutch a trifle to ease the drive when changing gear and with reasonable care changes of gear then can be made without a sound Do not unnecessarily race the engine or let in the clutch sufficiently suddenly to cause the rear wheel to spin Take a pride in making a smooth get away When changing up to a higher gear as the clutch is freed the throttle should be slightly closed so that the engine speed may be reduced to keep in step with the higher gear ratio Conversely when changing down to a l
68. being retained in that position by the spring which encircles the rear end of the brake rod ISTHE PEDAL ADJUSTING BOLT ISTHE ADJUSTING BOLT LOCK NUT ISTHE REAR BRAKE ROD ISTHE BRAKE PEDAL GREASE NIPPLE Ve Illustration 26 ISTHE NUT RETAINING THE PEDAL TO ITS FULCRUM BOLT Showing the rear brake pedal with its adjusting olt and lock nut permanently raise the toe end of the pedal slacken lock nut B and unscrew the adjusting bolt A Check back brake adjust ment after RIGID FRAME MODELS BRAKE PEDAL ADJUSTMENT The position of the rear brake pedal can be adjusted within narrow limits This is done by means of a bolt screwed into the heel of the pedal The adjusting bolt is locked by a nut The best position for normal use is to position the pedal so that when the brake is off it is just clear of the under side of the footrest arm After altering the adjustment of the brake pedal rear brake adjustment should be checked Illustration 27 Showing brake rod adjust ment exhausted indicat ing brake shoe thrust pin adjustment is essential RIGID FRAME MODELS RIMS AND SPOKES The front and rear rims are each drilled for forty spokes but they are not interchangeable because the nipple holes in the front rim are smaller than those in the rear rim DATA The dimensions of spokes will be found in DATA 70 GUARD OVER REAR CHAIN 7 TELEDRAUL
69. ber of the machine the date of the purchase or the date when the alleged defective part was exchanged as the case may be Failing compliance with the above such articles will lie here AT THE RISK OF THE OWNER and this guarantee and any implied guarantee warranty or condition shall not be enforceable We do not guarantee specialities such as tyres saddles chains electrical equipment lamps etc or any component parts supplied to the order of the Purchaser differing from standard specifications supplied with our motorcycles motorcycle combinations sidecars or otherwise 89 TOOLS AND SPECIAL EQUIPMENT TOOLS The standard tool kit issued with each new machine contains 1 017253 Tool bag 1 017114 Tyre inflator 1 017007 Tyre lever 1 017248 Pliers 1 011188 Gudgeon pin circlip pliers 1 017256 Screwdriver 1 017246 Grease gun 1 017249 Adjustable wrench 1 017252 Sparking plug box spanner and tommy bar 1 017254 Dynamo spanner and clutch spring nut key 1 018178 Double end spanner 1 010 1 200 in 2 017052 Double end spanner Small 1 017053 Double end spanner Large 1 017251 Contact point spanner and gauge Touring 1 015023 Contact point spanner and gauge Competition 1 017257 Double end spanner 1 018055 Handlebar clip screw key 1 018153 Single spanner for petrol tap OPTIONAL EQUIPMENT The following items of optional equipment are available They are described and priced in the Spares List Air
70. bolt and take care of the fibre washer located under the head A sharp jerk downward should now enable the slider to be withdrawn but should difficulty be experienced apply a little heat to the enlarged top end of the slider This will cause sufficient expansion to release the oil seal which is normally a snug push in fit in the top of the slider The re assembly is carried out in exactly the reverse order again if necessary applying a little beat to enable the oil seal to be pushed down into the slider top before screwing in the slider extension After completion the oil which has escaped MUST be returned via the top See Front Fork Topping up TO REMOVE A FORK INNER TUBE ASSEMBLY either side Dealers service only First unscrew the hexagonal plug at the top of the inner tube it is intended to remove and after slackening the lock nut by which the damper rod is secured to this plug unscrew the plug allowing the rod to fall Next proceed to remove the slider as already detailed except do not disturb the bolt securing the damper tube This damper tube and pro truding rod can be removed intact with the slider Now loosen the fork crown clamping stud nut when it should be possible to draw the entire inner tube assembly down through the crown lug Upon re assembly the inner tube is first pushed home as far as possible by hand and then pulled right home by screwing down the top hexagonal plug With this plug tightened down then proceed to t
71. brake only under such conditions may result in a skid In all conditions it is advisable to make a habit of always using both brakes together rather than habitually using the rear brake and reserving the front brake for emergency 13 CHECKING OIL CIRCULATION Provision is made to observe the oil in circulation and it is advisable to do this before each run If the filler cap on the oil tank is removed the bent over end of the oil return pipe will be noticed some two inches below the level of the filler cap orifice and the returning oil can be seen running from it This check should be made immediately after starting the engine from cold This is because while the engine is stationary oil from all parts of the interior of the engine drains back into the crankcase sump so that until this surplus is cleared the return flow is very positive and continuous Therefore if the oil circula tion is deranged the fact is apparent at once by the lack of a steady return flow REMOVE CAP SPRING AMD VENT PIPE DISHED SEAT FOR SPRING PREVENTING TO OBTAIN ACCESS TO FELT AIR LOCKS FILTER FOR ITS WITHDRAWAL WITH CAP REMOVED THE OIL FLOW IS VISIBLE 4 LEVEL MARK 4 LOW LEVEL MARK TUBE FORMING CHAMBER FOR OIL FILTER THEREBY ISOLATING IT FROM THE OIL TANK EP 6 DRAIN PLUG OIL RETURN PIPE 4 FROM ENGINE RETURN PUMP GRAVIT
72. but Fully depress the brake pedal and then place in position the front half of the chaincase moving it as may be necessary to ensure its outer edges snap under the exposed part of the rubber band and then fit to the centre fixing bolt the plain washer and nut tightening the nut fully home Fit the metal band starting at the front end of the chaincase and drawing together the two free ends of the band with one hand while with the other hand replacing its binding Screw Fully tighten the metal band binding screw Remove the inspection cap from the chaincase and pour in engine oil to the level of the bottom edge of the inspection cap orifice and then replace the cap NOTE lf after replacing a front chaincase it is found not to be oil tight the general reason is distortion of the two joint faces or incorrect position of rubber band These faces must be undamaged and on test should closely fit to a surface plate They must also be absolutely clean before replacement and the edges must be in exact register one with the other Any distortion caused by accidental impact must be remedied before refitting If any doubt exists CHECK for DISTORTION BEFORE ASSEMBLY 46 CLUTCH SPRING ADJUSTMENT If clutch slip occurs the most probable cause is either incorrect cable adjustment or absence of free movement of the internal clutch lever If both are found to be correct the clutch spring adjusting nuts may require adjustment To obtain a
73. carry your Driving Licence Insurance Certificate and Registration Book while driving your machine Speedometer A speedometer MUST be fitted and it MUST BE so ILLUMINATED that it is possible to read the dial after lighting up time Lamps During the official LIGHTING UP hours the machine must exhibit a white light facing forwards and a red light facing rearwards The rear number plate must be adequately illuminated by a white light Each electric light bulb MUST be marked with its Wattage Beware of cheap imported bulbs that do not have this marking All motor cycles made by us have electric equipment that complies with the law regarding position size of bulbs marking on bulbs and the correct illumination of the rear number plate 88 GUARANTEE We give the following guarantee with our motorcycles motorcycle combinations and sidecars which is given in place of any implied conditions warranties or liabilities whatsoever statutory or otherwise all such implied conditions warranties and liabilities being in all cases excluded Any statement description condition or representation contained in any catalogue advertisement leaflet or other publication shall not be construed as enlarging varying or overriding this guarantee In the case of machines a which have been used for hiring out purposes b any motorcycle and or sidecar used for any dirt track cinder crack or grass track racing or competitions or any c
74. ccess to clutch spring adjusting nuts remove front half of chaincase as already detailed With the slotted driver provided on one of the thin spanners in the tool kit screw each nut in turn fully home then unscrew exactly four complete turns Before replacing outer half of chain cover test for slip by starting up the engine engaging top gear and applying the rear brake when it should be possible to pull up the engine on full throttle without slip occurring If to cure slip it is found neccessary to further tighten the adjusting nuts this is a clear indication that either the clutch springs have lost their tension the inserts are so worn that they require renewal or that they have become impregnated with oil In the two former instances renewals are necessary but if oil is the cause of slip this may be rectified by soaking the plates in petrol and allowing to dry off If inserts are glazed roughen with sand paper ner 6 NLI m A FIXED CLUTCH INTERNAL ACTUATING CLUTCH SPRING PLATE CLUTCH INTERNAL OPERATING LEVER F Er NUT FOR CEUTCH ROD THRUST C GEAR BOX MAINSHAFT THRUST CUP in clutch pressure place FOR CLUTCH SPROCKET CLUTCH ROD Showing clutch gear box shaft and clutch operating mechanism Illustration 17 47 Correct adjustment of the clutch operating mechanism is of the utmost importance and the following instructions must be carefully observed Clutch cable stretch which may develop a
75. ce which gear or neutral is engaged It should be noted that although the basic design of the clutch fitted to 1952 models is identical to that used on earlier models the method of operation differs entirely the necessary thrust rod movement to free being now obtained through the medium of three balls operating on inclined planes See illustration 17 Operation of the clutch handlebar lever moves clutch operating lever B causing inward movement of the thrust rod by reason of the three balls mounting the inclined planes in which they are located The resulting inward movement of the clutch thrust rod forces out the pressure plate normally maintained in contact with the friction plates by the springs E thereby allowing the engine to drive the clutch sprocket D without imparting drive to the mainshaft C Consequently no power is transmitted to the rear wheel the clutch is said to be out or free Upon releasing the clutch handlebar lever the clutch operating lever returns to its normal position by the pressure of the spring forcing the balls down these inclined planes thereby allowing the spring pressure through the medium of the pressure plate to be transferred to the friction plates which causes the gear box mainshaft to revolve and impart driving power to the rear wheel TO REMOVE KICK STARTER CASE COVER FOR EXPOSURE OF KS GEAR CHANGE AND INTERNAL CLUTCH ACTUATING MECHANISM Remove oil drain plug and drain off oil contents of the
76. cessary re set the points See the plug is fitted with its external seating washer Coat the thread with Oil Dag or Graphite paste See page 37 Firmly tighten the plug by using the standard box spanner and tommy bar Part No 017252 All that is required is a GAS TIGHT joint Therefore do not over tighten which will not make a gas tight joint more gas tight but can and possibly will distort and damage the body of the plug Set the 015 inch NEVER TRY TO MOVE THE CENTRAL ELECTRODE To widen or narrow the gap between the electrodes only move the earth or bent over electrode Check the gap first with a gap gauge If it is too wide tap the earth electrode the bent over one to wards the central electrode Use any handy metal tool to do this provided it is light enough in weight to be controllable Check the gap between each tap and stop when the gauge is a nice sliding fit between the two electrodes If the gap is too narrow to start with gently lever the earth electrode away from the central electrode by using a small screwdriver and then tap back to the correct position Do not move the electrodes apart by forcing anything between them For maximum efficiency plugs should be cleaned at every 3 000 miles To take the plug to pieces for cleaning unscrew the gland nut by holding the smaller hexagon on the gland nut upside down in a vice and then using the box spanner to unscrew the larger hexagon on
77. ch Upon arrival there the road skirting the Royal Arsenal should be followed in an Easterly direction for about four hundred yards and Burrage Road is the second turning on the right after leaving the Square Burrage Grove is then the first turning on the left THE DRIVER AND THE LAW The driver of a motor cycle MUST be INSURED against Third Party Claims and MUST be able to produce an INSURANCE CERTIFICATE showing that such an insurance is in force If your Insurance Certificate specifies you can only drive one particular machine you MUST NOT DRIVE any other machine unless its owner has a current Certificate covering ANY DRIVER and it is advisable to remember that in the absence of Such a provision the penalties for doing so are very heavy The driver of a motor cycle MUST hold a current DRIVING LICENCE If you area learner and hold a Provisional Driving Licence your machine must show front and back the standard L plates in red and white and you must not take PILLION PASSENGER unless that passenger is the holder of a current UNRESTRICTED driving licence As soon as you receive your driving licence sign it in the appropriate place and do so each time it is renewed It is an offence not to Make sure you are well acquainted with the recommendations set down in the Highway Code a copy of which can be obtained from any main Post Office 87 THE MACHINE AND THE LAW Every motor cycle used on the public roads must be regi
78. cket with a suitable tool Use spanner 017254 to hold sproket while nut is being slackened this relieves the dynamo shaft of all bending strain Detach dynamo cables and loosen dynamo clamping bolt to fullest extent Twist dynamo by hand until the locating strip on its body is in line with the keyway cutaway in the rear engine plate housing the dynamo in which position same can be withdrawn tilting upwards to clear gear box while doing so To re fit the dynamo reverse the foregoing taking care to accurately locate the dynamo sprocket key when applying the sprocket See separate instructions for correct dynamo chain adjustment and re fitting outer half of chaincase Ensure that dynamo sprocket securing nut is well tightened before refitting locking plate and retaining circlip The cut out and regulator unit A V C is type MCR 2 and the replacement part number is 37144 A Although the voltage regulator and the cut out are combined structurally they are electrically separate The regulator is set to maintain a pre determined generator voltage at all speeds and regulates the output of the dynamo to the battery according to the state of charge of the battery The charge rate is at its maximum when the battery is discharged automatically tapering off to a minimum as the battery becomes charged and its voltage rises Normally during day time running when the battery is in good condition the dynamo gives only atrickle charge so that the
79. d To re fit reverse the above procedure remembering that after cup 18 spacer 17 washer 16 oil seal 14 spacer 15 and washer 13 have been inserted in the plain end of the hub to re fit the circlip 12 and then carefully to apply steady pressure on the iner eis of the cup 18 to force the above entire assembly tightly back against the circlip FRONT BRAKE COVER PLATE It is most important the front brake cover plate is correctly positioned It is retained to the front wheel spindle by an inside nut part number 017003 and an outside nut part number 013483 Between the inside nut and the brake cover plate is a locating washer part number 017222 The inside nut should be positioned so that when the locating washer is placed next to it the outside face of the washer is amp proud ofthe outer edge of the brake drum Tested by placing a straight edge across the edge of the brake drum The outside nut is fitted so that its hexagonal side is against the brake cover plate 67 BRAKE DRUMS The front wheel brake drum is retained to the wheel by ten countersunk screws The rear wheel brake drum is integral with the rear wheel sprocket and is retained to the wheel hub by five bolts and nuts Under each nut is a lock washer of the tab type and it is essential these are always in position Harshness in transmission can be caused by the drum retaining bolts and nuts being loose Rear wheel spokes will break for th
80. d and also see there is not excessive free pedal movement before the brake comes on REMOVE TO ADD HYDRAULIC ee LIGHTING SWITCH DIPPING SWITCH CLUTCH W I 7 IGNITION CONTROL D THROTTLE TWIST GRIP OIL TANK FILLER CAP 92 GEAR BOX x FILLER ul 9 ick STARTER PEDAL Illustration 1 Showing Controls Before using the machine sit on the saddle and become familiar with the position and operation of the various controls Pay particular attention to the gear positions DRIVING At the time of publishing this instruction book only one grade of motor fuel Pool Spirit is sale but it may be that soon the various grades of pre war petrol will again be avail able when the use of best quality fuel is recommended because the small amount of economy that might be considered to accrue by using the cheaper grades is more than offset by the advantages obtained by using only Number One grades FUEL SUPPLY Two fuel feed taps are situated underneath the rear end of the petrol tank One each side Both must be shut off when the machine is left standing for more than a few minutes The tap plungers work horizontally To open the hexagon knob marked push on is pushed towards the body ofthe tap To close press the round milled knob marked push off Normally only use the tap on the right hand side of the machine and then the other side will act as a reser
81. den 2 The use of a motorcycle or of a motorcycle and sidecar combined when carrying more persons or a greater weight than that for which the machine was designed by the manufacturers 3 The attaching of a sidecar to a motorcycle by any form of attachment not provided supplied or approved by us or to a motorcycle which is not designed for such use Any motorcycle motorcycle combination or sidecar sent to us to be plated enamelled or repaired will be repaired upon the following conditions i e we guarantee that all precautions which are usual and reasonable have been taken by us to secure excellence of materials and workmanship such guarantee to extend and be in force for three months only from the time such work shall have been executed or until the expiration of the six months above referred to and this guarantee is in lieu and in exclusion of any common law or statute warranty or condition and the damages recoverable are limited to the cost of any further work which may be necessary to amend and make good the work found to be defective CONDITIONS OF GUARANTEE If a defective part should be found in our motorcycles motorcycle combinations or sidecars or in any part supplied by way of exchange before referred to it must be sent to us CARRIAGE PAID and accompanied by an intimation from the owner that he desires to have it repaired or exchanged free of charge under our guarantee and he must also furnish us at the same time with the num
82. der each oil pump end cap and when fitting a new paper washer to the front cap ensure the oil passage in the front cap is not obstructed by the paper washer Make certain that the guide screw pin is correctly located in its groove cut In the plunger before tightening down NOTE The guide screw pin is in serted in the screw relieved end first Do not revolve the engine until quite certain that the guide screw pin is properly located otherwise damage is inevitable OVERSIZE PARTS AND RE BORING CYLINDER BARREL Pistons and rings 020 and 040 larger than standard are available These degrees of oversize make it essential for the cylinder barrel to be re bored to accommodate them We can provide that service at prices quoted in the Spares List On the 350 c c the cylinder standard bore is 2 7187 0005 The 500 c c cylinder standard bore is 3 250 0005 When the wear at the top of the barrel reaches 008 the barrel should be bored out 020 oversize and a new oversize piston and rings fitted Crankpin rollers 001 larger than standard can be supplied We recommend only skilled mechanics should fit these because It is almost general that the big end journals sleeves require lapping to ensure a correct fit REMOVING SPARKING PLUG Always exercise the greatest care to avoid thread seizure when removing a sparking plug If any resistance is felt apply paraffin Before replacing plug it is desirable to coat the th
83. djustment to the magneto driving chain Tighten magneto chain by Remove magneto chain case cover Slacken nuts on bolts supporting magneto platform Insert a screwdriver under that end of the magneto platform which is slotted and lever upwards until the chain tension is correct The chain whip should be about Tigthen nuts on platform supporting bolts Re check chain tension Place supply of grease on magneto driving chain Replace magneto chain cover ENGINE SHOCK ABSORBER The engine shock absorber is a spring device for smoothing out the impulses transmitted by the engine The engine sprocket is a free fit on the driving side flywheel axle It has integral with it a face cam that engages with similar face cam shock absorber cam which is keyed to the driving side flywheel axle by splines A spring keeps the shock absorber cam in close engagement with the cam on the sprocket and the shock absorber cam being driven by the engine over rides the sprocket cam under the influence of the engine impulses The shock absorber spring 15 compressed by the over riding of the cams thereby absorbing the shocks It is essential the faces of the cams are adequately lubricated otherwise the shock absorbing action will be nullified and this is automatically taken care of providing the level of the oil in the front chaincase is maintained according to the instructions given in the Lubrication Section The shock absorber spring
84. down to its proper location with the prongs laying flat upon the seat 28 Illustration 9 Showing application of valve spring compressor 1 COLLET FOR VALVE 5 VALVE SPRING COMPRESSOR TOOL 2 COLLAR FOR VALVE SPRING 6 OIL PASSAGE FROM ROCKER BOX TO 3 COLLAR FOR VALVE SPRING INLET VALVE GUIDE 4 BOLT THROUGH TOOL AND COILS OF 7 SCREW WITH LOCK NUT ADJUSTING VALVE SPRING OIL FEED TO INLET VALVE NOTE The special valve spring compressor tool is not part of the standard tool kit but is obtained from any of our dealers Part No 018276 It is essential that the collets are correctly located on the valve stems It will be observed that the collet has two grooves machined in the bore and those two grooves must register with the two rings on the valve stem If fitted so that only ri of the grooves engages the ringed valve stem damage will almost certainly result On 350 c c the inlet valve head is larger in diameter than the exhaust Therefore inlet and exhaust valves are not interchangeable and no mistake can be made when replacing same in the cylinder head On 500 c c both valve heads are identical in dimensions but are made of different materials Therefore upon removal valves should be laid aside so that they may be identified for re fitting case of doubt see marking In or Ex on stem adjacent to collet grooves SPARES LIST EDITION CL 21 PRICE 2 6 IS THE APPROPRIATE LIST FOR THIS SERVICE MANUAL R
85. e Place the cylinder head in position Ensure each cylinder head securing bolt has a plain steel washer on it and then replace the bolts and engage each a few turns Finally screw down the cylinder head securing bolts in turn bit by bit till all are fully home Replace The sparking plug but before doing so it is desirable to coat thread with Oil Dag or graphite paste to prevent seizure upon next removal The rocker box carburetter exhaust system and the petrol tank NOTE TIf old gaskets are re fitted they must be in an undamaged state otherwise new must be used TO REMOVE THE CYLINDER BARREL AND PISTON Remove The cylinder head The four nuts retaining cylinder barrel to crankcase Take away Cylinder barrel Ensure piston is not damaged in doing this Steady piston with hand as barrel is withdrawn Fill throat of crankcase with clean rag to prevent entry of foreign matter 31 F M Remove One gudgeon pin circlip It is immaterial which circlip is removed Use special pliers included in tool kit Gudgeon pin by pushing it out of piston Take away piston gudgeon is an easy sliding fit in both piston and connecting rod small end bush Rings may be removed from a piston by peeling off with a knife or by Introducing behind the rings three pieces of thin steel spaced at 120 from each other and then sliding off the rings Do not scratch the piston TO REPLACE THE PISTON AN
86. e of pipe or tap obstruction Excessive flooding of carburetter with hot engine only Pilot jet choked Oiled up or fouled sparking plug Stuck up engine valve Weak or broken valve spring Valve not seating properly Contact points dirty Incorrect contact point gap Water on high tension pick up Moisture on sparking plug Engine misses fire may be due to Defective or oiled sparking plug Incorrect contact point gap Contact breaker points loose Rocker adjustment incorrect Oil on contact breaker points Weak valve springs Defective sparking plug wire Partially obstructed petrol supply Loss of power may be due to Faulty sparking plug Lack of oil in tank Weak or broken valve spring Sticky valve stem Valve not seating properly Brakes adjusted too closely Badly fitting or broken piston rings Punctured carburetter float Engine carbonised Choked silencer 73 Engine overheats be due to Lack of proper lubrication Quality or quantity of oil Faulty sparking plug Air control to carburetter out of order Punctured carburetter float Engine carbonised Weak valve springs Pitted valve seats Worn piston rings Ignition setting incorrect Choked silencer Engine stops suddenly may be due to No petrol in tank or choked petrol supply High tension wire detached from sparking plug Choked main jet Oiled up or fouled sparking plug Water on high tension
87. e rear brake cover plate anchor bolt and then withdrawing it to the rear Re fit in the reverse order but before finally tightening the rear wheel spindle nuts ensure the speedometer gear box is so positioned that the speedometer driving cable can be correctly replaced When the wheel alignment is correct a piece of thin string stretched taut across both wheels about four inches from and parallel to the ground should just touch each tyre at both sides of the wheel centres Alternatively a straight wooden batten about five feet long is handy to use for checking wheel alignment This should be applied as in the case of string parallel to and about four inches from the ground NOTE Always check the rear chain tension and the rear brake adjustment after making an alteration to the rear wheel position TO RE FIT REAR WHEEL Spring Frame Model Reverse the above procedure see that the speedometer drive dogs are engaged but leave the tightening of the nut that locates the speedometer gear box for the final operation i e after the speedometer cable has been re connected and the exterior axle nuts have been tightened This also applies to Rigid Frame Models It will be found easier to re fit the wheel to the fork ends with the brake cover plate hanging free and then holding the wheel on its left hand side as far forward in the fork end as is possible to swing the right hand side backwards lifting up the free cover plate so that
88. e same reason BRAKE SHOES The front and rear brake shoes springs and expanders are interchangeable The two shoes in each brake are NOT identical they are handed One end of each shoe bears on a fulcrum fixed in the brake cover plate The other end accommodates a detachable thrust pin By inserting washers under a thrust pin its effective height can be increased thereby compensating for wear on the brake linings BRAKE SHOE ADJUSTMENT Brake adjustment to compensate for lining wear is normally made by means of a finger adjuster on the rear brake rod and a cable adjuster for the front brake cable After a very considerable mileage this continual adjustment causes the brake cam to occupy a position whereby the available leverage is considerably reduced and as a result the brake loses efficiency To overcome this a hardened headed thrust pin is fitted to each shoe to enable a packing washer to be fitted under the head as and when required Eight of these washers 000174 are provided in the tool kit When wear of the brake linings is taken up in this manner it is then necessary to unscrew considerably the adjusting nut on the rear brake rod or screw in the cable adjuster of the front brake cable and afterwards adjust the brake as described afterwards When brake cover plate has been disturbed it is advisable upon re assembly to centralise the shoes in the brake drum to ensure equal pressure to each In the case of
89. eing put in nang pecause normally such parts having no further useful life are scrapped upon removal Parts sent to us as patterns or for repair should have attached to them a label bearing the sender s full name and address The instructions regarding such parts should be sent under separate cover If it is necessary to bring a machine or parts to the Works for an urgent repair IT IS ESSENTIAL you MAKE AN APPOINTMENT beforehand to AVOID DISAPPOINT MENT This can be done by letter or telephone CORRESPONDENCE AND ORDERS Our routine is organised into different departments therefore delay cannot be avoided if matters relating to more than one department are contained in one letter Consequently it 15 desirable when communicating with more than one department to do so on SEPARATE SHEETS each of which should bear your name and address When writing on a technical matter or when ordering spares it is essential to quote the COMPLETE ENGINE NUMBER Some numbers have one or more letters incorporated in them and these letters MUST BE QUOTED otherwise model identifi cation is not possible Orders should always be sent in list form and not as part of a letter Owners are strongly advised to purchase a Spare Parts List so that correct part numbers can be quoted Most parts are clearly illustrated in this list which makes it very easy to recognize the part or parts required PROPRIETARY FITTINGS No expense is spared to secure a
90. er requires lubrication STAND FIXING BOLT LUBRICATION Several of the parts of a motor cycle that have a very small amount of movement such as the hinge bolts of the stands should be lubricated STEERING HEAD BEARING LUBRICATION One grease nipple on Front Frame Head Lug and another on right hand side of Handlebar Lug CONTROL LEVER LUBRICATION Occasionally a drop of engine oil on all moving parts of the handlebar control levers If twist grip is too stiff remove two screws binding the two halves of the clip This releases the grip which may be pulled off the handlebar Smear handlebar the drum on which the inner wire is wound and the friction spring on the half clip with grease and replace REAR FORK HINGE spring frame models Heavy Gear Oil see page 58 WHEN ORDERING SPARES ALWAYS QUOTE THE COMPLETE ENGINE NUMBER Including all the Letters it THIS ENABLES US IDENTIFY THE MACHINE EACH SERIES OF FRAMES IS NUMBERED FROM ZERO UPWARDS THEREFORE THE QUOTATION OF A FRAME NUMBER ONLY DOES NOT PERMIT A MACHINE TO BE IDENTIFIED 21 LUBRICATION CHART Illustration 7 Lubrication Chart Engine Oil Locations Heavy Oil Location 1 MAIN OIL TANK 12 GEAR BOX 7 CONTROL LEVER MOVING PARTS 8 BRAKE ROD JOINTS 9 FRONT PROP AND REAR STAND HINGE Grease Locations 19 oa CHAIN CASE FROM ME 3 REAR HUB Hydraulic Fluid Location 11 STEERING HEAD BEARINGS 4 FRONT FORKS Fill at Top 43 SPE
91. er rods attached Then before removing the hexagon plugs attach a piece of wire about 18 inches long underneath each damper rod lock nut to enable the damper rods to be raised for reassembly Remove domed lock nut at top of steering column Remove lock nut on steering column Use a soft mallet to tap upward the handlebar lug until it disengages with the fork stem steering column and the fork assembly can then be withdrawn Take care to avoid loss of the 56 steering head steel balls To re fit a complete front fork assembly Stick with grease 28 balls in fork crown ball race Stick with grease 28 balls in main frame top ball race Proceed to fit fork assembly by reversing the instructions given above to dismantle carefully retightening the damper rod locknuts before inserting the hexagonal headed plugs to which they are attached TO REMOVE A FORK SLIDER either side Dealers service only Support the motor cycle with the front wheel clear of the ground and unscrew the tubular slider extension from the slider which it is intended to remove Special articulated clamp tool required Available in workshop tools Next remove the front wheel front stand and mudguard as detailed above Then witha thin tubular box key remove the bolt securing the damper tube The hexagonal head of the bolt is sunk in the upper half of the wheel spindle clamp Place a receptacle under neath to catch the oil which will drain out upon removing the
92. ess than O to 10 volts to either of the two dynamo terminals and connect the negative lead to a good earth point on the dynamo or engine d Gradually increase the engine speed when the voltmeter reading should rapidly ris and without fluctuation Do not allow the voltmeter reading to rise above 10 volts Do not race the engine in an attempt to increase the voltage It is sufficient to run up the engine to a speed of 1 000 r p m If the above reading is obtained the dynamo is in order If there is no reading check the brush gear If there is a low reading of approximately volt the field winding may be at fault If there is a low reading of approximately 17510 2 volts the armature winding may be at fault If the tests mentioned above clearly indicate the dynamo is not charging it is then desirable to remove the dynamo from the machine in order to make further tests and repairs or replacements 79 REMOVE THE DYNAMO Remove the foot rest rod end nut on the transmission side and push rod through until footrest arm on drive side is free to be removed Remove exhaust pipe and silencer as one unit This is desirable but not absolutely necessary Place a tray under primary chaincase to catch the oil Remove chaincase band binding screw and remove metal band Remove nut and washer in centre of chaincase when outer half can be taken away Remove spring circlip locking plate and nut securing dynamo sprocket and withdraw spro
93. ft so that the No 2 mark on it is in mesh with the mark on the small timing pinion D Illustration 12 Exhaust Camshaft timing marks Use mark 2 ADJUSTMENT top ends of the two long push rods have screwed extensions These are locked in position by nuts thereby providing tappet adjustment The correct tappet clearances on touring models withvalvesclosed and engine cold Is NIL warm engine on competition models This means the push rods should be free enough to revolve and at the same time there should be no appreciable up and down play Prepare to adjust tappets by Set piston to T D C Both valves closed Remove the three nuts and fibre washers under them retaining tappet cover to rocker box Take away cover Adjust tappets on all 350 and 500 models by With spanners hold the sleeve C either valve Illustration 13 and slacken lock nut B Then screw in or out the head A until the clearance is nil Tighten lock nut B and re check the clearance Treat other valve in like manner Illustration 13 Tappet adjustment Finally Check adjustments so that with no up and down movement the long push rods are free to revolve when the valves are closed Complete adjustment by Replace rocker tappet cover taking care to replace the fibre washer that is under each retaining nut Do not over tighten the nuts because the joint is made with a rubber fillet and undue pressure is
94. fter making a rear chain adjustment always check the brake adjustment and re set if necessary The whip of chains should always be tested mid way between the two sprockets and the sprockets should be turned and tests made in several positions This is because chains never wear evenly and there is usually one position where the chain is tighter than in any other The adjustment should be set for the tightest position found Always re check the chain tension after making it and tightening all bolts and nuts DYNAMO CHAIN ADJUSTMENT The dynamo armature shaft is eccentric to the body of the dynamo Therefore by partially revolving the dynamo in its housing the distance between the two dynamo driving sprockets can be varied thereby allowing latitude for chain adjustment Tighten dynamo chain by Remove inspection cap from front chaincase Slacken dynamo clamping strap bolt With the fingers turn dynamo bodily in an anti clockwise direction till by passing a finger through the inspection cap opening it can be felt the chain tension is correct The chain whip should be about 1 4 Ensure when feeling tension the front driving chain is not confused with the dynamo chain which lies behind the front driving chain Tighten dynamo clamping strap bolt Re check chain tension Replace chaincase inspection cap 50 MAGNETO CHAIN ADJUSTMENT The magneto platform hinges on one of its fixing bolts This provides sufficient move ment for a
95. gear box Remove the large oil filler plug and slack off the clutch cable adjuster sufficiently to permit the cable end to be detached from the slotted end of the internal clutch operating lever which is exposed by the removal of filler cap Unscrew the clutch cable adjuster until it is free from the K S case cover and withdraw the cable nipple through the adjuster hole 42 Remove the nut and small spiral spring securing small gear indicator disc from the cam barrel spindle Next remove the five cheese head screws by which the K S case cover is secured to the gear box end plate Withdraw the cover about 2inch holding the K S pedal firmly while doing so Now swing the K S crank round until it can be tied to the foot change lever This prevents the K S return spring unwinding and facilitates re assembly The entire cover can now be removed Re assemble in exactly reverse order taking care to avoid damage to the paper joint gasket NOTE The position of the various cheese head screws securing the K S case cover are as follows In the top position screw measuring 2 7 inches under head In the bottom position screw measuring inches under head In the rear position screw measuring 1 inches under head In the front position two screws measuring 7sinch under head TO REMOVE GEAR BOX END PLATE FOR EXAMINATION OF GEARS Remove K S case cover as already described Remove split pin securing both gear striker shaft p
96. give correct indication of gears 43 REMOVE FRONT CHAINCASE AND CLUTCH ASSEMBLY To remove outer half of front chaincase Place tray under chaincase to catch oil Remove exhaust pipe and silencer as one unit Remove nut on left end of footrest rod push rod towards the right hand side of machine sufficiently to allow footrest for left foot to be disengaged Slide footrest arm to one side or completely take away Remove screw binding chaincase metal band at its rear Remove metal band Remove rubber band Remove nut and washer in centre of chaincase front Take away outer half of chaincase To remove front driving chain and clutch assembly complete Engage top gear apply rear brake and unscrew engine sprocket nut Unscrew the nuts retaining the clutch springs using end of spanner Part No 017254 Take away the clutch spring pressure plate with the clutch springs and clutch spring cups and flatten the turned up part of the lock plate that is under the large central nut Remove front chain connecting link and take away chain Engage top gear apply rear brake and unscrew nut retaining the clutch centre to the gear box mainshaft sleeve Remove the lockplate and plain washer from gear box mainshaft Remove complete clutch assembly by pulling it away as one unit from gear box mainshaft Take care not to lose any of the twenty four clutch sprocket bearing rollers which may be displaced when the clutch centre and sprocket as
97. haincase Fit long headed bolt holding rear chain guard to front chaincase but do not fully tighten Fit to crankcase boss the three lock washers and bolts retaining case to boss Fully tighten the three bolts and turn up the tabs of the three lock washers Fit spacer inside chaincase long to the centre fixing bolt Fit nut to centre fixing bolt and fully tighten Fully tighten long headed bolt holding rear chain guard to front chaincase Fit dynamo sprocket and chain and engine shock absorber by Ensure dynamo sprocket key is in position in dynamo armature shaft Ensure the spacing collar which fits between crankcase ball bearing and the back of the engine sprocket 15 in position on the driving side flywheel axle Take dynamo driving chain and place it round the small sprocket of the engine sprocket assembly and the sprocket that fits on the dynamo shaft and fit these three parts in one movement to the driving side flywheel axle and the dynamo shaft Fit the dynamo shaft plain washer and sprocket retaining nut screwing nut with fingers only Hold the dynamo sprocket by applying spanner 017254 to the flats on the back of the sprocket and fully tighten the sprocket retaining nut This holding relieves the dynamo shaft of all bending and twisting strains while the sprocket retaining nut is being tightened Fit the dynamo sprocket retaining nut lock washer and lock ring Ensure the lock ring lies snugly in the groove c
98. ighten the crown clamping stud nut after which the hexagonal plug may be removed and a piece of wire passed down through the inner tube Loop the bottom end of this wire underneath the damper rod lock nut The slider is then carefully pushed upward while at the same time pulling on the wire until the top end of the damper rod projects sufficiently to permit the screwed plug to be attached and secured with the lock nut after which the wire be removed It may be found necessary to apply a little heat to enable the oil seal to be pressed home with the fingers before screwing on the tubular extension 55 ee Illustration 19 REF 2 NN YNNN 00 amp Onm oOoOdo0 100 016936 016718 010709 010703 013694 000805 012569 000011 011635 016784 017036 014341 013632 000485 000203 013509 000011 000004 010703 013695 012569 016320 000011 011635 017036 010702 010716 013632 000485 000203 010713 013509 000011 000004 016072 016339 017357 010721 016304 0107
99. ighten the spindle exterior nut Finally fully tighten the nut to the right of the speedometer gear box after being satisfied that the gear box is in such a position that no strain is being placed on the driving cable 49 REAR CHAIN ADJUSTMENT Rigid Frame Models To provide rear chain adjustment the rear wheel is bodily moved in the frame fork ends which are open ended and slotted Tighten rear chain by Place machine on rear stand Slightly slacken nuts on rear wheel solid spindle left side first Slacken nut on each chain adjusting bolt two or three turns These bolts screw into forward end of each frame fork end Screw in turn each chain adjusting bolt further into the fork ends until the chain tension is correct Each bolt must be turned the same amount The chain whip should be 36 Check adjustment in more than one position by partly revolving the rear wheel Tighten wheel spindle nuts Re check chain tension Tighten nuts on chain adjusting bolts NOTES ON REAR CHAIN ADJUSTMENT Before tightening the rear chain check the front chain adjustment and if attention is necessary adjust the front chain first Altering the adjustment of the front chain upsets the adjustment of the rear chain Therefore after making a front chain adjustment always check the rear chain adjustment and re set if necessary Altering the adjustment of the rear chain may upset the adjustment of the rear brake Therefore a
100. il seal and outer cup is pushed a trifle further into the hub shell This will take off pressure on the circlip thereby making its extraction an easy matter Extract circlip 1 and then reversing the hub apply pressure on the inside edge of the outer 6 so that it is forced out of the hub As it emerges it will push in front of it the oil seal external plain washer 2 the oil seal 3 with its encircling spacer collar 4 and the oil seal inner plain washer 5 all of which can be lifted away as they appear to be finally followed by the cup 6 The dismantling is then completed To re fit reverse the above procedure remembering that after cup 6 washer 5 spacer 4 oil seal 3 and washer 2 have been inserted in the plain end of the hub to re fit the circlip 1 and then carefully to apply steady pressure on the inner edge of the cup 6 to force the above entire assembly tightly back against the circlip 1 64 BOGE 5 Illustration 22 Showing rear hub rear chain sprocket brake speedometer gear box Spring Frame Model Rigid Frame Models identical except for items 4 6 and 26 1 RIGHT HAND SIDE HUB FLANGE 4 SPACER BETWEEN THE TWO TAPER 2 GREASE NIPPLE ON SPEEDOMETER GEAR HOLLER BEARINGS BOX 5 GREASE NIPPLE IN HUB SHELL 3 SPEEDOMETER GEAR BOX 6 OUTER RACE OF RIGHT SIDE TAPER 4 SPIGOT BUSH FITS IN RIGHT HAND ROLLER BEARING FORK END 7 NUT LOCKING BEARING ADJUSTING
101. in the tank of petrol Illustration 8 Showing details and order of assembly of the fuel tank fixing bolts and components Part Number A METAL WASHER oe ues m ES 014999 174 diameter B THICK RUBBER PAD m Nes seg 014995 5 high THIN RUBBER PAD gue e er 014996 e high D TANK FIXING BOLT ise x 014997 14 x x 26 E SLEEVE FOR FIXING BOLT 452 014998 1 6 long 26 REMOVE THE PETROL TANK Close both petrol taps and disconnect the petrol feed pipe from each tap Use two spanners one to hold the tap and the other to unscrew the union nut on the petrol pipe Cut the wires interlacing the four fixing bolts Unscrew the tank fixing bolts and the tank is then free to be taken away NOTE The disposition of the various rubber and metal washers and tubular spacers should be specially observed so that they may be correctly replaced TO REPLACE THE PETROL TANK Proceed in reverse order to removal Screw firmly home the four fixing bolts and interlace them in pairs with 22 gauge copper wire TO REMOVE THE ROCKER BOX Remove the petrol tank Remove the three nuts and fibre washers retaining the rocker box side cover and take away the cover Disconnect the oil pipe feeding oil to the rocker box Turn over engine until both valves are completely closed On 500 c c model remove engine steady bracket by removing bolt from frame clip and nuts and washers
102. ins and withdraw the pins and also the cam barrel in which they operate together with the spring ball ended plunger which engages depressions on the underside of the cam barrel Remove the mainshaft end nut and draw off the KS ratchet driver pinion spring and bush upon which the pinion is mounted Remove the three cheese head screws by which the end plate is secured to the gear box shell and the end plate is then free to be withdrawn leaving the gears and gear striker shafts in situ Take care to avoid losing the steel ball fitted in the end of the mainshaft and interposed between the clutch actuating lever and the clutch thrust rod To Re assemble If gears have been disturbed insert them in their proper order with slider shafts in correct location and apply end plate with paper joint gasket in position Re fit the three cheese head screws and firmly tighten down with a stout screwdriver Then insert ball ended plunger and spring and apply the gear selection cam barrel with any one of the depressions on its underside engaging with the ball end of the spring loaded plunger Next insert the selector shaft pins and secure each in position with its split pin Complete the assembly in reverse order of dismantling ascertaining before applying the K S case cover that the ball is inserted in the end of the mainshaft Fill to correct level with one of the recommended oils and lastly re fit the gear indicator disc and adjust its position to
103. is necessary to ensure the tappet ends are on the base circles when checking valve clearances and valve timing It is for this reason valve clearances must be checked when the piston is at the top of its compression stroke at which position both tappets are well clear of the quietening curves 32 VALVE TIMING Inlet valve timing Inlet valve opens 32 before top dead centre Inlet valve closes 63 after bottom dead centre Exhaust valve timing Exhaust valve opens 65 before bottom dead centre Exhaust valve closes 30 after top dead centre See page 92 for particulars of special timing disc graduated in degrees Illustration 11 Inlet Camshaft timing marks Use mark 2 When checking the valve timing the tappet clearances must be set to 016 inch so that the tappets may be well clear of the quietening curves of the camshafts The timing gears are marked to facilitate their replacement To re set the valve timing by using the marks on the gears proceed as follows Turn over the engine till the mark on the small timing pinion D in illustration 11 is in line with the centre of the inlet rear camshaft bush Insert the inlet camshaft so that the No 2 mark on it is in mesh with the mark on the small timing pinion D Rotate the engine in a forward direction till the mark on the small timing pinion D in Illustration 12 is in line with the centre of the exhaust front camshaft bush Insert the exhaust camsha
104. ition models and the only service attention this requires is occasional lubrication of the contact breaker cam and tappet infrequent adjustment of the contact breaker points and complete servicing at intervals of about ten thousand miles To lubricate the contact breaker cam and tappet it is necessary to remove the complete contact breaker from the magneto CONTACTS F ROUSING LOCK NUT G CONTACT BREAKER SECURING SCREW SCREW CARRYING LUBRICATION WICK SCREW SECURING SPRING CONTACT BREAKER Illustration 29 Showing Contact Breaker Remove contact breaker by Swing away the flat blade retaining the contact breaker cover Pull away the contact breaker cover Remove the screw E illustration 29 retaining the contact breaker spring arm A Illustration 29 to the contact breaker body and take away the backing spring F Illustration 30 and the spring arm E Illustration 30 There is a spring washer under the screw Unscrew the screw B Illustration 29 carrying the lubrication wick and take away the fibre insulating bush encircling the screw Straighten the tab on the lock washer D Illustration 30 under the central screw H Illustration 29 retaining the contact breaker body A Illustration 30 to the armature shaft and with spanner 017251 remove the central screw Finally lever off the contact breaker The above instructions do not apply to competition models fitted with Racing Magneto
105. l turns nut retaining magneto sprocket to camshaft need to remove nut Lever off sprocket until it is loose on the taper of the shaft Use stout screw driver or old type tyre lever Turn over engine till both valves are closed Insert rod through sparking plug hole feel piston by rocking engine forwards or backwards till it is felt the piston is at the top of its stroke with both valves closed Mark rod flush with top face of sparking plug hole Remove and measure 2 above the flush mark and record position on rod Place handlebar ignition control lever in fully advanced position Replace rod in sparking plug hole Slightly rotate engine BACKWARDS until upper mark on rod is flush with top face of sparking plug hole To rotate engine engage top gear and turn back wheel by hand Rotate sprocket magneto armature shaft anti clockwise direction as seen from sprocket end of magneto till the contact breaker points are just about to separate To find the exact moment for the commencement of the point separation place a piece of tissue paper between the points and turn the armature shaft by the sprocket on It until the paper is just released and no more upon a gentle pull Tighten nut on camshaft and ensure engine and or magneto shaft does not move in doing so Re check the setting which must be before top dead centre With the Ignition handlebar control lever in the fully advanced position
106. lots in the holder press on and secure by twisting it to the right Engage bottom tag on lamp rim with the small slit in the shell and gently force the top of the rim back into the shell after which re tighten the locking screw on the top of the lamp body Rear lamp A LUCAS rear lamp is fitted The body with bulb holder is secured to the rear number plate Details of lamp bulbs are given in DATA Horn The born push switch situated on the right handlebar Fuses There are no detachable fuses in LUCAS motor cycle electrical equipment 83 Snap wire connector The LUCAS snap connector as shown in Illustration 35 is made up of four components Two are tubular sleeves having pointed extremities and which are soldered to the ends of the two wires to be connected The third part is the centre split ferrule into which the two sleeves snap and the fourth component is a rubber sleeve which covers the whole connector That rubber sleeve serves the dual purpose of insulating the various metal parts and also preventing same from separation as the result of vibration RUBBER OUTER SLEEVE Illustration 35 Lucas snap connector Part number 900269 CONNECTING SLEEVE SOLDERED CABLE NIPPLES One snap connector is used in the rear lamp wire and another is used in the wire con necting the regulator unit to the output side of the ammeter in the head lamp Screwed wire connector A LUCAS screwed connector of the type shown in
107. lying spare parts over the counter or through the post c Repairing and re conditioning machines or parts of machines of our make Burrage Grove is the first turning on the left from Burrage Road when entering Burrage Road from the Plumstead Road final paragraph below The nearest Railway Station is WOOLWICH ARSENAL SOUTHERN REGION RAILWAY This Station is five minutes walk from our Service Depot in Burrage Grove There is an excellent service of electric trains from Charing Cross Waterloo Cannon Street and London Bridge Stations Southern Region Railway Bus routes 53 53a 54 99 and 122 Trolleybus routes 696 and 698 and Tram routes 36 38 and 40 pass the end of Burrage Road one minute from the Service Depot Bus routes 21a 75 and 161 and Tram routes 44 46 and 72 serve Beresford Square which is three minutes walk from the Service and Repair Department Visitors from the North can pass into Woolwich via the Free Ferry between North Woolwich and Woolwich North Woolwich is a British Railways terminus and is also served by Bus and Trolleybus routes 101 569 669 and 685 There is also a tunnel under the River Thames at this point for foot passengers The Free Ferry accom modates all types of motor vehicles and there is a very frequent service The Southern landing stage is less than a mile from the Service Depot Visitors arriving by road if they are strangers to the locality should enquire for Beresford Square Woolwi
108. ment it is necessary to remove the cap on the centre of the front chaincase clutch extrusion secured by three screws when the screwed adjusting plug fitted to the centre of the clutch presssure plate will be exposed The lock nut securing this screwed adjusting plug is of sparking plug size and can therefore be loosened for adjustment and subsequently securely tightened by means of the sparking plug box key provided in the tool kit Then to check the free movement of the internal lever apply backward pressure as described and observe the movement at the extreme end of the lever before resistance is felt The correct amount of movement as stated is to 34e inch A careful study of illustrations 16 and 17 will help considerably in making the foregoing instructions readily understandable To remove a clutch control cable Remove the oil filler cap from the kick starter case cover Screw right home the clutch cable adjuster that is located in the back of the kick starter case Disengage from the operating lever the clutch cable inner wire by operating through the oil filler cap opening Completely unscrew the clutch cable adjuster Disengage from the handlebar operating control lever the clutch inner wire Pull cable by its lower end till removed from the machine easing it through the frame cable clips while doing so To replace a clutch control cable Reverse the above instructions and finally adjust as detailed earlier 4
109. nd available at most garages This material so applied leaves an almost invisible film that is impervious to moisture and its use cannot be too highly recommended to owners who value the appearance of their mounts In Summer when those conditions do not prevail chromium parts should be frequently cleaned with a damp chamois leather and afterwards polished with a soft duster or better still with a polisher of the Selvyt type If a polish is used it must be one of the special compounds for chromium plating only Ordinary metal polishing liquids in particular must not on any account be used because these almost without exception contain acids which attack chromium Tekall is a product of 20th Century Finishes Ltd 175 177 Kirkgate Wakefield and is retailed in pint 1 pint tins It can be obtained from our Spare Parts Department as follows Ve pint tin Tekall Part number 011957 price 2 plus 6d postage 1 pint tin Tekall Part number 011958 price 2 6 plus 6d postage 75 ELECTRICAL SERVICE ELECTRICAL EQUIPMENT LUCAS electrical equipment is fitted and this comprises three independent electrical circuits as follows 1 IGNITION Magneto High tension wire and Sparking plug 2 CHARGING Dynamo Automatic Voltage Control Unit and Battery 3 LIGHTING AND ACCESSORIES Lamps Horn Switches and wiring IGNITION CIRCUIT A LUCAS type N1 4 magneto is fitted Type NR1 to compet
110. nd fit the most suitable and highest quality instruments and accessories for the standard equipment of our machines Nevertheless our Guarantee does not cover such parts and in the event of trouble being experienced the parts in question should be returned to and claims made direct on the actual manufacturers who will deal with them on the terms of their respective guarantees Those manufacturers are Carburetters Messrs Amalgamated Carburetters Ltd Holford Works Perry Barr Birmingham Chains The Renold and Coventry Chain Co Ltd Didsbury Manchester Electrical Equipment Messrs Joseph Lucas Ltd Great King Street Birmingham 19 Gear Boxes Messrs Burman S Sons Ltd Wychall Lane King s Norton Birmingham 13 Sparking Plugs K L G Sparking Plugs Ltd Putney Vale London S W 15 Speedometers Messrs S Smith amp Sons M A Ltd Cricklewood London Tyres Messrs Dunlop Rubber Co Ltd Fort Dunlop Birmingham the above manufacturers except S Smith amp Sons Ltd issue instructive literature regarding their products which is obtainable by writing to them 86 SERVICE The Service and Repair Department is situated in Burrage Grove Plumstead London S E 18 and is open on Mondays to Fridays from 8 30 a m to 12 55 p m 2 0 p m to 5 30 p m It is closed on Saturdays Sundays and National Holidays It exists for the purposes of a Giving technical assistance verbally or through the post b Supp
111. nd the rear plates which are slotted thereby allowing a swinging fore and aft movement of the gear box to enable the front driving chain to be adjusted That movement is controlled by a bolt that has an eye encircling the gear box top fixing bolt and which passes through an eye block secured to the right hand side engine rear plate Two nuts threaded on the eye bolt one on each side of the eye block provide means of accurately tensioning the front chain and after that adjustment locking the eye bolt In its required position Illustration 16 clearly shows the general internal gearbox layout the simple gear selection and kickstarter mechanism t will be seen that movement of the foot change lever causes movement of the cam barrel through the medium of an ingenious trip fork to which the lever is attached This cam movement actuates the sliding gear striker forks causing movement of the sliding gears which engage the stationary gears by dogs As each gear is selected it is held in engagement by means of a ball spring plunger operating in depressions on the end of the cam barrel The trip mechanism referred to allows the foot change lever to return to its normal position upon foot pressure being released in readiness for the next change of gear Downward direction of movement causes engagement of higher gears and upward movement with the toes causes a lower gear to become engaged As mentioned elsewhere an external marked disc shows at a glan
112. ngs Adjust steering head bearings by Jack up the front of the machine so that all weight is taken off the front wheel box under each footrest serves that purpose Slacken the nuts on the two fork crown pinch studs Slacken the domed nut at top of the steering column Screw down the nut underneath the domed nut a little at a time using spanner 017255 and while doing so test the head assembly for slackness by placing the fingers over the gap between handlebar lug and frame top lug at the same time exerting upward pressure by lifting from the front edge of the front mudguard Continue to tighten the lower adjusting nut until no perceptible movement can be felt and yet the steering head is perfectly free to turn then tighten down the domed nut In order to lock the adjustment Tighten the two fork crown pinch stud nuts Remove packing from under footrest FRONT FORKS TELEDRAULIC Owing to the unusual construction of the TELEDRAULIC fork it is desirable to understand what happens in use and in order to follow clearly the descriptions and subsequent assembly and adjustment instructions reference to Illustrations 18 and 19 will be necessary As will be seen from the general arrangement drawing illustration 19 the main members of the forks are two long tubes These are of heavy gauge and are externally ground to very fine limits These fork main inner tubes are firmly fixed to the handlebar clip lug by the top bolts
113. o right angle stays on the oil tank and two similar stays on the battery carrier and two washers and two nuts fitted to the studs retain the oil tank and battery carrier In position Remove oil tank and battery carrier by Drain oil tank Disconnect wire from the battery where it is attached to the seat lug bolt by a screw Disconnect wire from the battery at the point close to the battery where there is a double screwed connector Pull back the rubber sleeve to reveal the two main components of the connector Hold one component in a wrench or pliers while the second component is unscrewed from it Remove battery from carrier Disconnect oil feed pipe from bottom of oil tank Disconnect oil return pipe from bottom of oil tank Disconnect vent pipe from back of oil tank Disconnect voltage control unit from carrier side Only two bolts to remove No need to disconnect any of the electric cables Remove bolt retaining rear stay from oil tank to rear mudguard Remove screw in base of carrier retaining carrier to stay that is supported by the front chaincase Remove the two nuts and washers retaining the oil tank and battery carrier to the two studs Oil tank and battery carrier are now free to be taken away and when doing so it is necessary to give each a slight rotary movement in order to disengage from the frame studs NOTE The frame studs are brazed to the frame To re fit Locate tank and battery carrier on their t
114. ompetition of any kind within an enclosure for which a charge is made for admission to take part in or view the competition or c machines from which the trade mark name or manufacturing number has been removed no guarantee condition or warranty of any kind is given or is to be implied We guarantee subject to the conditions mentioned below that all precautions which are usual and reasonable have been taken by us to secure excellence of materials and workmanship but this guarantee is to extend and be in force for six months only from date of purchase and damages for which we make ourselves responsible under this guarantee are limited to the free supply of a new part in exchange for the part of the motorcycle motorcycle combination or sidecar which may have proved defective We do not undertake to replace or refix or bear the cost of replacing or refixing such new part in the motorcycle motorcycle combination or sidecar We undertake subject to the conditions mentioned below to make good at any time within six months any defects in these respects As motorcycles motorcycle combinations and sidecars are easily liable to derangement by neglect or misuse this guarantee does not apply to defects caused by wear and tear misuse or neglect The term misuse shall include amongst others the following acts 1 The attaching of a sidecar to a motorcycle in such a manner as to cause damage or calculated to render the latter unsafe when rid
115. ower gear the throttle should be regulated so that the engine speed is increased to keep in step with the lower gear ratio Do not slip the clutch to control the road speed The clutch must only be used when starting from a standstill and when changing gear must be operated to ease the engine instead of changing gear or be held out In order to free wheel The exhaust valve lifter is NOT used in normal driving on main and secondary roads When travelling slowly such as may occur in traffic or on a hill and the engine commences to labour it is then necessary to change to a lower gear Engine knocking or pinking and harshness in the transmission are symptoms of such labour and although relief can sometimes be found by retarding the ignition it is generally much better to change down A good driver is able to sense such conditions and will make the change before the engine has reached the stage of distress The gear box is provided to be used and consequently full use should be made of the intermediate gears to obtain effortless running and smooth hill climbing Keep the feet clear of the brake and gear pedals when not actually using them and keep the hand off the clutch lever when not in use Drive as much as possible on the throttle making the minimum use of the brakes When using the machine on wet or greasy roads it is generally better to apply BOTH brakes together because sudden or harsh application of either
116. ox side cover and renew if not perfect Replace the side cover ensuring that a fibre washer is fitted under each of the three retaining nuts Beware of over tightening these nuts the joint being made by the rubber fillet excessive pressure is not necessary Replace the petrol tank DECARBONISATION Instead of the usual stipulated mileage interval between periods of decarbonisation it is recommended that this is undertaken only when the need for same becomes apparent because of excessive pinking loss of power or generally reduced performance When undertaken unless it is thought necessary to inspect the piston and rings the cylinder parre is best left undisturbed The various stages in decarbonisation are described elow TO REMOVE THE CYLINDER HEAD Remove The petrol tank The sparking plug The rocker box Remove the exhaust system by Remove nut and washers retaining exhaust pipe to its stay Remove nut and washers retaining silencer to its stay Remove complete exhaust system by pulling away from stays and then downwards from the exhaust port in cylinder head Remove carburetter by Unscrew two carburetter retaining nuts Take away carburetter and rest on saddle Remove The four bolts retaining cylinder head to barrel and head is free to be taken away While doing this the push rod cover tubes will come away with the head If the sparking plug or cylinder head bolts resist removal do not use force but br
117. p as necessary To remove inspection cap Unscrew knurled screw about four turns Slide cap sideways till the back plate can be slipped through the opening and take away the complete cap assembly When replacing inspection cap centralise cork washer and then fully tighten knurled Screw Essential this is kept tight otherwise cap assembly will be lost Rear driving chain should be removed for lubrication Clean chain in paraffin drain and wipe Immerse in bath of molten tallow leave for several minutes remove and allow excess lubricant to drain off and then replace on machine Engine oil is a poor substitute for tallow and if used chain should be allowed to soak for several hours Lubricate rear chain every three thousand miles in Summer and every thousand miles in Winter Magneto chain runs in case packed with grease 20 BRAKE EXPANDER LUBRICATION Grease nipple on each brake expander bush One on each brake cover plate Use grease sparingly Excessive grease may impair efficiency of brakes BRAKE ROD JOINT LUBRICATION A few drops of engine oil on each brake rod yoke end pin and on the threaded portion of brake rod on yoke each end of brake rod and on bottom of foot brake cable BRAKE PEDAL LUBRICATION Grease nipple in heel of foot brake pedal SPEEDOMETER LUBRICATION One grease nipple on top of speedometer gear box attached to right side of rear wheel spindle No other part of the speedomet
118. r terminals and the E terminal is earthed We specially warn against unskilled meddling with the settings of the regulator and the cut out contacts 80 TO EARTH TO TERMINAL D ON DYNAMO TERMINAL 3 TO TERMINAL ON SWITCH F ON DYNAMO Illustration 32 Showing connections to regulator and cut out unit Type MCR 2 Later machines may be fitted with a new A V C Unit type RB 107 but the foregoing notes will still apply with the exception of terminal grouping which will be F A E D Battery The battery fitted is LUCAS type PUW 7E 4 This is a lead acid battery in which the electrolyte is in free liquid form The voltage is 6 and the capacity is 12 ampere hours Maintenance once every 14 days Remove battery cover brush dirt from top of battery and remove vent plugs There are three vent plugs NOTE NEVER bring a naked light near a battery when the vent plugs have been removed or when the battery is being charged as the gas given off by the electrolyte is highly explosive The specific gravity of the electrolyte indicates the state of charge of the battery With a fully charged battery the specific gravity of the electrolyte should be 1 280 to 1 300 Check the gravity by means of a hydrometer and if it is below 1 150 the battery should be charged as soon as possible by the normal running of the motor cycle If this cannot be arranged the battery should be charged from an external source If the level
119. r the damping effect Upon the recoil movement the damper disc valve returns to its seat and the oil trapped between this valve and the plunger sleeve above 53 has no other source of escape but past this sleeve and the adjacent small metered bleed hole This intentionally restricted passage causes a considerable damper effect to the recoil action It will thus be gathered that on the shock movement of the fork slight damper action occurs with a greatly increased damper action on the reverse movement both actions automatically increasing in effect the more violent the movement Before concluding this description it should be mentioned that upon a very violent impact as a result of which the main springs are almost fully compressed the damping of the upward movement ofthe sliders is intentionally increased by the automatically greatly restricted passage forthe displaced oil brought about by the lower ends of the main tubes encircling the tapered enlarged ends of the damper tubes as the sliders near the limit of their up ward movement Thus bottoming is prevented no matter how violent the impact For ordinary purposes the recommended oil content is 612 ozs 184 6 c c each leg of one of the S A E 20 oils specified To deal with heavier loads than normal the oil content may beincreased to a permissible maximum of 10 fluid ozs 284 per leg increase damping oil of heavier grade may be used It will be found however that for normal
120. ral position and stop the engine Before leaving the machine turn off the fuel supply IMPORTANT NOTICE NEVER DRIVE AWAY AT HIGH SPEED WHEN STARTING A RUN WITH A COLD ENGINE GIVE THE OIL A CHANCE TO WARM UP AND THIN OUT PARTICULARLY WHEN THE MACHINE IS COLD UNTIL THE OIL REACHES ITS NORMAL RUNNING TEMPERATURE THE CIRCULATION IS RESTRICTED SEIZURES BE AVOIDED BY TAKING THIS SIMPLE ESSENTIAL PRECAUTION RUNNING IN Although it is customary to quote permitted maximum speeds on the various gears during the period of running in these are really no guide to overdriving the only essential thing to avoid being the use of large throttle opening If the precaution is taken of limiting the use of the throttle to about one third of its opening during the first 1 000 miles irrespective of the road speed and whether on the level or climbing the necessary conditions for running in will have been observed 12 Special attention must be given during the running in period to such details as valve rocker adjustment chains brakes contact breaker points and steering head bearings all of which tend to bed down in the first hundred miles or so Particular note must be made of the adjustment of steering head bearings which if run in a slack condition will be quickly ruined After this bedding down process has taken place adjustments to such details will probably only be necessary at lengthy intervals After about 1 000 miles have
121. read with Oil Dag or Graphite paste This will guard against seizure upon subsequent removal WHEN IN DOUBT REGARDING THE NAMES AND PART NUMBERS OF THE PARTS YOU REQUIRE PLEASE SEND THE OLD PARTS TO SERVE AS PATTERNS 37 Illustration 15 Showing the mixing chamber with details of the pilot jet with its air adjusting screw and the throttle stop screw 38 CARBURETTER SERVICE The information given in this section includes all that will normally be required by the average rider For further details particularly those connected with racing and the use of special fuels we refer the enquirer to the manufacturers of the carburetter Messrs Amal Ltd Holford Works Perry Barr Birmingham Our Spare Parts Department does not stock every part of the carburetter but confines its stock to those parts that from time to time may need replacement as the result ofwear Those parts include floats and float needles jet taperneedles needle jets and washers CARBURETTER FUNCTION The petrol level is maintained by a float and needle valve and in no circumstances should any alteration be made to this In the event of a leaky float or a worn needle valve the part should be replaced with new Do not attempt to grind a needle to Its seat The petrol supply to the engine is controlled firstly by the main jet and secondly by means of a taper needle see 6 Illustration 15 which is attached to the throttle valve and operates in a
122. ree the engine This only applies ifthe engine is cold i Depress the kick starter until compression is felt then raise the valve lifter lever and ease the engine just over compression Then after allowing the kick starter pedal to return nearly to its normal position give it a long swinging kick with the valve closed Flywheel momentum will carry over compression and the engine should fire immediately If it fails to do so repeat exactly the same process Do not allow kick starter to return violently against its stop The kick starter mechanism must be allowed to engage properly before putting heavy pressure on the kick starter crank pedal pin That means there are two definite and separate movements when operating the mechanism by depressing the crank The first is a slow and gentle movement which ends when it is felt the quadrant has engaged with the teeth on the ratchet pinion See illustration 2 PUSH UPWARDS TO ENGAGE A LOWER GEAR Illustration 3 Showing the gear indi cator drum which upon assembly is set to record the various gears neutral position as the respective figure or letter registers with index mark on the gearbox shell Upon re asembly after PUSH E dismantling for pur ose the index disc should DOWNWARDS be correctly re set for TO ENGAGE A future reference i HIGHER NEUTRAL POSITION GEAR The first slow and gentle movement is essential to avoid damage to the teeth of
123. ry Test steering head for up and down movement and adjust if necessary Check all nuts and bolts for tightness and tighten if necessary but beware of over tightening Check O H V rocker adjustment and correct if necessary EVERY 5 000 MILES Oil tank Filters Magneto Dynamo Front fork Rear legs Carburetter Drain and re fill with new oil 1 If machine is only used for short runs renew oil every three months instead of mileage interval Clean metal mesh filter in oil tank Illustration 4 Clean felt fabric filter in oil tank Clean as detailed in Electrical section Clean as detailed in Electrical section Check each side of front fork for hydraulic fluid content and if necessary top up 4 Insufficient oil content is indicated by abnormally lively action If fitted Check each eg for hydraulic fluid content and if necessary top up 1 13 Insufficient oil content is indicated by abnormally lively action Dealers Service only Remove carburetter float chamber and clean its interior EVERY 10 000 MILES Magneto and Dynamo Air Filter Get a Lucas Service Station to dismantle clean lubricate and generally service If fitted renew filter element 24 FREE SERVICE SCHEME FREE SERVICE SCHEME All owners of NEW MODELS are entitled to one FREE SERVICE AND INSPECTION at 500 miles or at latest three months after taking delivery This service is arranged by the supplying dealer to whom
124. s Type NR1 76 Lubricate contact breaker cam tappet Remove contact breaker as described on page 76 Saturate with a few drops of thin machine oil the wick mounted in the core of its carry ing screw B illustration 29 Push out of the contact breaker body the tappet B illustration 30 wipe it with asoft cloth smear it with thin machine oil and then replace it NOTE When replacing the contact breaker parts ensure the backing spring F Illustra tion 30 is fitted so that its bent over end faces outwards CONTACT BREAKER BODY BACKING SPRING 8 LOCKING SECURING SCREW PLATE Illustration 30 Showing component details of Contact Breaker Contact breaker points The contact breaker point separation should be from 010 to 012 Clean contact breaker points by Remove the contact breaker cover Examine contacts Illustration 29 If they are dirty oily or burnt they must be cleaned with a fine carborundum stone or very fine emery cloth and afterwards wiped with a cloth that has been moistened with petrol Cleaning is made easier if the contact breaker spring arm A illustration 29 is removed Examine the contact breaker spring arm and wipe away any rust Check and adjust contact breaker point setting by Remove contact breaker cover Turn over engine till the contact breaker points F Illustration 29 are fully open Insert
125. sembly is withdrawn from the main shaft clutch centre is a sliding fit on the mainshaft sleeve and an extractor should not be required To remove dynamo chain and back half of chaincase Remove the spring lock ring on dynamo sprocket retaining nut Take away lock washer surrounding dynamo sprocket nut Apply spanner 017254 included in tool kit to the two flats on the back of the dynamo sprocket and holding same unscrew the nut retaining the dynamo sprocket Holding sprocket thus relieves the dynamo shaft of bending strain Release dynamo sprocket with suitable extractor Take away one assembly the dynamo sprocket dynamo chain and engine shock absorber assembly The dynamo chain is endless Straighten tabs on lock washers under the three bolts retaining the back half of chaincase to the boss on the crankcase and remove the three bolts Remove the long headed bolt under battery carrier fixing rear chain guard to front chaincase Remove nut on centre fixing bolt and spacer behind it and back half of chaincase can be taken away 44 RE FIT THE FRONT CHAINCASE AND CLUTCH Fit back half of front chaincase by Place on face of crankcase boss and back face of chaincase some liquid jointing compound Wellseal recomended Ensure the spacer is in position on the centre fixing bolt This is located between the engine plate and the chaincase lt is 1 13 32 long Place in position rear half of front c
126. stered and carry the registration numbers and licence disc allotted to it The dealer from whom the machine is bought will generally attend to all matters legally essentia before it is used on the public roads To register a new machine Send to the Local Registration Authority the following a Form RF1 2 duly completed b The certificate of insurance c The invoice you received from your dealer when you purchased the machine d The appropriate registration fee In due course you will receive A Registration Book Commonly called the log book 2 A Licence Disc 3 Your Insurance Certificate 4 Your Invoice The Registration Book and the Licence Disc will bear the registration numbers that have been allotted to your machine and will also show the date the Road Licence expires Your number plates must then be painted in white upon a black background with the registration numbers in characters of even thickness as follows The numbers on the front plate must be 1 high 112 wide and thick with spaces of Ye between each two characters The numbers on the rear plate must be 2 high 134 wide and thick with spaces 7 between each two characters The Licence Disc must be enclosed in a water tight container having a transparent front and this must be fixed to the machine in a conspicuous position near the front and on the left hand side It is not legally necessary to
127. t long intervals is taken up by means of the adjuster provided at the gear box end of the cable but when making this adjustment it is important that the normal movement of the internal lever is not encroached upon The correct procedure is to remove the gear box oil filler plug which exposes the internal lever The end of this lever to which the cable is attached must then be pressed backward with the finger or end of a screw driver and while thus held all slack in the cable should be taken up by means of the adjuster Having done this the amount of free movement of the internal lever at the end where the cable is attached must be carefully checked This is best done by applying light backward pressure to the lever end as already described at the same time operating the handlebar lever The correct free movement is to inch It should be explained that the free movement is readily felt on the handlebar lever by reason of the greatly increased effort required as the clutch commences to disengage As the result of wear of the clutch plate fabric inserts the plates tend to close up towards each other This closing up has the effect of reducing the free movement referred to Clutch slip resulting from lack of free movement will rapidly ruin the inserts and may generate sufficient heat to soften the clutch springs Therefore should clutch slip occur immediately examine for free movement of the internal operating lever To adjust this free move
128. the kick starter quadrant After the engine has started slowly open the air lever until it runs evenly Then set the throttle so that the engine is running at a moderate speed neither racing nor ticking over and allow to warm up While doing this check the oil circulation as detailed in page 14 The machine can then be taken on the road NOTE Do not race up the engine from cold and do not flood the carburetter to such an extent that petrol is dripping because then in the event of a backfire there is a danger of such loose petrol igniting This cannot possibly happen if the starting instructions are carefully followed but in the event of a fire there is no cause for panic Merely turn off the petrol tap to isolate the main supply open wide the throttle and turn over the engine by operating the kick starter pedal when suction will extinguish the fire 11 STOPPING THE ENGINE To stop the engine close the throttle raise the valve lifter lever and keep it raised until the engine has ceased to revolve ON THE ROAD Having started and warmed up the engine take the machine off the stand sit astride it free the clutch by pulling up the large lever on the left bar and engage the lowest gear Next slowly release the clutch lever and the machine will commence to move forward As it does this the engine speed will tend to drop as it picks up the load so it will be necessary to increase slightly the throttle opening bit by bit to keep
129. the body Then lift away the central electrode assembly which should be washed in petrol or paraffin Then using fairly coarse glass paper remove the carbon deposit and wash again The central firing point should be cleaned with fine emery cloth The inside of the body should be scraped clean with a knife and finally rinsed in petrol There is an internal washer between the insulator and its seat ing in the body On re assembly lightly smear this with thin oil and then screw up the gland nut sufficiently tight to give a gas tight joint Illustration 31 Finally adjust the to 015 018 78 CHARGING A LUCAS type dynamo is fitted It is anti clockwise rotation cutting in speed is 1250 1500 r p m at 7 volts and at 1 850 to 2 200 revolutions per minute it gives an output of 5 amps at 7 volts The replacement part number is 20028A The positive brush is insulated and the negative brush is earthed The two exterior terminals are marked D F indicating the respective terminals for the Positive and Field wires that lead to similarly marked terminals on the Regulator Unit Inspect commutator and brush gear every 5 000 to 6 000 miles Maker s Recommendation Remove the cover band to inspect commutator and brush gear The brushes are held in contact with the commutator by means of springs Move each brush see they are free to slide in their holders if dirty or if sticking remove and clean
130. the gauge part of spanner 017251 between the two contact points If the Setting is correct the gauge should be a sliding fit If there is an appreciable variation from the gauge slacken the lock nut Illustration 29 on the adjusting point and turn the contact point apply spanner 017251 to Its hexagon head until the gap is set to the gauge Screw the point into the contact breaker body to increase the gap or outwards to decrease it Finally tighten the lock nut and re check the setting 77 The foregoing instructions do not apply to competition models fitted with Racing Magnetos 1 SPECIAL NOTE Check the contact breaker point gap after the first one hundred miles and five hundred miles Owing to the initial settling down there is a tendency for the gap to alter in the first few hundred miles of use This may seriously affect the ignition setting Subsequent adjustment will only be required at long intervals but it is as well to check the gap every two thousand miles When the engine is decarbonised is always an opportune time Complete service dismantling cleaning lubrication of the armature shaft bearings etc should be entrusted to a Lucas Service Station every ten thousand miles SPARKING PLUG The K L G Corundite Plug is fitted to all models has a thread of 14 mm and the reach is 34 The point gap is 015 Check the point gap every time the engine is decarbonised and if ne
131. the way round TYRE FITTING Re fit inner tube and outer cover by Place one edge of cover right into well of rim with the three white dots on the cover side adjacent to the valve hole and commencing diametrically opposite and using the hands only work the cover over the edge of the rim Replace the valve Inside and slightly inflate the inner tube Do not distend the tube Fit the valve into its hole in the rim and replace its nut only screwing it on the valve stem about half an inch Tuck in the inner tube so that it lies snugly in the cover Ensure it is not twisted Smear some soapy water round the free edge of the cover This is a great help in fitting and in ensuring the cover centralises itself on the rim and should always be employed if at all possible Introduce the free edge of the cover into the rim at the spot diametrically opposite to the valve Get this edge right into the well of the rim and then by working round the cover equally on either side of the valve position the cover will slip into place without excessive exertion fitting the part nearest to the valve last of all Slightly inflate the inner tube and inspect for the inner tube being trapped between the outside edge of the cover and the rim at the spots where the valve is located Half inflate tyre spin wheel and test for trueness because it is essential the pattern of the tread runs evenly and the cover must be manipulated till that occurs This centr
132. to the frame and screws into the jaw of the stand leg It is then locked by a nut and split pin Care in tightening this bolt is necessary to avoid pinching and it is essential to observe after securely tightening the lock nut that the stand is perfectly free Smear the hinge bolt with engine oil before replacing it CENTRE STAND Spring Frame Models The centre stand is mounted on a bolt set across the bottom rear of the main frame and is removed by taking off a nut of the centre bolt and pushing bolt through the frame During removal and replacement the stand should be in a horizontal position in order to take off as much of the tension of the return spring as is possible FRONT STAND The front stand is intended to operate only as a support and care is necessary when using to avoid passing the vertical position No stops are provided and dragging the machine backward with the stands down is likely to fracture the lugs on the aluminium sliders of the forks to which the stand is attached Do not attempt to use the FRONT STAND unless the machine is already supported by the main stand REAR STAND Rigid Frame Models A plain steel washer is fitted under the HEAD of each of the two bolts that retain the rear stand to the fork ends The washers should NOT be fitted UNDER the nuts of those bolts 60 TO REMOVE OIL TANK AND BATTERY CARRIER Two studs on the seat tube one facing to the front the other facing to the rear engage with tw
133. tubular extension of the main jet The main jet controls the mixture from three quarters to full throttle the adjustable taper needle from three quarters down to one quarter throttle the cut away portion of the intake side of the throttle valve from one quarter down to about one eighth throttle and a pilot jet having an independently adjusted air supply takes care of the idling from one eighth throttle down to the almost closed position These various stages of contro must be kept in mind when any adjustment is contemplated See 18 illustra tion 15 for location of the pilot jet air adjustment screw The pilot jet consists of a small hole drilled in the choke or jet block The size of the main jet should not be altered save for some very good reason See DATA for details of standard sizes of jet throttle valve and jet taper needle With the standard setting it is possible to use nearly full air in all conditions except perhaps when the engine is pulling hard up hill or is on full throttle when some benefit may be obtained by slightly closing the air control Weak mixture Is always indicated by popping or spitting at the air intake rich mixture usually causes bumpy or jerky running in cases of extreme richness is accompanied by the emission of black smoke from the exhaust See Illustration 15 1 SPRING CLIP LOCKING THE FIXING RING 11 THREADED HOLE TO ACCOMMODATE 2 CABLE ADJUSTER FOR BODY TOP PILOT JET AIR
134. uid ozs 170 4 after which the top plug may be replaced NOTE Although the normal oil content of each side is specified as 67 fluid ozs it is not possible to drain all the oil via the drain plug This explains the lesser quantity of 6 fluid ozs 170 4 referred to above However if the fork is at any time completely dismantled and then reassembled in a dry state it should be noted that in that event the correct quantity of oil to add to each leg is 6 fluid ozs 184 6 TO REMOVE THE COMPLETE FRONT FORK ASSEMBLY Support the machine with the front wheel clear of the ground A box of suitable height under each footrest is the best method Remove front wheel by method described in Wheel Section Remove front stand and front mudguard Detach the switch panel that is held to the top of the head lamp by three screws Disconnect speedometer driving cable from the speedometer head Detach the speedometer light bulb with its holder Remove the two bolts retaining the head lamp and take same away Remove the two bolts retaining the speedometer head and take same away Remove the handlebar half clip and lay the handlebars complete with controls upon a pad on top of the petrol tank Detach the front brake cable from the forks First remove the slotted yoke end and then completely unscrew the cable adjuster 54 Unscrew the hexagon plug on top of each inner tube and slacken the lock nuts securing the damp
135. ush paraffin round their heads and leave for a time to soak before making further effort TO REMOVE AND REPLACE THE VALVES Remove the cylinder head Remove the valve springs by inserting afinger in the spring coil and sharply pull upward The top spring collar and split collet can then be removed leaving the valve free to be withdrawn A sharp light tap on the valve collar may be necessary to free the caper split collet It will be observed that the valve spring seat has a raised impression On its under side which registers with a hole drilled on the valve guide boss to ensure accurate positioning TO REPLACE A VALVE After cleaning valve guide bores smear each valve stem with clean oil insert and apply top collar and split collet Then apply the valve springs which although possible to fit by hand are more easily manipulated with a special compressor tool Part No 018276 illustration 9 To operate this tool apply the top end of the valve spring to its groove in the top cap then insert a short rod one of the rocker box fixing bolts suits admirably through the holes in this tool and the valve spring coils and pull outward and upward until the ends of the prong of the spring can be rested on the seat then press down with the fingers Withdraw the bolt or rod when the compressor lies against the cylinder head retaining pressure with the fingers until the bolt has been withdrawn and the tool removed when the spring can be readily pushed
136. ut in the nut Fit engine shock absorber cam spring cap washer and retaining nut but do not fully tighten nut Fit the clutch centre and sprocket by Place on the gear box main shaft splined sleeve the thicker of the two clutch sprocket roller bearing retaining washers Place on the gear box main shaft splined sleeve the clutch sprocket roller bearing ring With grease stick in place on the bearing ring the twenty four clutch sprocket bearing rollers Introduce clutch sprocket over the rollers Place on the gear box main shaft splined sleeve the thin clutch bearing retaining washer Push on the splined sleeve the clutch centre hub Fit the plain washer lock plate and nut that retains the clutch centre but do not fully tighten the nut 45 Fit the front chain and lock the clutch centre nut by Replace the front driving chain Ensure the spring connecting link is fitted so that the closed end of the spring clip faces the direction of rotation Engage top gear apply the rear brake and then fully tighten the nut that retains the clutch centre to the gear box mainshaft Turn up the edge of the lock plate so that it tightly abuts against a flat of the nut Fit the clutch plates and springs by Slide into position in the clutch case attached to the clutch sprocket a steel plain dutch plate Slide into place a clutch friction plate plate with fabric inserts and follow with a steel plain plate then another friction plate and
137. ve supply Always re fuel as soon as possible after being forced to call upon the reserve approx gallon and then at once close the reserve tap It will be noted that by fitting two petrol feed taps it is possible to remove the petrol tank from the machine without the necessity of first draining it of fuel 15 THE KICK STARTER QUADRANT B 15 THE KICK STARTER RATCHET PINION 13 THE THAT MUST BRIDGED BY A SLOW GENTLE MOVEMENT OF THE KICK STARTER CRANK BEFORE THE QUADRANT ENGAGES WITH THE PINION B D is THE KICK STARTER STOP Illustration 2 Kick starter quadrant and ratchet pinion 10 STARTING THE ENGINE a See that there is sufficient fuel in the petrol tank b See that there is sufficient oil in the oil tank c See that the gear pedal is in the neutral position d Push inward the hexagonal end of off side petrol tap slide e See that the air control lever is in the fully closed position f Fully advance the ignition and then slack back the control lever two fifths of its total movement g Open the throttle not more than one sixth of the total movement of the twist grip h Depress the plunger on the top of the carburetter float chamber until it can be felt the chamber is full of petrol i Raise the valve lifter lever and while keeping it raised turn over the engine several times by depressing the kick starter pedal three times the object being to f
138. wo fixing studs and before doing anything else fit both oil pipes Then reverse the instructions given above TO REMOVE THE REAR CHAIN GUARD Spring Frame Models Remove the rear wheel See Wheel Section Remove the bolt retaining the front end of the chain guard to the rear fork Remove the bolt retaining the rear end of the chain guard to the rear fork There are two spacers on this bolt one is between the two sides of the guard and the other is between the head of the fixing bolt and the guard TO REMOVE THE REAR CHAIN GUARD Rigid Frame Models Remove The rear portion of rear mudguard The bolt retaining the front top end of the chain guard to the front chaincase The bolt retaining the front bottom end of the chain guard to the rear frame The bolt retaining the rear top end of the chain guard to the rear frame The chain guard is then free to be taken away BY USING GENUINE SPARES YOU ARE ASSURED THEY WILL FIT ACCURATELY AND GIVE SATISFACTORY SERVICE 61 WHEELS AND BRAKES TO REMOVE FRONT WHEEL Place machine on both stands Remove the split pin and pin retaining yoke end of front brake cable to the brake expander lever Remove bolt retaining brake anchor stay to brake cover plate Slacken the nut on the left hand end of front wheel spindle Remove the four nuts retaining the caps to the fork sliders which will permit the removal of the two caps and putting pressure on the front wheel in order to decrease

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