Sie sind auf Seite 1von 120

R E P A I R MANUAL

for the MZ RiIotor-cycle


ETZ 250

v i t h 201 i l l u s t r a t i o n s

2nd

29 d r a w i n g s of s p e c i a l t o o l s

VEB MOTORRADWERK ZSCHOPAU


Bttrieb des IFA-Kombinats Zweiradfahneuge
The ETZ 2,5O'hIZ Motor-cycle is a product from VEB Motormdwerk Zechopau,
Betrieb dea IPA-Kombinate Zweirad Pahraeuge

Thia Repair Msnual was m i t t e n by a group of engineers i n t h e enploy of


t h e manufacturer.

A l l r i g h t s reaerved

VEB FACHBUCEIQERLAG LEIPZIG

Dead l i n e : &y 15, 1981

Photomechanical print: Salzland-Druckerei StaSfurt


SG 157/40 /82
RH ET2 250, engligch
I n t h e h i g h l a t i t u d e s o f Finland, i n the parching heat of Africa, an,d under t h e most
d i f f e r e n t o p e r a t i n g c o n d i t i o n s , MZ Motor-cycles run t o t h e s a t i s f a c t i o n of t h e i r

To ensure t h a t t h e v e h i c l e s remain In p e r f e c t working o r d e r and r e l i a b l e in s e r v i c e


a f t e r a l o n g period o f o p e r a t i o n , i n v o l v i n g a c e r t a b arnonnt o f wear, we i s s u e t h i s
Repair Manual t o g i v e t h e n e c e s s a r y i n s t r u c t i o n s t o o u r MZ-Workehops a t home and abroad.

Repair work i s a m a t t e r of confidence i n s e v e r a l r e s p e c t s :

The s a f e t y o f t h e d r i v e r depends on t h e r e l i a b i l i t y o f t h e mechanic and h i s


e x c e l l e n t workmanship.
F i n d i n g t h e a c t u a l cause o f t h e *trouble ensures t h a t no m a t e r i a l i s wasted and
l a b o u r c o s t s a r e r e s t r i c t e d t o a minimum.
From t h e s e items, t h r e e advantages r e s u l t :
1. no retouching work,
2. s h o r t times o f i n o p e r a t i o n and
3. low r e p a i r c o s t s !

Good workmanship i n r e p a i r s l a r g e l y depends on t h e use of t h e s p e c i a l t o o l s and means


recomended by NZ. We should l i k e t o u n d e r l i n e t h a t e s p e c i a l l y s e l f - s e r v i c e workshops
and amateur c o n s t r u c t o r s should b e a r t h i s i n mind t o avoid c o n s i d e r a b l e a d d i t i o n a l
e x p e n d i t u r e of l a b o u r and m a t e r i a l .

O u r a u t h o r i s e d IldZ-Workshops may purchase t h e s p e c i a l t o o l s from t h e MZ Spare S a l e s


Department - f o r amateur c o n s t r u c t o r s and t h e l i k e , however, t h e r e i s only t h e
p o s s i b i l i t y of c o n s t r u c t i n g them w i t h t h e h e l p of t h e s k e t c h e s given i n S e c t i o n 8.2.

We hope t h i s Reference Book o f f e r s t h e r e q u i r e d information t o t h e s t a f f s o f t h e


workehops c o n t r a c t e d f o r s e r v i c i n g our products a t home and abroad, and t o t h e f r i e n d s
of MZ motor-cycles throughout t h e world; and we r i e h good s u c c e s s t o each and a l l .

VEB NBD'PORRADWERK ZSCHOPAU


B e t r i e b des IFA-Kombinah Zweiradfehrzeuge
S e r v i c e Department
Page

1.2. ~aiburetter ................................................


1.3. .......................................
....................................................
E l e c t r i c a l Equipment
Y
9
1.4.
1.5.
t 6..
Gearbox
Power Transmission
Cycle P a r t s
.........................................
...............................................
50
10
10
1.7. Weights ....................................................
................................................. 11
' 8.
i 9... Capecities
Dimensions. Measured Values. Diagrama ..................... 11
11
2 . Fuel. Lubricenta md Fluids ..................... .........
.................................................. A 13
2.1.
2.2.
Fnnl
.... ............
...................................
!l%-stroke Engine O i l f o r Fuel-Oil Mixture ;
13
'3
2.3.
2.4.
O i l Capacity f o r Gearbox
.................................
L u b r i c a n t s f o r Cycle F a r t s
-- ......................
13
13
2.5.
2.6.
Shock-absorber O i l
Shock-absorber O i l ......................
Telescopic Fork
..............................
Suspension U n i t s
13
13
2.7. Lubricant f o r Contact Breaker 13
2.8. Brake Fluid .......................................... 13
3
3.1.
Di$assembly of t h e Engine
Preliminaries
..................................
..............................................
3.1.1.
3.1.2.
Notor-cycle Right-hand Side ................................
...................................
~ e m o v i n gt h e c a r b u r e t t e r
3.1.3.
3.1.4.
Unhooking t h e Clutch Cable Control and Replacement
Demounting t h e Engine
.........
.....................................
3.2.
3.2.1.
Diemantling t h e Engine
Preliminaries
.....................................
3.2.2. Removing t h e Clutch Cover ..................................
............................................a.

Dismantling t h e Clutch and Primary Drive ...................


3.2.3.
3.2.4.
3.2.5.
...............................
Dismantling t h e K i c k - s t a r t e r
Dismantling t h e Clutch Actuating Mechanism .................
3.2.6.
3.2.7.
Demounting and Mounting the Clutch
Demounting t h e Cylinder Assembly
.........................
...........................
3.2.8. Dismantling t h e Engine Dynamo S i d e .........................
................ .........
3.2.9.
3.2.10.
3.2.11.
S e p a r a t i n g t h e Two Housing Halves
Dismantling t h e Gear-shift Mechanism and t h e Gearbox
Pressing-out t h e Crankshaft
.......
.................................
3.2.12.
3.2.13.
Dismantling t h e Geerbox Bearing: ............................
...............
P u l l i n g t h e 6306 Bearing from t h e Crankshaft
3.3.
3.4.
Cleaning a l l Engine Partls
Checking f o r Wear
..................................
..........................................
3.4.1.
3.4.1.1.
Clutch and Clutch Operating Mechanism
Primary Drive
......................
..............................................
3.4.1.2.
3.4.2.
............................
I n e v i t a b l e Wear on K i c k - s t a r t e r
...........................
Gears. S h a f t s and S e l e c t o r Forks
3.4.2.1.
3.4.3. Crank Assembly
.......
Gear-shift S h a f t w i t h Control Member a n d Control Stop
.............................................
3.4.3.1.
3.4.3.2.
Cylinder and P i s t o n........................................
Control Measurement o f P i s t o n and Cylinder .................
3.4.3.3.
3.4.3.4. P i s t o n Rings
...........................
Removal of S l i g h t P i s t o n S e i z i n g
...............................................
3.4.3.2.
304.3. . Cylinder Head
Crankshaft
..............................................
.................................................
3.4.4.
3.4.5.
Case and Packings ..........................................
Radial Grooved B a l l Bearing f o r Crankshaft and Gearbox .....
4 . ......................................
Aesernblina t h e E n ~ i n e
..............................................
4.1.
4.1.1.
4.1.2.
Preliminaries
...........................
S e l e c t i o n of P i s t o n and Cylinder
Regeneration of t h e Cylinder ...............................
4.1.3.
4.1.4.
4.1.5.
Bearings and S e a l i n g Rings
Pre-assembly of t h e Gearbox
.................................
S e l e c t i o n of t h e Needle Bearing f o r t h e Gudgeon P i n (New P a r t s
................................
4.1.5.7.
4.1.5.2. Completing t h e Output Shaft (B)
.............................
Completing t h e Drive S h a f t ( A )
............................
4.1.5.3. P l a c i n g t h e Twu Gear S h a f t s i n t o t h e Asaernbly C o n t a i n e r
4.7.5.4.
29-50.017 ..................................................
Preassernbly of t h e Left-hand Housing Kalf ..................
4.2. Motmting t h e Crankshaft, t h e Gearbox and t h e FooB-operated
Gear-shift Shaft ...........................................
.................
4.3.
4.3.1.
4.4.
Momting t h e Right Housing R a l f ...........................
Pre-assembling t h e Right-hand Housing Half
Mounting Pieton. Cyiinder and Cylindza Head ................
4.401.
4.4.2.
........................................
P i s t o n and C y l i n d e r
Cylinder Head and R a t i o of Compression ....................
4.5. Momting t h e Primary Drive .................................
Page
Drive Gear for Gearbox (68 teeth) .........................
............................................. 37
Clutch Driver
Measuring and Adjusting the End Play of the Clutch Driver .. 37
38
38
Mounting the Clutch
..................
................................b......

........................
Completing and Mounting the Clutch Cover 38
Mounting the Kick-starter Assembly
...................
.................................
Mounting the Clutch Actuation Mechanism
38
$0
40
Mounting the Clutch Cover
Rough Adjustment of the Clutch ............................
.................................... 40
Clutch Fine Adjustment
Drive for Speedometer .....................................
Oil Supply for the Lubrication of the Crankshaft Main
41
41
Bearings and Shaft Seal Rings
Lubri'cation of the Gearbox
.............................
................................ 41
42
Assembling Faults .........................................
Mounting the Engine in the Cycle Parts .................... 42
42
Cycle Parts ...............................................
...... 43
44
Mounting of the Rear-wheel Swing-fork .....................
Rear wlheel Springing and Rear Elastic Engine Mounting
Replacement of the Rubber Bearing .Rear-wheel Swing-fork .. 44
44
Demounting and Mounting the Swing Bearing Bolt ............
Mounting the Rear Swing-fork Including Engine Suspension .. 44
45
Rear Engine Suspension ....................................
Repair of the Suspension Units ............................ 45
46
Engine Suspension at Cylinder Head
Telescopic Fork
........................
........................................... 47
47
Steering Bearing .........................................
Criteria for Dismantling the Telescopic Fork .............. 48
49
Demounting and Mounting the Complete Telescopic Fork
Demounting and Mounting the Telescopic Fork Members
......
....... 49
50
Dismantling the Telescopic Fork Members Removed from
the Vehicle ...............................................
Mounting the Telescopic Fork Kembers Removed from the
50
Vehicle and Checking for Wear .............................
Funotional Test of Telescopic Form ........................ 52
Fuel Tank .................................................
Fuel Shut-off Cock ........................................
53
54
54
Rear-wheel Drive and Rear-wheel Hub
Dismantling the Rear-wheel Drive
........................
.......................... 55
56
Speedometer Drive .........................................
Changing the Wheel Bearings ............................... 56
Brakes ....................................................
Internal Shoe Brake .......................................
57
57
Disk Brake for the Front Wheel
Secondary Chain
............................
...........................................
57
a:
Exhaust System ............................................
Aligning the Wheels. Balancing the Front Wheel ............ 63
64
Cable Controls ............................................ 64
Electrical Equivment ......................................
Three-phase Dynamo ........................................
65
Mode of Operation .........................................
65
Technical Data ............................................
65
Technical Characteristic
Fault Diagnoses ...........................................
.......d.......................... sa
68
Behaviour of the Charging Control Light ................... 68
Measuring Instruments ..................................... 68
Measurements at the Vehicle ............................... 68
Use of an Oscillograph .................................... 68
Fault Localisation ........................................
Demounting from the Vehicle ...............................
71
Demounting the Three-phase Dynamo .........................
72
Demounting the Rectifier ..................................
72
Demounting the Three-phase Dynamo .........................
73
Stator with Retaining Cap .................................
73
Rectifier .................................................
73
Checking the Components ...................................
74
Checking the Rectifier ....................................
74
Testing the Stator .......................................
74
Testing the Rotor .........................................
75
Checking the Length of the Carbon Brush ...................
75
Aseembling Instruction ....................................
75
Important Information .....................................
75
75
Page
Regulator .................................................. 76
.................................................. 16
Mounting
Maintenance . .............................................. 76
)
................................................. 76
Adjuatrnent
.......... ......................... 76
r
....................................................
Damagesand their Causes
77
Battery
Ignition ..................................................
Ignition Coil ............................................... 77
77
Contact Breaker ............................................ 78
............................................ 7808
Ignition Timing
Sparking-plug ..............................................
Ignition Line Connector (Sparking-plug ConnecCor) ........... 80
Troubles in the Ignition System ............................ 8810
.............................
Headlamp ...................................................
Lighting and Signalling System
........... 81
Ignition-light Switch ......................................
Combined Stop-Tail-Number-plate Lighting Fitting
..........................
83
83
84
Stop-light Switch ..........................................
Switch Combination at Handle-Bars
Flashing-light Direction Indicator System
84
................... 85
Horn ................................?....................
............................................ 85
Circuit Diagram
Instruments and Tell-tale Lights ...........................
7 . Induction Byetern ........................................... 89
Description and Function of the System ..................... 89
Air Filter ................................................. 90
'(.l.
7.1.1.
7.1.2. Intake Silencer ............................................ 90
7.1.3. Connecting Piece at Carburetter ............................ 90
7.1.4. Carburetter ................................................ 90
7.1.4.1. Design and Function of the Carburetter ..................... 90
Fuel Level Basic Adjustnenf ................................
Fuel Level - Fine Adjustment ..........+ .................... 93
7.1.4.2. 92
7.1.4.3.
7.1.4.4. Idling Adjustment .......................................... 94
7.1.5. Intake Connection .......................................... 94
7.2. Fault Localisation ........................................ 94
Too Lean a Mixture .......................................... 94
Too Rich a Mixture ......................................... 95
7.2.1.
7.2.2.
S~ecialTools .............................................. 96
List of Special Tools ...................................... 96
8.
Drawings of Special Tools .................................. 98
8.1.
8.2.
9. Tightening Torques .Engine ................................. 120
10 . Tinhtenina Torques .Cycle Parts ........................... 120
Fig. 1. ET2 250 w i t h d i s k b r a k e

Pi, 2. ETZ 250 w i t h drum b r a k e i n s t a n d a r d d e s i g n


Fig. 3. Exploded v i e w of the engine EM 250
1.1. En~ine
Engine type EM 250
Cycle two-stroke reverse scar'enging
Cooling system air-cooled (relative wind)
Number of cylinders
Stroke / bore
Swept volume
Ratio of compression
Compression volume of cylinder head
(when assembled) about 26 cm3
Maximum output (at about 5,500 rpm) 15.5 kW (21 hp)
Maximum torque (at about 5,200 rpm) 27.4 Nm (2.8 kpm)
Lubrication petroil lubrication 50 : 1
(or, for selected export countries, by means
of oil proportionating pump)
Connecting-rod bearings cage-type needle bearings for big end and
gudgeon pin
Crankshaft' main bearings 2 bearings 6306 C 4 f
1 bearing 6302 C 3 f
Timing angle
Induction 155' crank angle
Transfer 123' crank angle
Ekhaust 180' crank angle

1.2. Carburetter BVF' 30 B 2-5


Transfer port 30
Matn jet 130
Needle jet 70 (with cross bore)
Partial-load needle C 6 with 5 notches
Needle position from top 3 to 4 l) (4th for running-in period)
Starting jet 90
Slow-running jet 45
Float valve 20
Slow-running air screw about 1 revolution open
Throttle-valve, valve opening 5 mm

1.3. Electrical Eauipment


Ignition battery ignition
Ignition timing 3*0-~.5 mm before T.D.C. G 22'
V 15' -2' angle
crank
1mm
Contact breaker points gap 0.3 e.
Sparking-plug M 14-260
Electrode gap 0.6 mm
Dynamo 12 V, 210 W, three-phase current
Rectifier silicon semi-conductor in three-phase
bridge circuit
%gulator single-syetem regulator, temperarure-compen-
sated, poeitive-regulating
Battery 12 V, 9 Ah
Ignition coil 12 V, miniature ignition coil
Headlamp light opening 170 mm in diameter,
aeymmetrical passing bemm
Stop, tail and number-plate lighting
-
fitting light opening 120 mm in diameter

1) Besides the driving habit, the sparking-plug appearance is decisive


for the setting.
Ha rn under t h e f u e l tank
Direction i n d i c a t o r 4-lamp f l a s h i n g - l i g h t eystem
Switchee
Ignition-light switch i n Fns%rament pod
Switch combination a t handle-bare dimmer e w i t c h , d i r e c t i o n i n d i c a t o r syetem,
e l e c t r i c horn, by-pass l i g h t s i g n a l
s t o p - l i g h t ewitch i n rear-wheel hub and fro&.-wheel hub o r
brake master c y l i n d e x
E l e c t r i c bulbs
Headlamp W (twin-filament) TGL 11 413
Parking l i g h t W cap pa 9 s FGL 10 833
Stop l i g h t W cap Ba 15 S TGL 10 833
Direction i n d i c a t o r W cap Ba 15 e TQL 10 833
Tail light W cap Ba 15 e TGL 10 833
Charging c o n t r o l l i g h t . W cap Ba 7 e TGL TO 833
Idling indicating light W cap Ba 7 e TGL 10 833
High-beam h e a d l i g h t i n d i c a t o r W cap Ba 7 S ML 10 833
C o n t r o l of d i r e c t i o n i n d i c a t o r W cap Ba 7 S TGL 10 833
Speedometer i l l u m i n a t i o n W cap Ba 7 s TGL 10 833
Fuse a
Main p r o t e c t i o n ( 2 f u s e s ) f u s e l i n k 16 A
D i r e c t i o n i n d i c a t o r system fuselink 4 A
Dynamo (l$ne DF) miniature fuae 2 A

. 1.4, Gearbox
Clutch on t h e left-hand end of c r a n k s h a f t - in oil
b a t h ( 5 f r i c t i o n d i a k s w i t h cork p o r t i o n s )
G e a r - s h i f t eystem foot-opereted
Number o f speeds 5
Gear r a t i o s
l e t speed
2nd speed
3rd speed
4 t h apeed
5% speed

1.5. Power Transmiseion


Tranemission
Engine -gearbox 2.43 : 1
by h e l i c a l g e a r s 28 : 68 t e e t h
~r&mnieeion
gear -r e a r wheel 19' : 48 t e e t h E 1 : 2.52 ( s o l o o p e r a t i o n '
1 : 3.2 (side-car operation)
15 : 48 t e e t h f
by r o l l e r c h a i n 0.8 B-1-130 TGL 11 796
(12.7 mm X 7.75 mm X 8.51 mm, 130 r o l l e r s )
f o r solo operatian
0;8 B-1-128 TGL 11' 796
(12.7 mm X 7.75 mm x 8.51 mm, 128 r o l l e r s )
f o r side-car operation
Total gear r a t i o
f s t speed
2nd sgeec?
3rd apead
4th s p e s d
5 t h speed
1.6. Cycle T a r t s
Frame c e n t r a l t u b u l a r frame (welded r e c t l m g u l a r
section)
Engine suspeneion t o p a t c y l i n d e r head and r e a r a t o a e i n g
Steering angle 63 degrees
Caetor 95 mm
!Cype o f e p r h g i n g
front C.elescopio f o r k n l t h o i l - h y d r a u l i c damping,
bpring d s f l e c t i o n l 8 5 mm .
rear suspension u n i t e w i t h e p r i n g load and
o i l - h d r a u l i c -ping, s p r i n g pre-load
a d a b , s p r i n g d e f l e c t i o n 105 mm
Wheels wire-epoke wheele w i t h n o n - o f f e e t spoke8
Rfm s i z e
' front
rear
!Pyres
front
rear
Tyre i n f l a t i o n p r e e e u r e
solor front
re-
w i t h p e r m i e s i b l e t o t a l load:
front
rear
Brakes
front drum brake, diameter 160 mm
width of l i n i n g 30 mm
a c h t s t l o n by c a b l e c o n t r o l
o r h y d r a u l i c s i n g l e - d i s k f i x e d e a d d l e brake
brake d i s k diameter 280 mm
rear drum brake, diameter 160 mm
width o f l i n i n g 30 m
a c t a & i o n by l i n k a g e
?

1.7.. . Weights
W.eight unladen ( w i t h f u e l and t o o l s ) 157 kg ( d e s i g n with drum brake, f r o n t )
153 kg ( d e s i g n with d i s k brake, f r o n t )
p e r m i s s i b l e t o t a l weight: 330 kg

1.8. Ca~a-cities
Gearbox 1,000 cmJ o f g e a r o i l SAE 80
Fuel t a n k 17 1 of f u e l - o i l mixture, i n c l u d i n g
1.5 1 o f r e s e r v e
O i l reservoir f o r o i l proportionating
system 1.3 1
Telescopic f o r k 230 cm3 of damping f l ~ i d ' ~ emember.
r

1.9. Dimensions. Measured Valaee. Mamams


M a x i m u m speed 125 t o 130 km/h depending on load, weather
c o n d i t i o n s and s i t t i n g p o u i t i o n
~ c c e l e r a t k o nfrom 0 t o 80 km/h 6.6 S
Fuel consumption 3.5 t o 5 1/100 km
Fig. 4
Pull load characterietice
of the engine EM 250
Drshzahl in U/min = speed in
rpm
Dr ehmoment = torque
Kraftstoffver-
brauuh = fuel
conaumption
Leist ung = output

Pig. 5
~peed/gear diagram
ETZ 250 -Solo
Geschwindigkeit v in km/h =
epeed v in km/h

Pig. 5t%
Speed/geer d i a g r c l l ~
BTZ 250 -
aide-car dsefgn
Qeechwlndfgkeit v in km/h P

apeed v in km/h
2.1. Fuel v i e c o s i t y a t 50 'C 53 t o 6 8 c S t
(correeponds t o
According t o t h e d e s i g n o f t h e engine, a 8 06 roughly)
p e t r o l of an octane r a t i n g of a t l e a s t
88 ( i n t h e GDR a b b r e v i a t e d a s "VK 88") poar p o i n t maximum - 25 'C
should be used. f l a s h point 180
I n c o u n t r i e s o t h e r t h a n t h e GDR, t h e use
of a f u e l w i t h a s i m i l a r r a t i n g i s water content 0.1 %
recommended. En-co_uyt~ies-other-t_ha~4hg GDFJ,-egggg o_ii
2.2. Two-stroke Engine O i l f o r SAE 20-0: 40-0: gegr-o&l_SqE-80 wiih-simi-
Fuel-Oil lYlfxture
l a y ~ r g 1 p r 4 i e s - s h o g l 4 be-used,
Engine ofE i s added t o p e t r o l i n t h e
RATIO o f 1 : 50 2.4. L u b r i c a n t s f o r Cycle P a r t s
(e.g. 0.2 l i t r e s of engine o i l a r e The f o l l o w i n g l u b r i c a t i o n p o i n t s of t h e
added t o 10 l i t r e s of f u e l ) . c y c l e p e r t s must be l u b r i c a t e d w i t h
The mixing r a t i o of 1 : 50 a l s o a p p l i e s "Cenitol +k2" o r " C e r i t o l +k3" a n t i f r i c t i o n
t o t h e running-in period. b e a r i n g grease:
The two conrod b e a r i n g s , t h e c y l i n d e r
l i n e r and t h e 6306 c r a n k s h a f t main S t e e r i n g b e a r i n g , wheel b e a r i n g s , bearing
bearings a s well a s the piston a r e f o r r e a r wheel d r i v e , secondary c h a i n , brake
provided w i t h o i l by t h i e simple and cams and brake shoe b e a r i n g s , foot-operated
r e l i a b l e system o f pe*oil lubrication. brake s h a f t and speedometer d r i v e ( t h e two
Experiences g a t h e r e d i n t h e course o f l a t t e r i t e m s o n l y when being mounted o r
many y e a r s have shown t h a t i t i s a d v i s - repaired).
a b l i t o use
TWO-STROKE ENGINE OIL MZ 22 This a n t i f r i c t i o n b e a r i n g g r e a s e has a drop
i n t h e GDR. T h i s a d d f t i v e - t y p e o i l p o i n t o f about 130 t o 150 C , can be used
meeta t h e f o l l o w i n g requirements: f o r a temperature range from - 20 t o + 100
'C, and i s w a t e r - r e s i s t a n t a t + 50 OC.
v i s c o s i t y a t 50 'C 20 t o 25 c S t
pour point' maximum - 30 O C Ihr COUBTRIES OTHER THAN THE GDR, an a n t i -
f r i c t i o n b e a r i n g g r e a s e of s i m i l a r
It c o n t a i n s a d d i t i v e s which e f f e c t a c h a r a c t e r i s t i c s should be used.
high t e m p e r a t u r e and p r e s s u r e re-
s i s t a n c e . Limited tendency t o coking;
prevention of carbonaceous o i l depo-
2.5. Shock-absorber O i l -
T e l e s c o u i c Fcrk
s i t s o r d i s s o l v i n g them. Wear r e d u c i n g A s damping l i q u i d , a mixture o f
and c o r r o s i o n p r e v e n t i n g p r o p e r t i e s . 45 p a r t s of shock-absorber o i l and
Contains l e a d - s e p a r a t i n g a g e n t s pre- 1 p a r t o f molybdenum d i s u l p h i d e
v e n t i n g whisker formation i n spcrrk-
ing-plugs. should be used.
FOR MZ MOTOR-CYCLES I N OPERATION I B Shock-absorber o i l v i s c o s i t y :
COUBTRIES OTHER THAN THE GDR 8 t o 11 c S t a t 50 'C corresponde t o
i t i s a l s o a d v i s a b l e t o use only
tow-stroke engine o i l s which p o s s e s s 1.65 t o 1.92 'E a t 50 'C.
t h e s e p r o p e r t i e e (e.g. S h e l l 2 T,
C a s t r o l 2 T Aral 2 T, Mix01 "Sw,
2.6. Shock-absorber O i l - Susvension U n i t s
LT-2T, 8 t c . j . Shock-absorber o i l WITHOUT ADDITIVES of t h e
above v i s c o s i t y i e only used. The damping
2.3. O i l Capacity o f Gearbox v a l u e s of t h e Celeecopic f o r k and t h e s p r i n g -
loaded suspension u n i t s a r e based on t h i s
For gearbox and rimary d r i v e , an v i s c o s i t y . S p r i n g i n g and r o a d a b i l i t y w i l l
m o u n t o f 900 cm9 o f IGL 60. g e a r be impaired i f shock-absorber o i l s o f a
o i l i s r e q u i r e d . This i s an a d d i t i v e - d i f f e r e n t v i s c o s i t y w i l l be used.
t y p e g e a r o i l which i s u i t a b l e f o r t h e
l u b r i c a t i o n o f change-speed gearbox and 2.7. Lubricant f o r Contact Breaker
a x l e d r i v e s . It i s an a g e l n g - r e s i s t a n t
refined lubricating o i l with additives wUnterbr81ws p e c i a l o f 1 f o r c o n t a c t breaker,
f o r an i n c r e a s e o f t h e load-bearing v i s c o s i t y 700 t o 1,300 cSt a t 50 'C.
c a p a c i t y and a r e d u c t i o n o f wear.
It has f a v o u r a b l e low-temperature 2.8. h a k e Fluid
p r o p e r t i e s and meets t h e For t h e d i s k brake, t h e brake f l u i d known
f o l l o w i n g t e c h n i c a l requirements: $8 "Karipol grtinw o r - i n c o u n t r i e s o t h e r
than t h e GDR -
brake f l u i d SAE 70 R 3 o r
SAE J 1703 ( f o r d i s k brakes) have t o be
used.
The a b b r e v i a t i o n "'RfoF" used below means
width o v e r f l a t s of t h e t o o l ( s p a n n e r )
kequired.

3.1. Preliminarie~
It i s a d v i s a b l e , b e f o r e s t a r t i n g t h e d i s -
assembling o p e r a t i o n s , t o d i s c o n n e c t t h e
b a t t e r y and t o remove i t . During t h e
r e p a i r p e r i o d , i t can be s e r v i c e d . When
t h e motor-cycle i s k e p t i n t h e workshop,
t h e two f u s e s must be removed from t h e
f u s e s t r i p under t h e right-hand
panelling.

During t h e f o l l o w i n g work, t h e o i l i s
allowed t o d r a i n from t h e gearbox
(remove t h e o i l d r a i n p l u g (2) and
unscrew t h e lower f a s t e n i n g s c r e w ( 1 )
o f t h e c l u t c h cover). .
NOTE: The g e a r - s h i f t mechanism
d e t e n t screw (3) does n o t Fig. 7 . Right-hand s i d e o f motor-cycle
serve f o r draining o i l !
A f t e r having p u l l e d o f f t h e c a b l e s ( l ) ,
unscrew t h e b r u s h h o l d e r ( 2 ) . A f t e r
l o o s e n i n g t h e f a s l e n i n g screws (31, t h e
e t a t o r can be removed. Using a box
s p a n n e r (Wol 131, l o o s e n t h e f a s t e n i n g
screw o f t h e cam of t h e dynamo. Sense of
r o t a t i o n o f t h e spanner i s o p p o s i t e t o
t h e r u n n i n g d i r e c t i o n of t h e engine.
Then, t h e cam can be p u l l e d o f f when
s l i g h t l y s h a k i n g t h e f a s t e n i n g ecrew
(thread M 7 ) .

Fig. 6. Draining t h e l u b r i c a n t from


gearbox and c l u t c h

3.1.1. Motor-cycle Right-hand S i d e


A t t h e ringht-hand s i d e -of t h e
motor-cycle, t h e o p e r a t i o n s f o r removing
t h e exhaust system a r e s t a r t e d :
( 1 ) Remove t h e union n u t from t h e Fig. 8. Removing t h e s t a t o r
c y l i n d e x by means of a hook s p a n n e r , from t h e dynamo
( 2 ) Remove t h e exhsust p i p e clamp from
t h e f r o n t of t h e engine (WoF 131,
( 3 ) Take o f f t h e h o l d i n g b r a c e from
t h e s i l e n c e r r e a r (WOF 13) a d
( 4 ) t h e dynamo cover (hexa o n a l
socket-head b o l t WoF 5f.
Extractor 02-MIR 39-4( 1) loosens rotor Pnll the carburetter togethgr with induo-
from cone of crankshaft (apply a blow with tion socket from the stud bolts at the
your hand on handle in the direction of cylinder, turn to the left and pull out
rotation of engine). For the amateur con- of the induction tube (rubber).
structor, a M 10 X 100 mm hexagon-head
screw will do good service. 3.703- Unhookin~the Clutch Cable
Control and Replacement
Remove protective cap (rubber) from cas-
ing of cable control holder (21, push
along Bowden cable and take out the plug-
type-nipple.
'Unscrew casing for cable control holder (2)
from clutch cover (WoF 19) and u ~ halong
cable for 5 cm. ndw the n i m l e ?4) of
the ~owden-cablecan be nnhooked from the
tie rod.
In the "deluxe modelw, the drive shaft for
speedometer must be unscrewed before
removing the engine

Fig. 9. Removing the rotor of dynamo


Open the secondary chain.connectipg link
at front end of sprocket on drive shaft,
using flat-nosed or combination pliers.
Pull chain protecting hoses with chain
from the engine towards the rear.
3.1.2. Removing the Carburetter
After closing the fuel shut-off cock and
withdrawing the fuel feed hose, the
carburetter can be dismantled. Pig. 11. Clutch cable control
Tequence of operationsr
(1) Pall the protective rubber cap and 3.1.4. Eemountinn, the Engine
unscrew starting carburetter actuation
(WoF 14) under it
(2) Unscrew carburetter casing cap and
draw it out with piston valve
( 3) Loosen the clamping connection carbu-
retter/induction pipe (screwdriver)
(4) Loosen nuts (WoF 10) of the in-
duction pipe connection

Fig. 12. Dismantling the engine or


Fig. 10. Dismantling the carburetter replacing the cylinde='
Demo tinting t h e engine : L2.3. Dismantlina t h e C l u t c h an&
- Remove two n u t s (WoF 13) ( T ) w i t h washere
Primary Drive
from t h e s t u d s o f t h e c y l i n d e r head.
Prop t h e engine from below;
1
Screw t h e c l a t c h p u l l e r ( l f u l l y on t h e
t h r e a d of t h e c l u t c h ( 2 ) . he e p i n d l e (3)
- Unscrew t h e two f a s t e n i n g screw8 (2) from p r e s s e s t h e c l u t c h from t h e cone o f t h e
c r a n k e h a f t . P u l l t h e c l u t c h from t h e
t h e r e a r engine shoee (WoF 1 3 ) ;
- A f t e r lowering t h e e n g i n e , draw it out
i n forward d i r e c t i o n .
i n t e r n a l d r i v e r . Remove c o r r u g a t e d waeher
(5) and t h r u s t washer ( 4 ) ' remove d r i v e
g e a r w i t h i n t e r n a l d r i v e r ( 3 ) and n e e d l e
Replacement o f c y l i n d e r : b e a r i n g ( 2 ) and e p a c e r ( 1 ) from t h e
The c y l i n d e r head, t h e c y l i n d e r and t h e e l a - c r a n k s h a f t ( s e e Fig. 21).
s t i c engine suspension c a n be changed i n t h e
p o s i t i o n shown i n Fig. 12.
For t h e replacement o f t h e c y l i n d e r , t h e
e l e c t r i c horn (1) and t h e f u e l tank m u s t
be removed. For changing t h e f u e l t a n k ,
s e e S e c t i o n 5.4.

3.2. D i e m a n t l i n ~t h e Engine
3.2.1. Preliminaries
I t goes without s a y i n g t h a t t h e demounted
engine m u s t be cleaned e x t e r n a l l y b e f o r e
i t i s dismantled. N a t u r a l l y , a l l p a r t s m u s t
be k e p t i n such a way t h a t no p a r t w i l l be
l o s t o r damaged.
Before mounting t h e engine i n t h e engine
assembly d e v i c e , remove t h e f r o n t clamp-
i n g screw (WoF 13) and t h e f i t t i n g s l e e v e
under i t hy means of mandrel I f MW 3-4.

3.2.2. Removin~t h e Clutch Cover


A f t e r l o o s e n i n g t h e clamping screw w i t h n u t
(WoF 101, remove t h e g e a r - s h i f t pedal.
The k i c k - s t a r t e r crank remains a t t h e engine
and i s p u l l e d o f f t o g e t h e r w i t h t h e c l u t c h
cover.
Remov t h e c a s i n g f o r t h e speedometer d r i v e
(2). t h e n demount t h e ad j u e t i n g p l a t e under- Fig. 14
n e a t h and t h e d r i v e gear f o r t h e speedo-
meter (WoP 22). Pulling off the clutch
A f t e r removing t h e 5 f a s t e n i n g screws of t h e
c l u t c h c o v e r , a l t e r n a t e l y apply blows a t
p o i n t s ( 3 ) by means o f a p l a s t i c o r r u b b e r A f t e r bending Up t h e l o c k i n g p l a t e , b y
m a l l e t and remove t h e c l a t c h cover t o g e t h e r means o f t h e assembling d e v i c e (1)
w i t h t h e k i c k - s t a r t e r aasembly. 22-50.430, block t h e d r i v e g e a r and,
using t h e s o c k e t wrench ( 2 ) (WoF 2 4 ) ,
l o o s e n t h e n u t , unscrew i t and remove t h e
l o c k i n g p l a t e . The arrow-heads i n t h e
i l l u s t r a t i o n show t h e f a s t e n i n g screws
of t h e assembling device.

Fig. 13. Removing t h e c l u t c t cover

Fig. 15. Loosening t h e n u t f o r t h e


drive gear
P u l l o f f t h e d r i v e g e a r d t h 68 t e e t h by 3.2.6. Demountina and Mountinn t h e C l u t c h
means o f p u l l e r ( 1) 0 5 45-30 The assembly d e v i c e 0 5 - m 150-2 ( F i g . 18)
e n a b l e s t h e d i s m a n t l i n g and a s s e m b l i n g o f
.-. - --. - -- t h e c l u t c h . To f a c i l i t a t e work, i t i s clamp-
ed i n a v i c e . F i g . 20 shows t h e mounting
position.
For dismantling o r checking t h e c l u t c h , it
must b e s o p o s i t i o n e d t h a t t h e p r e s s u r e
p l a t e ( 1 ) i s n o t p u t on t h e p r o p p i n g
screws (2) (Fig. 18).

F i g . 16. p u l l i n g t h e d r i v e , g e a r
Move t h e l o c k - l e v e r ( 1 ) o u t o f t h e drum
cam ( 2 ) . unhook t e n s i o n s r i n g ( 3 ) and
remove i t from g u i d e b o l l P 4 ) . Remove w i r e
r e t a i n i n g r i n g ( 5 ) and s n a p r i n g ( 6 1 , cap
f o r d r i v e s h a f t ( 7 ) and o i l g u i d e p l a t e .

F i g . 18. D i s m a n t l i n g t h e c l u t c h
For d i s m a n t l i n g and a s s e m b l i n g t h e c l u t c h ,
the i n t e r n a l driver with drive gear ( 3 )
must be plugged on t h e assembly d e v i c e .
By t c r n i n g t h e l o c k n u t ( 4 ) c l o c k w i s e , t h e
c l u t c h f l a n g e i s r e l a x e d and t h e n u t s (WoF
TO) ( 5 ) can be l o o s e n e d and removed w i t h
l o c k p l a t e n . A f t e r removing t h e l o c k n u t ( 4 ) ,
t h e c l u t c h can be d i s m a n t l e d i n t o i t s i n d i -
v i d u a l p a r t s ( F i g . 21). Checking f o r wear
i s d e a l t w f t h i n S e c t i o n 3.4.1.
Seauence o f c l u t c h - a y g m b l & n g ( F i g s . 1 9 ,
Fig. 17. Removing g e a r - s h i f t det'ent and 19:,-2~,-2i)
circlips
Put i n t e r n a l d r i v e r with d r i v e g e a r (3)
3.2.4. Dismantling t h e Kick-starter on t h e a s s e m b l i n g d e v i c e ( F i g . 1 9 ) ;
Clamp t h e b e a r i n g c o l l a r o f t h e k i c k -
s t a r t e r s h a f t between c o p p e r jaws o r wood Place t h e pressure p l a t e with spacer b o l t
i n s e r t s i n a v i c e ( F i g . 8 4 ) . Do n o t damage ( 6 ) on t h e s u p p o r t i n screws o f t h e assemb-
t h e t h r e a d o f t h e s p l i n e d b o l t when d r i v - l i n g d e v i c e (Fig. 1 9 f ;
i n g o u t . To t h i s end, l o o s e n t h e n u t M6 P u t t h e g e a r r i n g ( 7 ) i n p l a c e ( F i g . 19) ;
(WOF1 0 ) o n l y s o f a r t h a t i t c a n be used
as " t h r e a d p r o t e c t i o n N . A f t e r removing A l t e r n a t e l y f i t i n t e r n a l segments ( 8 ) and
t h e splined bolt, the kick-starter spring e x t e r n a l segments ( 8 a ) ( t h e p a r c e l o f
r e l a x e s , t h e c l u t c h voer t u r n s t o t h e segments i s c e n t r e d by t h e i n t e r n a l
r i g h t . Now, t h e c o m p l e t e k i c k - s t a r t e r driver) ;
s h a f t c a n be drawn o u t o f t h e c l u t c h cover.
3.2.5. Dismantlina t h e Clutch
7
Mount t h e c l u t c h body ( ) , s c r e w i n t h e
hexagon-head s c r e w s (11 w i t h l o c k p l a t e s
( 1 0 ) and l o c k them ( F i g . l 9 a ) ;
A c t u a t i n g Mechanism
P l a c e t h e s p a c e r w a s h e r s 00-78.196 ( l 4 a )
By t u r n i n g c l o c k w i s e , remove t h e p r e s s u r e on t h e s p a c e r b o l t s ( F i g . 1 9 a ) ;
l e v e r i n t h e c l u t c h c o v e r from t h e worm
o f t h e b e a r i n g bush. P r e s s t h e b e a r i n g Put t h e compression s p r i n g s ( 1 2 ) on t h e
b u s h o u t o f t h e c l u t c h c o v e r (from t h e c l u t c h body (9);
inside to the outside). Mount t h e p r e s s u r e f l a n g e ( 1 3 ) and t e n s i o n
For t h e replacement o f t h e supporting i t w i t h t h e upper p a r t o f t h e c l u t c h assem-
b e a r i n g 6302 o f t h e c r a n k s h a f t , remove b l i n g d e v i c e . Adding t h e l o c k p l a t e s (10).
t h e c i r c l i p from t h e b e a r i n g bush and f a s t e n t h e p r e s s u r e f l a n e by means o f t h e
p r e s s out t h e bearing. n u t s ( 14) and l o c k them ?Fig. 20).
Fiq. 19. Aesernbling t h e c l u t c h -
1st ~ h a s e

Fig. 20. Clutch- screwing t h e p r e s s u r e


flange i n place
P u n c t i g n a l t e s t of t h e - c o r n ~ l e t e clutch
7
p - t E e - s g s ~ m ~ l Z n ga e ~ i c e i
The l o c k nut ( 4 ) of t h e assembling d e v i c e
( F i g . 18) i s t i g h t e n e d by t u r n i n g clock-
wise, i t must be p o s s i b l e tro t u r n t h e in-
t e r n a l d r i v e r ( _ ? ) w i t h d r i v e gear. The same
t e s t can be performed w i t h t h e upper p a r t
o f t h e 05-bN 150-2 assembling device w i t h
t h e c l u t c h mounted i n t h e engine.

Fig. 19a. Assembling t h e c l u t c h -


2nd phase

Fig. 21
Zxploded v i e w
of c l u t c h
.2.7. D e m o u n t i n ~t h e C y l i n d e r Assemblg - Unscrew t h e s e a l i n g c a p ( l ) , remove i t
with packing and take Out t h e shims;
2 o o s e n t h e n u t s (WoF 13) c r o s s w i s e from t h e
c y l i n d e r s t u d s w i t h a s o c k e t wrench, p u l l
o f f t h e c y l i n d e r head and t h e n t h e c y l i n d e r .
- Remove c y l i n d r i c a l r o l l (2) f o r armature
d e t e n t and t h e w i r e c i r c l i p ( 3 ) ;
NOTE: When t h e e n g i n e i s n o t d i s m a n t l e d , - Press out the rubber stopper ( 4 ) ;
t h e opening of t h e c r a n k compart-
ment must be c l o s e d w i t h a c l e e n - Loosen t h e housing f a s t e n i n g s c r e w s (14
cleaning rag! screws) by means o f a s c r e w d r i v e r and
t a k e out o f housing;
P r e s s t h e gudgeon i n o u t b y mems o f t h e
p r e s s i n g d e v i c e ( I f 22-50.010 and draw t h e - Open t h e l o c k i n g h a n d l e of t h e e n g i n e
p i s t o n from t h e c o n n e c t i q g rod. assembling device.
MOTE: B e a t i n g o u t t h e gudgeon p i n i s d e t r i -
mental t o t h e c r a n k s h a f t and d e s t r o y s
t h e n e e d l e b e a r i n g on t h e p i n !

Fig. 24. Engine right-hand side


3.2.9. S e v a r a t i n a t h e Two H O U S ~ ~Halves
R
The assembly b r i d g e 22-50.430 i s screwed on
Fig. 22. P r e s s i n g o u t t h e gudgeon p i n t h e r i ht-hand housing h a l f by means of
3.2.8. D i s m a n t l i n ~t h e Engine
two M % screws ( 1 ) ( s e e F i g . 25).
By means of t h e s p i n d l e s ( 2 ) of t h e b e a r i n g
h a m 0 Side e x t r a c t o r 6203 and t h e c l u t c h p u l l e r , t h e
- Before loosening t h e n u t of t h e sprocket housing h a l v e s a r e s e p a r a t e d by uniformly
turning the pressure spindles.
wheel a t t h e gearbox ('YoP 241, bend up ( I )
t h e l o c k l a t e and a p p l t h e holding-up NOTE: The use o f o t h e r means s u c h a s screw-
thread ) .
d e v i c e ( 2 f 0 5 MW 45-3 ?right-handed
(3) = i d l i n g contact switch
drivers, c h i s e l s etc. leads t o the
d e s t r u c t i o r of t h e housing!
Take off t h e r i g h t - h a n d h o u s i n g h a l f , clamp
- P u l l t h e s p r o c k e t wheel from t h e gearbox. t h e l e f t - h a n d housing h a l f i n t h e e n g i n e
I f t h i s cannot be done manually, u s e a s s e m b l i n g device.
t h e p u l l e r 0 5 MW 45-3.

Fig. 23. Removing t h e s p r o c k e t wheel Fig. 25. S e p a r a t i n g t h e h o u s i n g


from t h e gearbox
3.2.10. . D i ~ m @ t l i nt~h e Gear-shift
Mechanism and t h e Gearbox
(A) = driving shaft
(B) P d r i v e n s h a f t

-
P r e s s t h e c o n t r o l arm ( l ! of t h e c o n t r o l
member ( 2 ) o n t o f t h e d r u m c m ( 3 ) in t h e
d i r e c t i o n of t h e arrow-head and p a l l
t h e c o n t r o l s h a f t with c o n t r o l member (4)
o a t o f t h e housing;
183TE: Do n o t damage t h e i n s u l a t i n g d i s k
( 5 ) of t h e drum cam!

Fig. 27, P r e s s i n g o u t t h e c r a n k s h a f t

Fig. 26. Gear-shift mechanism and


gearbox
Remove t h e s e p a r a t i n g d i s k ( 6 ) ( r u b b e r )
from t h e o i l catch-pocket of t h e housing; f i g . 28. P r e s s u r e member - demonstration
Drive t h e d r i v i n g a d d r l v e a s h a f t s o a t 3.2.12. D i s m a n t l i n ~t h e Gearbox Bearing
of t h e i r b e a r i n g s e a t from t h e c l u t c h Before removing t h e b a l l b e a r i n g s , t h e tlwo
s i d e by means o f an alaminium, b r a s s housing h a l v e s should be heated t o prevent
o r copper mandrel. The gear-shif t d e t e n t damage t o t h e b e a r i n g s e a t e i n t h e homing.
screw has been removed d u r i n g a preced- The b a l l b e a r i n g s a r e d r i v e n out by means of
ing operation. t h e d r i f t 7 1 MW 7-4.
P u l l t h e complete gearbox ( d r i v i n g and geft=h@ bo_us_ing _half;
d r f v e n s h a f t s , drum cam, guide b o l t w i t h
s e l e c t o r f o r k s ) out of t h e left-hand Remove t h e c i r c l l p o f t h e 6204 b e a r i n g from
housing h a l f . t h e c l u t c h e i d e and d r i v e o u t t h e b e a r i n g
from t h e gearbox compartment.
Drive out t h e 6203 b e a r i n g from t h e o a t s i d e
3.2. TT. Pressinn-out t h e Crankshaft towards t h e gearbox compartment ( t h e c i r c l i p
had been removed a f t e r t h e diemantling of
- wFasten t h e assembly b r i d g e
i t h t h e c l u t c h p u l l e r (2)
(1) 22-50.430
i n s e r t e d on
t h e primary d r i v e ) .
t h e d u t c h s i d e of t h e left-hand hous-
i n g h a l f by means of t h e f a s t e n i n g
screws ( 3 ) and ( 4 ) .
NOTE: Before mounting t h e c l u t c h p u l l e r ,
I n any caee p l a c e t h e p r e s e u r e
member (5) on t h e a e n t s i n g c o l l a r
o I t h e c r a n k s h a f t ( F i g . 2811

- P r e s s o u t t h e c r a n k s h a f t by t u r n i n g t h e
p r e s s u r e s p i n d l e ( 6 ) of t h e c l u t o h
p u l l e r clockwise; support . t h e c r a n k s h a f t
w i t h your r i g h t hand from below and
r e t a l n i t s o t h a t i t cannot f a l l down
when it l e a v e s t h e b e a r i n g s e a t .
~i~h4-&a"d_h"+~g_h"Ifi Coked s p o t s i n t h e exhauet duct and t r a n s -
f e r p o r t s a r e cleaned i n t h e cylinder.The
Drive o u t t h e 6204 b e a r i n g from t h e gearbox combustion compartment i n t h e c y l i n d e r head
compartment t o t h e o u t s i d e . Remove t h e 6203 and t h e p i s t o n head must be cleaned w i t h
b e a r i n g w i t h p u l l i n g screw (1) and c a r t r i d g e s c r a p e r and w i r e brueh t o remove carbona-
(2). ceoue o i l d e p o s i t s . A f t e r c l e a n i n g , t h e s e
3.2.13. P u l l i n n t h e 6306 Bearings from two s u r f a c e s must be b r i g h t and without
t h e Crankshaft s c o r i n g . I n S e c t i o n 3.4.3.4., information
i s given about t h e c l e a n i n g of t h e p i a t o n
The c r a n k s h a f t main bearing8 6306 C 4 f a r e r i n g grooves.
preased o f f from t h e c r a n k s h a f t by t h e b a l l
b e a r i n g p u l l e r 22-50.431 (1). The two halves 3.4. Checking f o r Wear
of t h e t o o l a r e a p p l i e d between b e a r i n g and
crank d i s k of t h e c r a n k e h a f t , compreesed i n a 3.4.1. Clutch and Clutch O v e r a t i n q
v i c e and nre-tensioned w i t h 2 ecrewe Mec h a n i m
M 8 X 1 0 0 ~ ( 2 ) . B~ screwing i n two o t h e r acrews POINTS OF WEAR:
w i t h hardened p i n a t t h e s t a r t of t h e thread
( 3 ) , t h e b e a r i n g s a r e pressed a g a i n s t t h e - INTERh'AL SEGMENT WITH FRICTION LINING
crank d i e k s of t h e c r a n k s h a f t (Fig. 30). Wear i s increased w i t h i n c o r r e c t c l u t c h
adjustment (no c l u t c h l e v e r c l e a r a n c e o r
c l u t c h i s allowed t o s l i p e x c e s s i v e l y ) .
I n extreme c a e e s , t h e f r i c t i o n l i n i n g w i l l
burn away. When t h e c l u t c h can no l o n g e r
be r e a d j u s t e d and when i t s l i p s when t h e
engine i s a c c e l e r a t e d , new segments m u s t
be mounted.

Fig. 30. P a l l i n g t h e 6306 b a l l b e a r i n g s


from t h e crankahaft
.. Cleaninn a l l Engine P a r t @
Before checking f o r wear, a l l engine p a r t s
a r e s u b j e c t e d t o a c a r e f u l c l e a n i n g pro-
cess. The use o f f a c i l i t i e e and methods
depends on t h e given p o s s i b i l i t i e s .
I n any c a s e , p e r f e c t l y c l e a n , non-corrod-
ed p a r t s must be a v a i l a b l e . Pay p a r t i c u l a r
a t t e n t i o n t o t h e f r e e passage o f t h e o i l
d u c t s f o r t h e c r a n k e h a f t main b e a r i n g s
i n t h e two housing halves. Push w i r e
through t h e o i l d u c t s (1).

J
Fig. 32. Clutch wear value
This holds when t h e dimension "X" i n Fig.32
f a l l s below 0.5 mm. New segnments have
a t h i c k n e s s of 3.0 mm + 0.1 mm.
Wear valne: -0.3 mm

They muet be r e p l a c e d , when they have be-


come b l u e - t a r n i s h e d due t o c l n t c h s l i p -
ping - (softened!) o r a r e d i s t o r t e d .
Thicknese i n new s t a t e : 1.54,, mm.
Deviation from p l a e c o n d i t i o n of t h e
s u r f a c e i s maximum 0.2 mm
- COMPRESSIOH SPRINGS
Their s p r i n g a c t i o n may diminieh, i.e.. they
r e l a x . I n eevere c s s e e , t h e c l u t c h w i l l
e l i p even i f a l l o t h e r compohenta and
t h e adjustment a r e i n order.

Fig. 31. Checking t h e o i l ducte


i n t h e housing
Values i n new condition:
Length, r e l a x e d 28.3 mm 2 0.6 mm
Mounting l e n g t h 17.0 mm
Spring f o r c e i n
mounted s t a t e 135 B (-13.5 kp) 11 %

- DRIVE GEAR WITH WTERNAZ DRIVER


( P i g . 33)
Check t h a t t h e notched-pin connection
between d r i v e g e a r snd i n t e r n a l d r i v e r
i s i n order. When t h e notched p i n con-
nection i s loose, the i n t e r n a l driver
w i t h d r i v e g e a r must be r e p l a c e d Cre-
r i v e t i n g is useless!).
- TOO!IWXG - DRIVER and GEAR RIEG
I f n o i s e i s emitted when p u l l i n g t h e
c l u t c h , i n d i v i d u a l segmente ( e x t e r n a l
o r i n t e r n a l segmente) show i n c r e a s e d
p l a y o r backlash i n t h e g e a r r i n g o r
i n t e r n a l d r i v e r and t h e y w i l l c l a s h
when t h e c l u t c h presetare is r e l i e v e d .
The n o i s e c a n be removed when f i t t i n g
t h e segmente t o t h e g e a r r i n g and ,
i n t e r n a l d r i v e r i n d i v i d u a l l y and re-
p l a c i n g segments w i t h e x c e s s i v e play.
- NEEDLE BEARIWG AND CLUTCH THRUST Fig. 34. Clutch t h r u s t b e a r i n g
BEARING
I n t h e n e e d l e bearing f o r t h e i n t e r n a l CONE I X THE CLUTCH BODY
d r i v e r , t r a c e s of wear w i l l hardly be
found, even a f t e r a l o n g e r period of The cone may be damaged due t o t h e s l i p -
operation. p i n g of t h e c l u t c h on t h e cone of t h e
c r a n k s h a f t because of i n c o r r e c t mounting.
I n s l i g h t c a s e s , t h e c l u t c h body can be
r e p a i r e d by g r i n d i n g w i t h g r i n d i n g p a s t e
on t h e cone o f t h e c r a n k s h a f t .

PRESSURE LEWR AND BEARING BUSH


( P i g . 3'5)
B u r r formation p o i n t s of p r e s s u r e and
s h a r p edges ( l j a t t h e t e e t h of t h e two
components cause j e r k y engagement and
disengagement of t h e c l u t c h . These d e f e c t s
a r e removed by means of a s u i t a b l e
corundum s t o n e o r a s p e c i a l smooth c u t
f i l e . Before assembling, p u t t h e two
p a r t s t o g e t h e r and check t h a t they a r e
f r e e t o move e a s i l y .

Fig. 33. I n t e r n a l d r i v e r w i t h
drive gear
The c l u t c h t h r u s t bearing i s caulked
t h r e e times a t uniform s p a d n g s at:
t h e . o u t e r ring, seated i n the p r e s s u r e , Fig. 35. Clutch a c t u a t i n g mechanism
f l a n g e ( l ) . See t o i t t h a t t h e o u t e r
r i n g of t h e t h r u s t b e a r i n g does
not turn i n the pressure flange.
3.4.1.1. Primapr Drive 3.4.2. Gears. S h a f t s and S e l e c t o r Forks
Zf t h e r e i s e x c e s s i v e b a c k l a s h between The r e l i e f c u t s i n t h e claws a t t h e c o n t r o l
t h e d r i v e gear (28 teeth) riveted t o the
c l u t c h d r i v e r and t h e d r i v e g e a r (68
t e e t h ) t o t h e gearbox, n o i s e w i l l be
a r e a r r a n g e d a t an a n g l e o f 3 .
g e a r s (on b o t h s i d e s ) and t h e o c o u n t e r g e a r s

e m i t t e d when t h e engine i s i d l i n g and i n I n t h e engaged c o n d i t i o n ( g e a r engaged),


l o a d change. due t o t h e wedge e f f e c t o f t h e r e l i e f c u t s ,
E f o r c e i s produced which i s designed t o
I n new c o n d i t i o n , t h e b a c k l a s h i s 0.036 mm r e t a i n c o n t r o l g e a r and toothed g e a r
t o maximum 0.131 mm. ( l o o s e g e a r ) i n mesh.
I f t h e b a c k l a s h i s more t h a n 0.25 mm, Not o n l y t h e g e a r - s h i f t d e t e n t l e v e r ( 1 )
a new p a i r o f s p u r g e a r s must be mounted. ( F i g . 17) keeps t h e v a r i o u s g e a r s i n t h e
engaged s t a t e b u t a l s o t h e wedge e f f e c t
o f t h e r e l i e f c u t s c o n t r i b u t e s t o t h i s end.
The r a d i a l p l a y o f t h e b e a r i n g s 6306 and
6203 must be t a k e n i n t o c c c u n t when When t h e claws o f the- c o n t r o l g e a r s a r e
7
measuring t h e backlash. he s p u r g e a r s
must be checked f o r damaged t e e t h .
h e a v i l y worn, t h e b e a r i n g s u r f a c e becomes
s m a l l e r and t h e g e a r s jump o u t o f engage-
ment.
The s e l e c t o r f o r k s must be checked f o r t h e i r
a n g u l a r c o n d i t i o n ; t h e y must be p e r f e c t l y
3.4.1.2. I n e v i t a b l e Wear on K i c k - s t a r t e r a t r i g h t a n g l e t o t h e guide b o l t o f t h e
Wear w i l l mainly o c c u r on t h e cam p l a t e s e l e c t o r f o r k s (go0). S l i g h t l y d i s t o r t e d
(1) i f , during s t a r t i n g , t h e kick-starter s e l e c t o r f o r k s can be s t r a i g h t e n e d i n a
i e n o t f u l l y kicked d o m . A s a consequence, c o l d s t a t e , b u t g r e a t c a r e must be taken.
t h e e n g i n e w i l l k i c k back and t h e cam
a
p l a t e w i l l be de t r o y e d due t o t h e
abnormal s t r e s s d i s t o r t i o n o r
breakage).
The d i s t o r t e d o r broken cam l a t e c a u s e s
a r e d u c t i o n of t h e d i s t a n c e ?X) between
k i c k - s t a r t e r g e a r and d r i v e r i n t h e
mounted c o n d i t i o n of t h e k i c k - s t a r t e r
s h a f t , and t h i s l e a d s t o heavy wear
o n t h e t e e t h ( 2 ) o f t h e two g e a r s .

Fig. 37. S e l e c t o r f o r k s and c l a w s


A s e l e c t o r fork not a t r i g h t angle a s
d e s c r i b e d above w i l l c o n t i n u a l l y s t r i k e
a g a i n s t t h e c o n t r o l edge and w i l l be t a r -
n i s h e d and become b l u e l i k e t h e c o n t r o l
g e a r . A s a consequence, t h e hardened c a s e
w i l l be l o s t and t h e two components become
useless already a f t e r a short period of
o p e r a t i o n , hence, t h e y must be r e p l a c e d . .
For a p r o p e r check o f t h e gearbox, i t i s
necessary t o clean a l l p a r t s c a r e f u l l y
i n order, t o perceive blue tarnished p a r t s
P i g . 36. K i c k - s t a r t e r s h a f t clearly.
The d r i v e s h a f t must be checked f o r c l e a n
o i l b o r e s f o r t h e l u b r f c a t i o n of t h e
t o o t h e d e a r s f o r t h e 2nd and 3rd speeds
( F i g . 387.
I n general, tarnished, i.e. blue, g e a m ,
s h a f t s and s e l e c t o r f o r k s must be r e p l a c e d
by new p a r t s i n any case.
Antrieb = drive ijlbohrung fiir: Zahnrad 111.
Fig. 38. G e a r - s h i f t mechanism Gang, Zahnrad 11. Gang =
Abtrieb = Output O i l h o l e f o r : g e a r 3rd speed,
Lager = bearing g e a r 2nd s p e e d

3.4.2.1. Gear-shift Shaft with Control The c y l i n d r i c a l p i n 8 X 80 ( c o n t r o l s t o p )


Member and C o n t r o l Star, p r e s s e d i n t o t h e housing, s e e Fig. 57,
m u s t n o t be l o o s e o r d i s t o r t e d .
The c o n t r o l member muet be checked t h a t t h e The s e r r a t i o n o f t h e f o o t - o p e r a t e d g e a r -
c o n t r o l a m i s f r e e ( t ) , (2) t o move e a s i - s h i f t s h a f t w i l l be d e s t r o y e d when t h e f o o t -
l y . The compression s p r i n g ( 3 ) m u s t f i t o p e r a t e d g e a r - s h i f t l e v e r is l o o s e a n d w i l l
w e l l i n t h e countersunk b o r e i n t h e gear- n o t be re-tightened.' When t h e s e r r a t i o n i s
s h i f t s h a f t . The same ap l i e s t o t h e l o c k s e v e r e 1 damaged, t h e foot-operated gear-
p l a t e s ( 4 ) . ( 5 ) , ( 6 ) , (77. Dimension "an s h i f t s H a ~ tw i t h c o n t r o l member must be
i s 16.6 mm. T h i s s e c t i o n l i m i t s t h e an l e replaced.
o f r o t a t i o n of t h e g e a r - s h i f t s h a f t (87.
The r e t u r n s p r i n g (9) has E l o n g s e r v i c e -4.3. Crank Assemblg
l i f e : i t should be checked f o r c r a c k s . .4.3.1.Cylinder and P i s t o n
When an engine o u t p u t r e d u c t i o n o c c u r s
which i s n o t due t o wrong i g n i t i o n timing,
c a r b u r e t t e r tuning, leaky s h a f t s e a l rings
o r clogged exhause system ( b d p r e s s u r e
t o o h i g h ) wh5le t h e dismantled p i s t o n i s
"black" round t h e e n t i r e p i s t o n s k i r t be-
low t h e p i s t o n r i n g p o r t i o n , t h e n p i s t o n
and c y l i n d e r m u s t be r e p l a c e d (compression
and combustion p r e s s u r e escapee between
p i s t o n r i n g 8 and c y l i n d e r w a l l ) .
I n t h i s c a s e t h e c y l i n d e r l i n e r (zone of
p o r t ) shows a f l a r e and immediately below
t h e upper edge o f t h e l i n e r a c o l l a r can be
felt.
Changing on1 t h e worn p i s t o n r i n g s i s
useless i n ttis caseo

Fig. 39. Foot-operated g e a r - s h i f t shaft


w i t h c o n t r o l member.
Replacement o f t h e c y l i n d e r can be e f f e c t - 3.4.3.4. P i s t o n ~b~~
ed by mounting a new c y l i n d e r w i t h p i s t o n
o r by r e g e n e r a t i n g t h e d i s m a n t l e d c y l i n d e r B e f o r e used p i s t o n s a r e employed a g a i n ,
( t h i s i s more economical); f o r t h i s purpose, t h e p i s t o n r i n g s and r i n g g r o o v e s must
t h e c y l i n d e r i s reground a f t e r a new p i s t o n be " ~ b j e c f t o s p e c i a l c a r e .
( t a k i n g t h e s ~ e c i f i e dmounting c l e a r a n c e
i f - 0 . 0 7 mm in'to c o n s i d e r a . t ' i o n ~ .
P i s t o n s of t h e f o l l o w i n g- o v e r s i z e s a r e
available:
69.50 mm; 70.00 mm; 70.50 m; and 71.00 m.
3.4.3.2. C o n t r o l Measmement o f P i s t o n and
Cylinder
I n t h e new c o n d i t i o n o f p i s t o n and c y l i n d e r
t h e mounting c l e a r a n c e between c y l i n d e r
l i n e r and p i s t o n i s 0.04 mm.
The wear l i m i t i s a b o u t 0.09 mm. Then a
new o r a replacement c y l i n d e r must b e
mounted because t h e n o i s e i n c r e a s e s w i t h
i n c r e a s i n g mounting c l e a r a n c e ( e s p e c i a l l y
w i t n load chanaee and when t h e engine i s
unloaded).
The nominal s i z e o f t h e p i s t o n i s measured
30 mm above t h e p i s t o n lower edge. Only a
new p i s t o n can r e a c h t h e s p e c i f i e d nominal
s i z e i n a c o n t r o l measurement t a k i n g t h e
measuring i n s t r u c t i o n s i n t o consideration.
A p i s t o n t h a t has a l r e a d y r u n i s deformed. Fig. 40. Cleaning t h e r i n g g r o o v e s
The c y l i n d e r must be measured i n t h e lower P i s t o n r i n g s s t i c k i n g i n t h e grooves due t o
and upper t h i r d o f t h e l i n e r by means o f excessive o r unsuitable o i l i n t h e f u e l
an i n t e r n a l measuring i n s t r u m e n t . Without ( p e t r o i l m i x t n r e ) a r e c a r e f u l l y removed;
m e a s u r i n g i n s t r u m e n t , wear c a n be i d e n t i - t h e y must n o t be expanded t o o much.
f i e d by t h e d g e ( c o l l a r ) a b o n t 8 mm below The carbonaceous o i l d e p o s i t on t h e i n t e r i o r
t h e upper edge o f t h e c y l i n d e r l i n e r . c i r c u m f e r e n c e must be removed a n d t h e r i n g
grooves must b e c a r e f u l l y c l e a n e d by means
3.4.3.3. Removal o f S l i g h t P i s t o n o f an o l d broken r i n g o f t h e same t y p e .
I f the b ~ e n~ e i r e d ,i n a s l i g h t A f t e r t h i s o p e r a t i o n , t h e p i s t o n r i n g s must
c a s e , t h e p i s t o n can be r e s t o r e d t o p r o p e r be f r e e l y movable i n t h e r i n g grooves.
working c o n d i t i o n by f i n i s h i n g t h e p o i n t s The p i s t o n r i n g s must n o t b e exchanged;
o f s e i z u r e by means o f a corundum s t o n e t h e y must be f i t t e d i n t h e same groove from
eoaked i n a f u e l - o i l m i x t u r e . which t h e y were*taken.
S l i q h t s e i z u r e marks o f aluminium remains Do n o t use o i l when f i t t i n g t h e p i s t o n r i n g s !
( c a u s e d by t h e p i s t o n ) i n t h e c y l i n d e r WIDTH OF THE R I N G ~ R O O V E S
a r e removed by means o f f i n e emery p a p e r
( g r a i n 400) w i t h e v e r y c a r e . The retouch- upper r i n g groove 2.06 *.02 mm
igg o p e r a t i o n i n c y l i 6 d e r and on p i s t o n c e n t r a l and lower
must be c a r r i e d o u t i n l o n g i t u d i n a l d i - r i n g groove 2.04 + O w o 2 mm
r e c t i o n only.
2.10 mm

-
wear v a l u e
mTE: I t i s o f no u s e t o remove o n l y t h e THICKNESS OF T ~ EPISTON RINGS
p o i n t s o f s e i z u r e and t o l e a v e
t h e c a u s e o f jamming unchanged. a l l piston rings 2.00 -0.010
-0.022
wear v a l u e 1 .g0 mm (maximum)
Below a r e a few examples o f s u c h causes:
- Lack o f o i l (no f u e l - o i l m i x t u r e but
o n l y f u e l was f i l l e d up) ;
- I n s u f f i c i e n t f u e l s u p p l y and, hence,
s h o r t a g e o f o i l due t o i n s u f f i c i e n t
f u e l f e e d from f u e l t a n k t o c a r b u r e t t e r .
Vent h o l e s i n t a n k c o v e r clogged;
- F u e l f i l t e r cock clogged o r f a s t e n i n g
screws a t handle e x c e s s i v e l y t i hten-
ed ( t h e h a n d l e must move e a s i l y k ;
- B a s i c c a r b u r e t t e r t u n i n g changed;
- I g n i t i o n t i m i n g wrong; c o n s e q u e n t l y ,
overheating of t h e engine;
- Exhaust system changed, back p r e s s u r e
wrong ;
- A i r f i l t e r system d e f e c t i v e ;
- E n ~ i n edakes i n WOnQ a i r ( m i x t u r e
t o 6 l e a n i n t h e upper engine
speed r a n g e ) .

Fig. 47. Measuring t h e p i s t o n r i n g gap


Before f i t t i n g t h e p i s t o n r i n g s , t h e s t a t e 3.4.3.6, Crankshaft
of wear muet be checked. For t h i s purpose, i n s p e c t i o n w i l l show w h e t h e r t h e c o l l a r s
the piston ring is inserted i n the c y l i ~ d e r
l i n e r , a b o u t 10 mm below t h e u p p e r edge o f of t h e s e e l i n g r i n g s ( 1 ) a r e Worn t o o much,
t h e c y l i n d e r , and t h e n t h e r i n g gap i s whether t h e thread f o r f a s t e n i n g t h e c l u t c h
measured. I n new c o n d i t i o n o f t h e p i s t o n (21, t h e c e n t r i n g c o l l a r ( 3 ) and t h e t h r e a d
r i n g s , t h e gap should b e 0.2 mm. f o r t h e anchor b o l t s ( 4 ) , t h e cones f o r
When t h e r i n g gap i s more t h a n 1.6 mm, t h e c i u t c h ( 5 ) and t h e a n c h o r ( 6 ) a r e s t i l l
p i s t o n and c y l i n d e r a r e u n s e r v i c e a b l e . i n proper condition.
When t h e a r r e s t i n g p i n s i n t h e p i s t o n
a r e l o o s e ( f a c e of t h e p i n s i s b r i g h t ) ,
o r i f t h e y a r e m i s s i n g , a new p i s t o n
w i t h c y l k n d e r (which may be ground)
have t o be mounted.
NOTICE: The d g e s o f t h e p o r f s must be
chamfered o t h e r w i s e awkward
n o i s e w i l l be produced w i t h
t h e e n g i n e unloaded!
T h e r e f o r e , s l i g h t l y chamfer
t h e p o r t s o f newly ground
cylinders!

3.4.3.5. C y l i n d e r Head
V!hen t h e c y l i n d e r head has become l e a k y
- i n d i c a t e d by t h e o i l e d up u p p e r r i b s
of t h e c y l i n d e r -, t h e c y l i n d e r head
can be r e f i n i s h e d on a s u r f a c e p l a t e
by means o f f i n e emery c l o t h ( g r a i n
400) t o a l i m i t e d e x t e n t , p e r f o r m i n g Fig. 43. C r a n k s h a f t
motions i n a c i r c l e , u n l e s s t h e r e i s
a new c y l i n d e r head a v a i l a b l e . When d e f e c t s found c a n n o t be renoved by
r e f i n i s h i n g , a new o r a r e g e n e r a t e d
c r v l l c s h a f t must be mounted.

F i g . 42. C y l i n d e r head -
sealing
s u r f a c e and cumbustion chamber
Fig. 44. Measuring t h e amount t h e c r a n k s h a f t
i s o u t of t r u e r a d i a l l y
v!hen a c y l i n d e r head is l e a k y , an a d d i t i o n a l Then t h e amount t h e c r a n k s h a f t i s o u t o f
i n s e r t i o n of an aluminium shim i s wrong. t r u e r a d i a l l y i s measured a t t h e p o i n t s
T h i s w i l l n o t be a remedy, t h e compression i n d i c a t e d i n F i g . 44. For t h i s purpose, t h e
r a t i o w i i l be changed and a f u r t h e r power c r a n k s h a f t i s clamped between two f i x e d
r e d u c t i o r i w i l l be c-ausad. c e n t r e s o f a t e s t i n g equipment o r o f a
NOTICE Then demounting and mounting t h e lathe.
c y l i n d e r head, t a k e c a r e t h a t The p e r m i s s i b l e amount i s 0.03 mm. G r e a t e r
t h e f a s t e n i n g n u t s a r e loosened v a l u e s l e a d t o i g n i t i o n t r o u b l e s a t high
and t i g h t e n e d u n i f o r m l y and r o t a t i o n a l s p e e d s , v i b r a t i n g o f t h e engine
crosswie6. and l e a k y s h a f t s e a l r i n g s .
I f t h i s i s n e g l e c t e d , t h e c y l i n d e r head The r e s u l t i s a p o o r e n g i n e o u t p u t . A new
w i l l be subjected t o p e r t i c u l a r c r a n k s h a f t s h o u l d a l s o be t e s t e d because
i t may have been s u b j e c t t o t r a n s p o r t
s t r e ~ s e sa d become leaky. damage.
F u r t h e r checks i n t h e c a s e c o n c e r n t h e
b e a r i n g s e a t s and t h e grooves o f t h e snap
r i n g s ; t h e y m u s t be i n p r o p e r c o n d i t i o n .
B e a r i n g s e a t s a r e u s e l e s s when t h e bear-
i n g s can be pushed by hand i n t o t h e COLD
c a s e o r on t h e b e a r i n g s e a t of s h a f t s
( w i t h t h e b e a r i n g i n n e r r i n g i n a COLD
state).
A l l p a p e r packing8 a r e r e p l a c e d by new onee
i n any case.
The s h a f t s e a l r i n g s m u s t be checked f o r
f i s e u r e s i n t h e s e a l i n g l i p , t h e wear and
t e n s i o n of t h e l i p , f a r t h e r f o r t h e pre-
s e n c e o f t h e s p r i n g i n t h e grooved p r o v i d e d
f o r t h i s purpose and t h e q u a l i t y of t h e
c o n n e c t i o n o f t h e two s p r i n g ends. It i s
b e t t e r t o r e p l a c e a s h a f t s e a l r i n g pre-
matur,ely t h a n t o d i s m a n t l e t h e e n g i n e once
more a month l a t e r because o f t h i s r e l a t i v e -
Pig. 45. Neasuring t h e r a d i a l p l a y of l y cheap . p a r t .
t h e c o n n e c t i n g rod
Worn n e e d l e b e a r i n g s i n t h e b i g end and
s m a l l end o f t h e c o n n e c t i n g r o d a r e i n -
d i c a t e d by n o i s e under load. 3.4.5. R a d i a l Grooved B a l l B e a r i n g f o r
Measurement o f t h e big-end b o s s i s t a k e n Crankshaft and Gearbox
i n t h e manner shown i n Fig. 45. With t h e D e f e c t i v e c r a n k s h a f t main b e ~ r i n g sa r e
c r a n k s h a f t i n new c o n d i t i o n , t' h e r a d i a l i d e n t i f i e d by t h e c h a r a c t e r i s t i c engine
p l a y i s 0.020 t o 0.035 mm. n o i s e and by t h e i m p o s s i b i l i t y t o s e t t h e
If t h e v a l u e i s more t h a n 0.05 mm, t h e c o n t a c t b r e a k e r gap c o r r e c t l y .
c r a n k s h a f t i s WO&.
The c o n d i t i o n of t h e b e a r i n g t r a c k s and t h e
b a l l s can be found by i n s p e c t i o n a f t e r
p r e s s i n g t h e b e a r i n g s w i t h p l a s t i c cage
a p a r t . Worn b e a r i n g s a r e damaged by p i t t i n g .
F o r b e a r i n g s t h e r u l e a l s o holds t h a t a f t e r
a prolonged p e r i o d o f o p e r a t i o n o f t h e engine
a11 b e a r i n g s should be r e p l a c e d by new o n e s
(on t h e o c c a s i o n o f a g e n e r a l o v e r h a u l ) .
The f o l l o w i n g b e a r i n g s have t o be used:
For t h e c r a n k s h a f t , two 6306 C 4 f ( p l a s t i c
cage) a s main b e a r i n g s and one 6302 C 3 f
a s supporting bearing f o r t h e crankshaft i n
t h e b e a r i n g bush ( p l a s t i c cage) have t o
be used.
I n t h e gearbox, two 6203 J C 4 b e a r i n g s ,
one 6204 J C 4 b e a r i n g and
one' 6304 J C 4 b e z r i n g
a r e mounted.
Fig. 46. Checking t h e a x i a l p l a y o f t h e
big-end b o s s
The c o n d i t i o n of t h e b e a r i n g i n t h e small-
end b o s s , c a n o n l y be judged s u b j e c t i v e l y
by means o f t h e c o n v e n t i o n a l workshop
equipment. The gudgeon p i n must f i t with-
o u t any c l e a r a n c e i n t h e conrod, and i t '
muet be p o s s i b l e t o t u r n i t w i t h o u t jam-
ming w h i l e t h e r e s i s t a n c e o f f e r e d i s j u s t
f e l t . Gadgeon p i n s showing s i g n s of wear
o r a b l u e c o l o u r dae t o t a r n i s h i n g a r e
u s e l e s s and m u s t b e r e p l a c e d .
A x i a l p l a y of t h e big-end b o s s between
t h e c r a n k d i s k s i s 0.170 t o 0.563 mm.
Wear v a l u e : 1.0 m.
3.4.4. Case and Packinns
F i r s t and f o r e m o s t , t h e s e a l i n g s u r f a c e s
o f t h e c a s e m u s t be checked. I f t h e y a r e
damaged, t h e y can be r e f i n i s h e d i n c a s e s
n o t t o o s e v e r e i n t h e manner shown i n
Fig.42 f o r t h e c y l i n d e r head, u s i n g
a s u r f a c e p l a t e and f i n e emery c l o t h .
4. Assembling t h e Engine
======p=fP=SI=Il===II=L53==I==
Cylinder P i s t o n 69.6 .,
3.1. Preliminaries
It i s t a k e n f o r g r a n t e d that' a l l engine Marking Nominal s i z e 19ominalsize
p a r t s a r e p r o p e r l y cleaned D e f e c t i v e ( T o l e r a n c e group) i n mm i n mm
p a r t s were i d e n t i f i e d a n d r e j e c t e d . The
p a r t s t h a t a r e f u r t h e r u s a b l e were pre-
pared f o r r e - f i t t i n g . Before d e s c r i b i n g
t h e assembly of t h e engine, we below g i v e
some i n s t r u c t i o n s r e g a r d i n g t h e s e l e c t i o n
and mating of v a r i o u s u n i t a o f c o n s t r u c t i o n .
4. l . 7. S e l e c t i o n of P i s t o n and Cylinder T h i s Table g i v e s p i s t o n and c y l i n d e r
dimensions i n new c o n d i t i o n which were
The c y l i n d e r of t h e ETZ 250 d i f f e r s from procured by o u r Oepartment S p a r e P a r t s
t h e c y l i n d e r s used s o f a r . I n t h e c y l i n d e r , S a l e o r which were mounted i n o u r works.
f o u r t r a n s f e r p o r t s a r e a r r a n g e d . The
i n d u c t i o n duct'has a guide nose f o r t h e
p i s t o n r i n e. The p i s t o n can o n l y be u s
i n t h e 69.t design w i t h a c u r v e adbpted
t o t h e new c y l i n d e r .

Fig. 47. Cylinder - lower s e a l i n g a r e a

Fig. 48. q y l i n d e r - iIiducti0n p a r t Fig. 50. P i s t o n marking


A rncuilting s l e e r a n c e o f 0.09 mm between
( 1 ) Nominal e i z e i n mm
~ i s ' i o n and c y l i n d e r i e s p e c i f i e d . The (2) l o u n t h g direction
f o l l o w i n g Table f a c i l i t s t i s t h e
s e l e c t i o n o f t h e p a s t s t o be mated.
4.1.2. R e a e n e r a t i o n of t h e C y l i n d e r p i s t o n and gudgeon p i n and n e e d l e b e a r i n g ) .
Each c y l i n d e r can be ground o u t f o r maximum Pay a t t e n t i o n t o t h e f a c t t h a t commercial
2.00 m r e l a t e d t o t h e b a s i c s i z e (69.00 mm).packings of n e e d l e b e a r i n s a r e marked o n l y
w i t h t h e mean dimeneions ?determined from
P i s t o n 8 i n t h e o v e r s i z e s of 6 9 0 5 ~ ;7 O * O O ; upper and lower n e e d l e dimensional devia-
70*50; 71*00 t i o n ) . The b e a r i n g e a r e n o t marked! There-
a r e available. f o r e , keep open packing8 s e p a r a t e .
The c y l i n d e r i s ground i n t h e c y l i n d e r g r i n d -
i n g shop a c c o r d i n g t o t h e a v a i l a b l e p i s t o n
and t a k i n g t h e s p e c i f i e d mounting c l e a r a n c e When used gudgeon p i n , p i s t o n and crank-
of 0.04 mm i n t o a c c o u n t ; i t i s d e l i v e r e d s h a f t a r e used f u r t h e r , t h e n f i t t h e
i n t h e mated s t a t e . n e e d l e b e a r i n g a c c o r d i n g t o f e e l . (Colour
marking canno be i d e n t i f i e d r e a d i l y . )
4.1.3. S e l e c t i o n of t h e Needle B e a r i n g The gudgeon p i n must be f i t t e d w i t h o u t any
f o r t h e Gudgeon P i n (New P a r t s 2 c l e a r a n c e and i t must be p o s s i b l e t o t u r n
i t w i t h o u t jamming w h i l e t h e r e s i s t a n c e
Beedle b e a r i n g s c a n e a s i l y be s e l e c t e d w i t h offered to is just felt.
t h e h e l ~of t h e T a b l e s h o r n i n Fig. 51. This
-
i s - o n l y Ap o s s i b l e f o r new p a r t s ( c r a n k s h a f t .
I
+ 0,007
Kolbenbolzen L Pleuelbohrung = - 0,076 22
Kennzekhnung Kennz~icbnungKennzeichnunp Kennzeidnun Kennzeichnung ~ennzeichnung
+ o 0025 sch wau
gtlb grun WP$ b/w bruun
-o h 5 0 +41~76+00a4 +&m 0 --aomaisao& -o,omblr-oooB -0,OWbk- o.Ol2 -OOlJbis-L?fib
Ktnnze~rhnung hhdel- h&/- Nade/- R ~ I U I -h'adei. Rod;u/. Ncidel- Ra@k/-Nadel- Rad~al-Nudel- RQ&
Weranz Abmab S p d Abrndb Sprel Abmab Spiel A b d Sp~el Abmal3 Spiel Abmab Spiel
/n/m & m m w ~ w $ r * l & m ~ J U m f l
gun ZSbkI1 15bkll
+ 2,5 -2
5 I l5b;sll -L
-6
D 1

P
we$
0
- Z,5 -
-2
-
4bk,5
- - -
-'
4b;s13,5 - b
-
bb1klj,5 $ 46135
-
1% 4birA5
-
schwarz
- i?,5
- 5,O I
P i g . 51. T a b l e f o r b e a r i n g s e l e c t i o n
Kolbenbolzen = gudgeon p i n griin = green
(dimensions i n mm) Pleuelbohrung = conrod b o r e weil3 = white
Kennzeichnung = marking schwarz = black
T o l e r a n z i n um = t o l e r a n c e in um Radialspiel = radial play gelb = yellow
/ / b i s = up t o blau = blue
Nadel-AbmaB = dimensional d e v i a t i o n
braun = brown
of needle
4.1.4. B e a r i n ~ sand S e a l i n g Rings 4.1.5. Pre-assembly of t h e Gearbox
For t h e gearbox, bearings with p l a s t i c A l l d r i v e g e a m and n e e d l e s o f b e a r i n g s m u s t
cage a r e used. b e f i t t e d w i t h engine o i l .
2 X 6204 J C 4 , 4.1.5.1. C o m ~ l e t i n nt h e Drive S h a f t (AL
1 X 6203 J C 4 a n d
1 X 6304 J C 4 - S l i p on t h e d r i v e g e a r f o r t h e 4 t h speed
The c r a n k s h a f t main b e a r i n g s 6306 muat ( 1 ) ilp t o t h e f i r e d wheel ( 2 ) , mount ( 3 )
t h r u s t washer and c i r c l i p ( 4 ) ;
be used i n t h e s o r t e d group C 4 f and
t h e supporting bearing of t h e cranksheft NOTE: Pay p a r t i c u l a r a t t e n t i o n t o t h e p r o p e r
i n t h e b e a r i n g bush ( c l u t c h c o v e r ) i n t h e f i t of t h e c i r c l i p s i n t h e grooves.
s o r t e d group C 3 f . A s c l u t c h t h r u s t Checking by s t r i k i n g t h e s h a f t on
b e a r i n g , a grooved b a l l b e a r i n g 16 005 hardwood, keeping t h e d r i v e g e a r ( 1 )
is fitted. i n one hand.
The s h a f t s e a l r i n g s D 25 X 72 X 7 must - S l i p t h e c o n t r o l g e a r f o r 4 t h and 5 t h
o r i g i n a l shaf t s e a l r i n g s ) .
b e r e s i s t a n t t o f u e l and o i l ( o n l y use
The n e e d l e b e a r i n g f o r t h e c l u t c h d r i v e r
speeds ( 5 ) on t h e d i r v e s h a f t ; t a k e c a r e
t h e t t h e s i d e w i t h t h e 18 t e e t h p o i n t s t o
s h o u l d be s e l e c t e d a c c o r d i n g t o t h e t h e d r i v e g e a r f o r t h e 4 t h speed ( 1 ) ;
f o l l o w i n g Table when a new d r i v e r is
mounted.
- P l a c e a hardened and ground s p a c e r ( 6 )
a g a i n s t t h e c o l l a r ( s t a r t of t h e grooves).
Cluech d r i v e r Needle b e a r i n g Two of t h e s e s p a c e r e a r e r e q u i r e d on t h e
d r i v e s h a f t and two .on t h e o u t p u t a h a f t .
( marking) (mean deviation In mm) They a r e exchangeable.
yellow -1; -2; -3; -4 S l i p on t h e d r i v e g e a r f o r t h e 5 t h speed
( 7 ) and f i t t h e 24 n e e d l e 6 ( 8 ) (2.5 X
black -3; -4; -5; -6 11.81, t h e n mount t h e s p a c e r ( 6 ) and t h e
green -5; -6; -7; -8; -9 c i r c l i p (9) ( t a k e c a r e t h a t t h e c i r c l i p
i s w e l l s e a t e d i n t h e groove).
Fig. 52. Drive s h a f t ( A ) and o u t p u t s h a f t (B)

4.1.5.2. C o m p l e t i n ~t h e O u t ~ u tS h a f t (B) 4.1.5.3. P l a c i n g t h e TWO Gear S h a f t s .


i n t o t h e Assembly Containex
- A t f i r s t check t h e o u t p u t s h a f t t h a t t h e
o i l h o l e f o r t h e g e a r s (window wheele)
29-50.019
and 3rd W e e d e are 'lean*Ihe'lip
t h e g e a r f o r t h e 2nd epee& (10) ( 2 8 t e e t h )
- The pre-assembled g e a r s h a f t s a r e placed
into the container.
On t h e shaft up the Of t h e groove Flange-mounted g e a r s h a f t s a r e n o t ~ u i t e d
p i e c e , f i t t h e s p a c e r ( 1 1 ) and t h e g e a r f o r t h e assembly c o n t a i n e r .
f o r t h e 3rd s ~ e e d(12) ( 2 4 t e e t h ) i s
placed a g a i n s i t h e spacer;
ROTICE: Mount t h e g e a r s (10) and ( 1 1 ) s o t h a t -
the f l a t s i d e points t o the spacer
ring (l?)!
Put on' t h e t h r u s t washer ( 3 ) and t h e
c i r c l i p (4); l

The c o n t r o l g e a r f o r t h e 1 s t and 3rd speeda 1


I

must now be s l i p p e d on. The s p a c e r ( 6 ) must I


be p u t a g a i n s t t h e c o l l a r of t h e groove
i e c e and t h e g e a r f o r t h e 1st speed ( 1 4 )
$36 t e e t h ) mounted. F i t t h e 24 n e e d l e s o f I
t h e b e a r i n g (8) (2.5 X 11.8) and mount t h e
s p a c e r ( 6 ) and t h e c i r c l i p ( 9 ) ;
Put t h e c o n t r o l g e a r f o r t h e 2nd speed ( 1 5 )
on t h e o p p o s i t e end of t h e o u t p u t s h a f t .

Fig. 53. Gearbox i n assembly c o n t a i n e r


( 1 ) Drive s h a f t
(2) Output s h a f t
- F i r s t i n s e r t t h e s e l e c t o r f o r k 01 1 ( 1) - Then t h e drum cam ( C ) i s i n s e r t e d Anto t h e
( c e n t r a l f o r k ) i n t o t h e c o n t r o l gear of g u i d e b o l t of t h e s e l e c t o r f o r k s . l h e i n -
4 t h and 5 t h s p e e d s (A = d r i v e s h a f t ) . s u l a t i n g d i s k ( 1 ) of t h e drum cam a t t h e
Then i n s e r t s e l e c t o r f o r k 010 ( 2 ) i n t o t h i n b e a r i n g p i n must p o i n t t o t h e s i d e
t h e c o n t r o l g e a r f o r 7 s t and 3rd speeds of t h e s e l e c t o r f o r k 012.
and s e l e c t o r f o r k 012 ( 3 ) i n t o t h e c o n t r o l - mow t h e gearbox i s r e a d y f o r b e i n g
mounted.
g e a r of t h e 2nd speed ( B = o u t p u t s h a f t ) .
Row t h e g u i d e b o l t ( E ) f o r t h e s e l e c t o r
f o r k s can be f i t t e d ( l o n g c o l l a r p o i n t i n g
t o t h e l s r g e g e a r f o r I s t speed ( 4 1 ,
36 t e e t h ) . Do n o t f o r g e t t o f i t t h e
weshers ( 5 ) .

F i g . 54. Gearbox w i t h s e l e c t o r f o r k s
F i g . 55. Gearbox r e a d y f o r b e i n g mounted

4.1.5.4. P r e a s s e m b l s o f t h e Left-hand Housinu Half

P i g . 56. Range o f s p a r e hopsings


If a s p a r e housing, a l s o known a8 c a s i n g , i s - Mount t h e c i r c l i p ( 2 ) f o r t h e gearbox
used, i t must b e completed f i r s t . The p a r t s b e a r i n g 6203 C 4 f ( o a t p a t s h a f t ) i n t o
shown i n Fig. 56 must b e mounted i n t h e t h e housing. The opening o f t h e c i r c l i p
f o l l o w i n g way: must p o i n t upward t o 'the 011 c a t c h
P r e s s t h e notched n a i l (1) f o r g e a r - s h i f t p o c k e t ( s e e arrow-head b) ;
detent spring i n t o t h e left-hand casing
half (clutch side) ;
P r e s s t h e notched p i n ( 2 ) f o r f i x i n g t h e
p o s i t i o n of t h e dynamo i n t o t h e r i g h t -
hand c a s i n g h a l f ;
P r e s s t h e f i t t i n g s l e e v e ( 3 ) and c y l i n d r i -
cal p i n (4) i n t o t h e left-hand casing
half a t the clutch side;
P r e s s t h e c y l i n d r i c a l p i n 8 X 80 ( S ) ,
Fig. 5 7 , f o r c o n t r o l s t o p , a t a l e v e l
o f a = 57-, mm measured from t h e s e a l i n g
surface, i n t o t h e cold casing;

Fig. 58. -Left-hand housing h a l f

Fig. 57. Mounting t h e c o n t r o l s t o p and


t h e o i l guide p l a t e
- Ii nn tsoe r tth et h egearbox
o i l guide p l a t e ( 3 i n Fig. 59)
-
Fin. 59.
- Left-hand housing h a l f -
oil
g u i d e p l a t e and g e a r b o x b e a r i n g
cornpartmen+ and fit
the locking p l a t e a t the clutch side, Heat t h e c a s i n g h a l f t o about 100 'C; .
t i g h t e n t h e f a s t e n i n g n u t M 6 and no r u b b e r p a r t s must be mounted i n t h e
lock i t ; casing half;
- Press the closing p l a t e s (6) i n t o the
r e s p e c t i v e h o l e s o f t h e right-hand
S t a r t i n g from t h e c l u t c h s i d e , i n s e r t
t h e g e a r b o x b e a r i n g 6204 J C 4 ( 1 ) f o r
c a a i n g h a l f from t h e dynamo s i d e i n d r i v e s h a f t up t o t h e c a s i n g c o l l a r and
such a manner t h a t t i g h t n e s s i s mount t h e c i r c l i p ( 2 ) on t h e c l u t c h s i d e ;
ensured. S t a r t i n g from t h e gearbox com a r t m e n t ,
mount c a p ( 3 ) and s e a l p l a t e 74) a s w e l l
When t h e o l d housing i s f u r t h e r used, o n l y a s gearbox b e a r i n g 6203 J C 4 f o r o u t p u t
t h e f o l l o w i n g o p e r a t i o n s have t o be s h a f t i n t h i s order.
performed :
Put t h e o i l g u i d e p l a t e (5) f o r b e a r i n g
- Fs hi ta ftth main
e inner c i r c l i p ( 7 ) f o r
b e a r i n g 6306 C 4 f
t h e crank- 6306 G 4 f on t h e c i c l i p ( 6 ) from t h e
c r a n k c a s e i n t e r i o r . $he d o t p r e s s e d i n t o
( o p e n i n g p o i n t i n g t o t h e o i l hole
arrow-head a ) ;
- t h e o u t e r edge o f t h e o i l g u i d e p l a t e
p o i n t s t o t h e o p e n i n g of t h e c i r c l i p and
s e r v e s a s lock a g a i n s t displacement
( s e e arrow i n Fig. 5 9 ) ;
Mount t h e c r a n k s h a f t main b e a r i n g 6306
C 4 f ( 3 ) by means o f t h e f i t t i n g mandrel
( 1 ) (29-50.405). A t t h e same t i m e , t h e
o i l g u i d e p l a t e i s centred with t h e
t a p e r c o l l a r of t h e f i t t i n g mandrel (2) ;
Pig. 62. R e - f i t t i n g t h e c r a n k s h a f t

P i g . 60. Mounting t h e c r a n k s h a f t
main b e a r i n g

4.2. NIounting t h e C r a n k s h a f t . t h e
Gearbox and t h e Foot-operated
Gear-shift Shaft

- Heat t h e i n n e r t r a c k r i n g of t h e 6306
b e a r i n g a l r e a d y i n t h e c a s i n g by means
of a h e a t i n g mandrel ( 1 i n F i g . 61) ;
- I n s e r t t h e l o n g c r a n k s h a f t end i n t o t h e
heated i n n e r t r a c k r i n g of t h e bearing
and, w i t h o u t h e s i t a t i o n , a l l o w i t t o s l i p
i n t o p l a c e up t o t h e s t o p ;
- I f , due t o h e s i t a t i n g i n f i t t i n g o r i n -
s u f f i c i e n t l y heated i n n e r t r a c k r i n g ,
t h e c r a n k s h a f t jams, t h e l a t t e r c a n be
p r o p e r l y f i t t e d by memo o f t h e p i p e ( 1 )
and t h e u p p e r p a r t o f t h e c l u t c h t e n s l o n - Fig. 63. Mounting t h e g e a r b o x
i n g d e v i c e . ( 2 ) 0 5 MW 150-2. (The p i p e
i s no s p e c l a l t o o l , s k e t c h f o r s e l f - - Take t h e preassembled g e a r b o x o u t o f t h e
c o n s t r u c t i o n i s i n c l u d e d i n t h e ~ p ~ e n d i x ) ; assembly c o n t a i n e ~and p u t i t i n t o . t h e
l e f t - h a n d c a s i n g h a l f up t o t h e s t o p .
The l o n g c o l l a r o f t h e drum cam and t h a t
of t h e guide b o l t f o r t h e s e l e c t o r f o r k s
must p r o j e c t from t h e c l u t c h s i d e when
~ r o p e r l ymounted ( g e a r - s h i f t p o s i t i o n
s o f no consequence) ;

F i g . 61. H e a t i n g t h e i n n e r t r a c k r i n g Fig. 64. Gearbox and c r a n k s h a f t mounted


5'
- Mount t h e f o o t - o p e r a t e d g e a r - s h i f t s h a f t - Use a d r i f t 11 MW 3-4 and d r i f e in the
f i t t i n g s l e e v e t o a d e p t h o f 26
t o 28
w i t h c o n t r o l member ( l ) a t t h e same time
enga e t h e c o n t r o l a m ( 2 ) w i t h t h e drum i m ~i n o r d e r t h a t t h e tw housing h a l v e s
cam 73) ; a r e centred;
NOTICE: D o n o t d a m a g e t h e i n s u l a t i n g d i e k . -.
of t h e drum cam!
- Put t h e s e p a r a t i n g p l a t e i n t o t h e o i l
pocket ( 4 ) o f t h e c r a n k c a s e ;
- Heat t h e i n n e r t r a c k . r i n g of t h e gearbox
b e a r i n 6203 C 4 f and p u t i t on t h e d r i v e
s h a f t 75);
- S l i g h t l y o i l a l l b e a r i n g s , s h a f t s and b o l t s ;
- Apply s e a l i n g compound t o t h e s e a l i n g
s u r f a c e s between t h e two housing h a l v e s ;
no s e a l i n g compound m u s t g e t i n t o t h e
c r a n k c a s e and gearbox compartment. The
two c a s i n g h a l v e s a r e mounted without any
packing.
Pre-assembling t h e Rinht-hand
Housinff Half
- During t h e p r e c e d i n g a s s e m b t i n g work, t h e
r i g h t - h a n d o c a e i n g h a l f haa been heated t o
about TO0 C ( o n no account should t h e Pig. 66. Mounting t h e packing r i n g
s h a f t s e a l r i n g s be l e f t i n t h e housing D 2 5 x 7 2 x 7
because t h e y become hard due t o over-
h e a t i n g and t h u s become l e a k y i n normal
- Crosswlee s c r e w i n 15 f i l l i s t e r - h e a d
screws t o j o i n t h e two c a s i n g h a l v e s ;
operation) ;
NOTICE: On no account b o l t t h e c a s i n g
halves before drlving i n the
f i t t i n g s l e e v e which c e n t r e s t h e
complete housing.
- Bearing 6304 J C 4 ( 1 ) f o r o u t p u t s h a f t ;
h e a t i t s i n n e r r a c e and Dress i t i n t o
right-hand c a s i n g h a l f u p t o t h e s t o p
w i t h d r i f t 11 MW 7-4;
- Measure s e a l cap and b e a r i n g s e a t , bet-
ween c o l l a r o f c a p and b e a r i n g a c l e a r -
ance of 0.2 t o 0.4 mm m u s t be p r e s e n t .
Compensate w i t h f i t t i n g p l a t e s 40 X 0.1
(0.2; 0.5; 0.8) TGL 10 404-St;
- Mount s e a l i n g cap w i t h packing, i n s e r t
t h e countersunk screws w i t h s e a l i n g
compound ;
- Mount t h e s r o c k e t t o gearbox. Tighten
n u t (WoP 24P w i t h s o c k e t n e n c h and
holder-up 05-MW 45-3 and p r o v i d e w i t h
locking p l a t e ;
- O i l s e a l i n g l i p of s h a f t s e a l r i n g ( 2 )
D 25 X 72 X 7 and p r e s s i n t o dynamo s i d e
Pig. 65. P r e p a r i n g t h e right-hand w i t h f i t t i n g s l e e v e ( 3 ) and mandrel ( 4 )
housing h a l f 29-50.406. L i p p o i n t s t o b e a r i n g 6306.
- ffiount t h e i n n e r c i r c l i p f o r t h e b e a r i n g - Iount c i r c l i p externally f o r shaft
seal ring;
6306 C 4 f (opening t o t h e o i l h o l e ) ;
- P l a c e t h e . . o i l guide p l a t e ( 1 ) on t h e
- I n s e r t s t o p p e r s ( 3 , of rubber) i n t o holes
( 5 ) i n dynamo compartment;
c i r c l i p . 'he f l a t s i d e p o i n t s t o t h e
o u t e r t r a c k r i n g of t h e b e a r i n g , t h e
d e p r e s s i o n ( a r r o w > t o t h e opening of
* the circlip;
- F i t b e s r i n g 6306 C 4 f (2) i n t o t h e hous-
i n g h s l f b means o f f i t t i n g mandrel
29-5c.405 73) , a t t h e same time, t h e
o i l guide p l a t e i s c e n t r e d w i t h t h e
t s p e r c o l l a r ( 4 ) of t h e P i t t i n g
mandrel.

- bHest the
earing,
i n n e r t r a c k r i n g of 6306 C 4 f
~ o u n tc a s l n g h a l f . When t h e
c a s i n g h a l f i s h e s t e d t o a b u t l00 Q C
and t h e i n n e r t r a c k r i n g of t b e 6306
b e a r i n g w e l l h e e t e d , t h e o ~ s f n ghalf
can be p r e s s e d , w i t h o u t t i l t i n g , on t o
t h e s e a l i n g s u r f a c a , When t h i s should
f a i l , use a p l a s t i c o r r u b b e r m a l l e t
and a p p l y e l i g h t blows t o remove a
t i l t e d position;
Fig. 67. Mounting t h e g e e - s h i f t detent
- P r e s s t h e s h a f t s e a l r i n g D 25 X 72 X 7 B e f o r e a s s e m b l i n g t h e c y l i n d e r check t h a t
(1) i n t h e c l u t c h s i d e by means of man- bore (B) is closed. I f t h i s i s n o t t h e
d r e l 29-50.409 ( p r i o r t o t h i s , o i l t h e c a s e , i n s e r t a b a l l 4.5 mm i n d i a m e t e r ,
sealing l i p ; i t points t o the clutch!); a p p l y s e a l i n g compound t o t h e t h r e a d e d
- Mount t h e w i r e c i r c l i p (2) t o l o c k t h e
s t u d and screw i t i n p l a c e .
shaft seal ring;
- Screw t h e g e a r - s h i f t d e t e n t s c r e w ( 3 ) i n
p l a c e t o g e t h e r w i t h packing r i n g , com-
p r e s s i o n s p r i n g and b a l l ;
- Put t h e $ e a r - s h i f t d e t e n t l e v e r (4) on
t h e p r o j e c t i n g g u i d e b o l t ( 5 ) , engage i t
w i t h t h e drum can! ( 6 ) and hook t h e t e n s i o n
s p r i n g ( 7 ) on t h e notched n a i l (8)
(Fig. 67);
- While t h e c a s i n g i s s t i l l h o t , use a
r u b b e r o r p l a s t i c m a l l e t t o a p p l y blows
on t h e b e a r i n g s t o r e l e a s e them.
NOTICE: Do n o t b e a t on c r a n k s h a f t ends
t h i s w i l l impair t h e t r u e
running o f ' t h e crankshaft
( 0 . 0 3 mm))
- Check t h e d r i v e s h a f t and o u t p u t s h a f t
f o r e a s e o f moving; t h e t*wo s h a f t s must
r u n f r e e l y o p p o s i t e t o eech o t h e r ;
- Put t h e foot-operated gear-shift l e v e r
on t h e g e a r - s h i f t s h a f t and s t i i f t Fig. 69.Engine r e a d y f o r mounting t h e
a l l gears. cylinder .,
4.4. mount in^ P i s t o n , C y l i n d e r and Check t h e c y l i n d e r s t u d s ( Z ) f o r t i g h t f i t
C y l i n d e r Head and a p p l y e n g i n e o i l t o t h e n e e d l e b e a r -
On s e l e c t i o n and mating of p i s t o n and i n g f o r t h e gudgeon p i n and i n s e r t i t i n t o
c y l i n d e r , i n f o r m a t i o n has a l r e e d y been t h e amall-end b o s s ( P ) .
g i v e n i n S e c t i o n 4.1.1. Close t h e c r a n k c a s e w i t h a c l e a n c l e a n i n g
T h i s S e c t i o n o n l y d e a l s w i t h t h e corr'ect r a g u n t i l t h e c y l i n d e r i s mounted i n o r d e r
mounting of p i s t o n and c y l i n d e r and t h e t h a t no f o r e i g n p a r t i c l e s ( l o c k r i n g f o r
a d j u s t m e n t o f t h e r a t i o of compression. gudgeon p i n ) c m g e t i n t o t h e crankcase'.

9.4.1. P i s t o n ' and C y l i n d e r


To f a c i l i t a t e mounting, t h e p i s t o n i s
h e a t e d t o a t e m p e r a t u r e o f about 40 t o 50
'C on an e l e c t r i c b o i l i n g p l a t e . B e f o r e
mounting, make s u r e t h a t p i s t o n and gudgeon
p i n show t h e same c o l o u r marking.
While t h e p i s t o n i e h e a t e d , p l a c e t h e
c y l i n d e r f o o t g a s k e t on t h e s e a l i n g s u r -
face o f t h e casing.

P i g . 68. C y l i n d e r sub-assembly F i g . 70. Mounting t h e p i e t o n


?:ace t h e p i s t o n s u p p o r t ( 1 ) 22-50.412 on
t h e c a s i n g and p u t t h e p i s t o n , which i s
h e a t e d , o v e r t h e conrod w i t h t h e a r r o w
p o i n t i n g t o t h e exhaust p o r t . The cold
gudgeon i n ( 2 ) i s p u t on t h e c o l d g u i d e
mandrel 73) 05-W 19-4 and t h e mandrel
w i t h t h e t a p e r ahead i n s e r t e d i n t o t h e
p i s t o n . Thue, p i s t o n and conrod a r e a l i g n e d
and t h e n e e d l e b e a r i n g p r o t e c t e d .
The gudgeon p i n must be i n s e r t e d q u i c k l y
and w i t h o u t i n t e r r u p t i o n s o t h a t t h e r a i s e d
t e m p e r a t u r e o f t h e p i s t o n cannot be trgns-
m i t t e d t o thebgudgeon p i n because t h e
l a t t e r wouid t h e n expand and Jsm i n t h e
piston.
A gudgeon p i n t h e t go% s t u c k has t o be r e -
p r e s s e d by means of t h e p r e s s i n g d u t d e v i c e
22-50.010 o n l y . B e a t i n g w i t h hammer and
d r i f t l e a d s t o a deformation of t h e piston.
The two new snap r i n g s (S) a r e i n s e r t e d by
means o f t a p e r - n o s e p l i e r s ; check t h a t
t h e y a r e p r o p e r l y s e a t e d i n t h e grooves
of t h e p i s t o n .

Fig. 72. Determining t h e dimension


o f t h e gap
For each measurement, t h e c y l i n d e r head
must be f a s t e n e d by means o f a t l e a s t two
n u t s arranaed crosswise.
( 2 ) = d r a i n hole.
Shims ( A ) i n t h e t h i c k n e s s e s 0.2 mm and
0.4 mm e n a b l e a c o r r e c t i o n o f t h e gap.
P l e a s e , o n l y use o r i g i n a l shims o f alu-
minium, and r e p l a c e them by new ones when
t h e c y l i n d e r c o v e r has been demounted.
One shim (minimum 0.2 mm) a t l e a s t m u s t be
Fig. 71. Mounting t h e c y l i n d e r fitted.
On t o p o f t h e c y l i n d e r l i n e r , a c o l l a r ( B )
T u n t h e p i s t o n r i n g s so t h a t t h e l o c a t i n g o f 1.5 mm i s t u r n e d i n a l a t h e , s e e Pig.
i n s a r e between t h e ends o f t h e r i n g s 73, which c e n t r e s t h e shims and prevent^
P Fig. 70, l o n g arrows) o t h e r w i s e t h e p i s t o n
r i n g s w i l l am i n t h e c y l i n d e r and breerk
t h a t t h e t e m p e r a t u r e of combustion d i r e c t -
l y c o n t a c t s t h e aluminium shims.
when t h e c y i n d e r i s mounted.
With t h e c y l i n d e r l i n e r s l i g h t l y o i l e d ,
pueh t h e c y l i n d e r o v e r t h e p i s t o n . The
p i s t o n s u p p o r t CU) 22-50.412 props t h e
p i s t o n . It i s removed a s soon a s t h e c y -
l i n d e r f u l l y c o v e r s t h e p i s t o n . Then
f i t t h e c y l i n d e r completely.
4.4.2. C y l i n d e r Head and R a t i o of
Cornreasion
The e n g i n e e m i t s a p e c u l i a r sound when
t h e compression r a t i o E = 10.5 : 1 i s
exceeded. P a l l s E below 10.5 : 1, t h e
e n g i n e f a i l s t o r e a c h i t s f u l l power,
With t h e c o r r e c t r a t i o o f compreaaion,
t h e combt;stion chamber h a s a volume o f
a b o u t 26 cm3.
The dimension of t h e gap i s 0.9 t o 1.2 mm.
Big. 72 show^ how measurements a r e t a k e n .
A lead wire - a o m e r c i a l s o l d e r w i r e 2mm
i n t h i c k n e s s w i l l be s u i t e d b e s t - is
i n e e r t e d i n t o t h e combustion chamber
t h r o u g h t h e s p a r k i n g - p l u g bore. The p i s t o n
moving t h ~ o o g ht h e T,D.C. presaes t h e
l e a d w i r e f l a t , By n ; a ~ ~ r , lofs a vernier ~ i g . 73. B i t t - h g t h e shims
c e l i p e r o r a m'crometer s c r e w , t h e dimen-
s i o n o f t h e gap i s determined by m e a s u r i n ~
t h e f l a t t e n e d wire.
A f t e r having determined t h e dimension of t h e 4.5.2. C l u t c h D r i v e r ( s e e Fin. 21)
g a p , t h e new shim found i n t h i s wa i s
placed over the c e n t r i n g c o l l a r
cylinder.
(BY
on t h e

Mount t h e c y l i n d e r head and g r a d u a l l y t i g h t -


en t h e n u t s c r o s s w i s e by. means of a s o c k e t
wrench w i t h a t o r q u e o f 26 Nm (2.6 kpm).

F i g , 74. Mounting t h e damping combs


F i n a l l y , p r e s s t h e f o u r damping combs
CD) i n t o c y l i n d e r and c y l i n d e r head.

Mounting t h e Primary Drive Fig. 75. P r i n c i p l e o f . m o u n t i n g t h e


4.5.1. Drive Gear f o r Gearbox clutch driver

-
(68 teeth)
P a t t h e d r i v e g e a r on t h e d r i v e s h a f t ;
- Spacing p l a t e ( 1 ) 1.90 mm, 1.95 mm o r
2.00 mm i n t h i c k n e s s ;
t h e r e c e s s f o r engaging t h e l o c k i n g
p l a t e must be v i s i b l e ; - S e t of n e e d l e s ( 2 ) KK 22 X 26 X 26;

- - Clutch d r i v e r (3) ;
P i t t h e l o c k i n g p l a t e and, u s i n g
a n u t M 16 X 1.5, t i g h t e n up t o t h e - Thrust washer ( 4 ) 2.3 mm i n t h i c k n e s s ;
c o l l a r of t h e d r i v e s h a f t . For a r r e s t -
i n g t h e d r i v e g e a r , t h e holder-Up
- S p r i n g l o c k washer ( 5 ) .
22-50.413 o r t h e assembly b r i d g e Put t h e s e p a r t s in t h e above o r d e r on t h e
22-50.4 0 ( 1 ) and a s o c k e t wrench ( 2 ) end o f t h e c r a n k s h a f t ( c l u t c h s i d e ) ; t h e
(WoF 241 i s t o be used ( s e e Pig. 1 6 ) . s p a c i n g p l a t e and t h e t h r u s t washer must
Torque f o r t i g h t e n i n g : 80 t o 100 Nm be p l a c e d so t h a t t h e r e l i e v i n g o f t h e
( 8 t o 10 kpm). h o l e p o i n t s t o t h e c o l l a r o f t h e crank-
shaft.
NOTICE: An i n s u f f i c i e n t l y t i g h t e n e d NOTICE: The s e t of n e e d l e s ( 2 ) i s
d r i v e gear causes considerable a v a i l a b l e i n t o l e r a n c e groups
n o i s e when changing t h e load ( s e e S e c t i o n 4.1.4.)!
on t h e engine.
The p e r m i s s i b l e r a d i a l p l a y of t h e i n n e r
d r i v e r w i t h d r i v e g e a r ( 3 ) i s 0.004 t o
0.029 mm.
F o r f i t t i n g o b s e r v e a l l t h a t h a s been s a i d
w i t h r e s p e c t t o gud eon p i n n e e d l e b e a r i n g
( s e e S e c t i o n 4.1.3.7, and a p p l y e n g i n e
o i l t o t h e b e a r i n g when f i t t i n g .
4.5.3. Measuring and A d j u s t i n n t h e When, f o r c h e c k i n g , t h e c l u t c h i e p u t
End P l a y of t h e Clutch D r i v e r o n t h e c r a n k s h e f t end w i t h o u t s p r i n g
The g i v e n end p l a y i s determined by means O f lockwasher ( l ) and driver (2)*
- t h e measuring d e v i c e 0 5 - m 13-4. For t h i s t h e cone must f i t a l r e a d y i n s u c h a way
p u r p o s e , t h e measurin d e v i c e i s f i t t e d r i t h o ~ tthat the be by
s p r i n g l o c k washer ( 5 7 and t h r u s h washer ( 4 ) hand.
( P i g . 7 5 ) . When moving t h e i n n e r d r i v e r
a x i a l l y , t h e end p l a y i s i n d i c a t e d by t h e
dial.
The end p l a y o f t h e d r i v e g e a r w i t h i n n e r
d r i v e r i s 0.05 t o 0.'10 mm.

Fig. 77. Checking t h e cone o f t h e c l u t c h


- Mount t h e c l u t c h . Due t o i t s s p r i n g
power, t h e s p r i n g l o c k washer under t h e
F i g . 76. Measuring t h e end p l a y o f c l u t c h r e t a i n s t h e t h r u s h washer ( 4 ) i n
the clutch driver p l a c e (Ffg. 75). The p r e - t e n d o n o f t h e
When t h e end p l a y i a g r e a t e r t h a n 0.10 mm, s p r i n g l o c k washer i s good when t h e
n o i s e is e m i t t e d w i t h unloaded engine c l u t c h , which i s b e i n g mounted ( b e f o r e
which is caused by t h e h e l i c a l t e e t h o f t i g h t e n i n g ) , e l i g h t l y t i l t s i n t h e cone
t h e p r i m a r y d r i v e . The c l u t c h d r i v e r
i s a x i a l l y moved by changing l o a d s .
- B e f o r e mounting t h e c l u t c h c o v e r , t h e
c l u t c h must be properly ti htened with
When t h e c l u t c h i s p u l l e d w h i l e t h e
v e h i c l e i s s t a t i o n a r y and t h e e n g i n e
t h e help of a spacer tnbe h).
r u n n i n g , t h i s n o i s e d i s a pe rs ( p r i -
mary d r i v e i a s t a t i o n a r y P . %e g r e a t e r
t h e end p l a y o f t h e c l u t c h d r i v e r is
s e t , t h e l o u d e r t h i s n o i s e w i l l be.
I n t h e loaded c o n d i t i o n o f t h e engine,
i t i s not present.
The end p l a y i s v a r i e d w i t h t h e h e l p of
d i f f e r e n t s p a c i n g washera ( 1 ) (Fig. 75).
When t h e end p l a y i s s m a l l e r t h a n
0.05 mm, t h e s p a c i n g and t h r u s t washerb
w i l l b e t a r n i s h e d , and t h e c l u t c h
f a i l e t o i n t e r r u p t t h e power f l o w from
t h e c r a n k s h a f t t o t h e g e a r b o x because
t h e d r i v e r h a s g o t s t u c k . Under t h e s e
c o n d i t i o n e , t h e c l u t c h may be t o r n
from t h e cone o f t h e c r a n k s h a f t .
4.6. mount in^ t h e C l u t c h
- Remove t h e o i l from t h e two conea
( c l u t c h body and c r a n k s h a f t ) and
Fig. 78. T i g h t e n i n g t h e c l u t c h
check t h e s u r f a c e appearance. 4.7. C o m ~ l e t i nand~ Pountinn t h e Clutch
When t h e f u l l cone f a i l s t o b e a r , Cover
i t c a n be ground i n w i t h t h e h e l p
of g r i n d i n g pa&e. 4.7.1. Mountinn t h e K i c k - s t a r t e r Aesembly
I n t h i s o p e r a t i o n , p r o t e c t t h e grooved
b a l l b e a r i n g 16005
bearing -,
- clutch thrust
and c a r e f u l l y remove
The k i c k - s t a r t e r sub-assembly i s provided
w i t h a p o s i t i v e t r a c k i n g f o r t h e dog of
t h e k i c k - s t a r t e r from t h e M c k - s t a r t e r
t h e remains of t h e g r i n d i n g p a s t e . wheel. I n s t a r t i n g t h e e n g i n e ; i t r e s t r i c t s
t h e t r a n s m i s s i o n o f a back-kick moment
t o t h e wheels and g e a r 8 o f t h e gearbox.
Fig. 79. I n d i v i d u a l b a r t s of t h e k i c k - s t a r t e r sub-assembly

Mount t h e k i c k - s t a r t e r s h a f t i n t h e Before f i t t i n g t h e 24 b e a r i n g n e e d l e s (7)


o r d e r of numbers demonstrated i n 2.5 X 1 9 . 8 , . t h e k i c k - s t a r t e r wheel ( 6 )
Fig. 79. i s provided w i t h g r e a e e and pushed on
F i t t h e dog ( 3 ) i n t h e manner shown on t h e k i c k - s t a r t e r s h a f t ( 1 ) so t h a t i t
t h e l e f t of F I R . 80. The r i g h t p a r t c o n t a c t s t h e t h r u s t washer ( 5 ) .
of Fig. 80 shows a k i c k - s t a r S e r ;shaft Final1 mount t h e k i c k - s t a r t e r s p r i n g
mouoted i n t h e wrong manner. (10). Fie end of t h e s p r i n g m u s t be pushed
i n t o hole ( A ) of t h e k i c k ' s t a r t e r shaft
up t o t h e s t o p . F i g 81 shows t h e kick-
s t a r t e r s h a f t ready f o r being mounted.

Fig. 80. C o r r e c t mounting of t h e dog Fig. 81. Complete k i c k - s t a r t e r shaft


(left)
The pre-assembled k i c k - s t a r t e r s h a f t i s 4.7.3. Mountinn t h e C l u t c h Cover
now clamped a t i t s b e a r i n g p i n i n a v i c e A f t e r completing t h e c l u t c h cover, t h e
between c o p p e r jaws o r wooden i n s e r t s , packing i s placed on t h e cleaned s e a l i n g
i m m e d i a t e l y below t h e k i c k - s t a r t e r wheel, s u r f a c e ( w i t h o u t s e a l i n g compound) and
a c c o r d i n g t o Fig. 83. t h e c l u t c h c o v e r mounted.
shown in Fig* 84, t h e cam p l a t e
I n s e r t t h e r u b b e r r i n g s f o r s e a l i n g t h e kick- t h e positive t r a c k i n g i s p u t w i t h i t s
s h a f t and f o o t - o p e r a t e d g e a r - s h i f t n o s e (11 i n t o t h e c a s i n g .
s h a f t i n t o t h e r e c e s s e s provided i n t h e
c l u t c h c o v e r , s l i g h t l y ' o i l t h e p a r t s and
mount t h e c l u t c h c o v e p from ebove on t h e
k i c k - s t a r t e r s h a f t . A t t h e same t i m e ,
t h e s p r i n g end o f t h e k i c k - s t a r t e r s p r i n g
i s p r e s s e d i n t o t h e h o l e (3) provided
i n t h e c l u t c h cover.

Fig. 84. C o r r e c t p o s i t i o n o f t h e cam p l a t e


The c a s i n g s c r e w ( 2 ) r e t a i n s t h e cam
p l a t e a t i t s lower end.
Fig. 82. Mounted p o s i t i o n o f t h e c l u t c h For t h e sake of c l e a r n e s s , t h e c l u t c h
spring c o v e r i s n o t shown i n Fig. 8 4 ; t h i s
i l l u s t r a t i o n does n o t show t h e mounted
Turn t h e c l u t c h c o v e r t h r o u g h about 1 '/4 state.
r e v o l u t i o n e , n t i - c l o c k w i s e and p u t t h e By a p p l y i n g s l i g h t r e b o u n d i n g blows w i t h
s p l i n e d b o l t through t h e k i c k - s t a r t e r a rubber mallet d r i v e t h e c l u t c h cover
l e v e r meanwhile f i t t e d and s c r e w i t on t o t h e s e a l i n g s u r f a c e a n d , a t t h e same
t o g e t h e r with t h e n u t (Fig. 83). time, t u r n the k i c k - s t a r t e r s h a f t t o t h e
r i g h t s o t h a t t h e k i c k - s t a r t e r wheel can
engage w i t h t h e g e a r o f t h e 1 s t speed.
Using new p a c k i n g r i n g s , i n s e r t t h e 5
c a s i n g s c r e w s and t i g h t e n them uniformly
and c r o s s w i s e , t h u s , f a s t e n i n g t h e c l u t c h
cover.
3.7.4. Rounh Adjustment o f t h e C l u t c h
B e f o r e t h e c l u t c h c a n be a d j u s t e d e t t h e
b e a r i n g bush of t h e c l u t c h c o v e r , t h e
c l u t c h must be t i g h t e n e d by means o f t h e
s u p p o r t i n g b e a r i n g o f t h e b e a r i n g bush i n
t h e c l u t c h cover. Place t h e s p r i n g lock
waeher B 14 on t h e c r a n k s h a f t end and
t i g h t e n t h e d r i v e g e a r f o r speedometer o r ,
i n t h e standa.rd d e s i g n , t h e n u t EL 14 X 1.5
(WoF 22) w i t h a t o r q u e o f 80 t o 700 Nm
( 8 t o 10 kpm) .
Push t h e p i p e (1) o v e r t h e t i e rod ( Z ) ,
s e e Fig. 87. P i p e ( 1 ) end t i e rod ( 2 ) a r e
c o n n e c t e d t h r o u g h t h e b o l t ( 2 ) 8 mm i n d i a -
m e t e r which i s p u t t h r o u g h t h e h o l e f o r
F i g . 83. F a s t e n i n g t h e k i c k - s t a r t e r l e v e r t h e c a b l e c o n t r o l . Then t u r n t h e b e a r i n g
4.7.2. i X o u n t i n ~t h e C l u t c h A c t u a t i o n blecha- bush ( a r r o w a ) ( 3 ) u n t i l t h e p i p e ( 1 )
nism ( s e e F i a s . 21 and 87J c o n t a c t s t h e c l u t c h cover. W i t h ' t h i s , t h e
Push b e a r i n g bush 171 w i t h s u p p o r t i n g bear- b a s i c a d j u s t m e n t o f t h e p r e s s u r e member
i n g 6302 o f c r a n k s L a f t ( r e t a i n e d by c i r c l i p ) ( D ) w i t h A = 11 mm i s determined.
from o u t s i d e i n t o t h e c l u t c h c o v e r , t h e mark-
i n g s (M) must p o i n t u wards, Fig. 85. Turn
t h e p r e s s u r e l e v e r ( I t ) from i n s i d e i n t o t h e
t h r e a d e d worm o f t h e b e a r i n bush f u l l y down
and hook on t h e t i e rod (197.
4.7.5. C l u t c h F t n e Adjustment
Fine a d j u s t m e n t o f t h e c l u t c h i s e f f e c t e d
~ I t ht h e h e l p o f t h e a d j u s t i n g s c r e w o f t h e
c l u t c h l e v e r a t t h e handle-bars.
The f r e e p l a y a t t h e c l u t c h l e v e r should b e
a n y t h i n g between 2 and 3 mm.
When s l i p p i n g o f t h e c l u t c h Accurs, a s a r u l e ,
f i r s t check t h e rough a d j u s t m e n t b e f o r e
t h e c l u t c h i s replaced.
4.8. Drive f o r Speedometer
The d r i v e o f t h e speedometer o f t h e d e l u x e
model i s m e c h a n i c a l l y e f f e c t e d d i r e c t l y
from t h e c r a n k s h a f t t o t h e c l u t c h s i d e .

Fig. 85. R o w h adJustment o f t h e c l u t c h

Fig. 88. Speedomeeer d r i v e


I n t h e p l a c e o f t h e M 14 X 1.5 f a s t e n i n g n u t
f o r fastening the clutch, t h e drive gear f o r
t h e speedometer d r i v e ( 11, which i s c e n t r e d
on an a d d i t i o n a l c o l l a r o f t h e c r a n k s h a f t ,
i s used.
F i g . 86. Tube f o r t h e rough adjustment I n t h e housing f o r t h e speedometer d r i v e (2),
of t h e c l u t c h th,e complete d r i v e s h a f t i s supported (3)
i n a p l a s t i c s t o p p e r ( 4 ) which i s r e t a i n e d
A f t e r t h e rough a d j u s t m e n t o f t h e c l u t c h , by a f l l l l s t e r - h e a d screw ( 5 ) w i t h c o r r u g a t e d
immediately p l u g t h e a d j u s t i n g p l a t e i n washer ( 6 ) .
p l a c e (181, s e e Mg. 21, and mount t h e The speedometer d r i v e r e q u i r e s no mainte-
h o u s i n g f o r t h e speedometer d r i v e w i t h nance; when b e i n g mounted i t i e f i t t e d w i t h
p a c k i n g r i n g . Then, and o n l y t h e n , t h e .molybdenum d i s a l p h i d e g r e a s e .
rough a d j u s t m e n t i s f i x e d .
NOTICE: For f a s t e n i n g t h e housing f o r
t h e speedometer d r i v e , o n l y use Oil S u p ~ l sf o r t h e L u b r i c a t i o n o f
screws M 6 X 25. t h e C r a n k s h a f t Main B e a r i n g s and
Longer screws w i l l i m p a i r t h e S h a f t S e a l R i n ~ a( s e e Fix. 601
function of the clutch The two 6306 c r a n k s h a f t main b e a r i n g s a r e
a c t u a t i o n mechanism.
l u b r i c a t e d by t h e f u e l - o i l m i x t u r e a l s o
p a s e i n g t h r o u g h t h e crankcase. The p e t r o i l
l u b r i c a t i o n o f f e r s t h e advantage t h a t t h e
b e a r i n g s c o n t i n u o u s l y r e c e i v e new and c l e a n
l u b r i c a t i n g o i l . I n t h e c r a n k c a s e , an o i l
c a t c h pocket ( 4 ) i s arranged which c o v e r s
t h e t m c a s i n g halves. I n o r d e r t h a t t h e
two b e a r i n g s a r e uniformly s u p p l i e d w i t h
o i l , t h e o i l c a t c h pocket ( 4 ) i s s e p a r a t e d
i n i t s c e n t r e ( c a s i n g j o i n t ) by means o f
an o i l s e p a r a t i n g p l a t e ( 5 ) o f r u b b e r
which i s f i t t e d i n assembling b e f o r e mount-
i n g t h e right-hand c a s i n g h a l f .

Pig. 87. Exp1anatS.o~o f c l u t c h rough adjustment


6
The l u b r i c a t i n g o i l c o l l e c t e d i n t h e 4.1 1. Aesemblinn F a u l t e
o i l c a t c h pocket ( 4 ) p a s s e s through When t h e engine i s assembled w i t h t h e
an o i l hole ( 6 ) i n t o t h e compartment c a s i n g halves i n a cold e r a t e , t h e b e a r i n g
between o i l guide p l a t e (7) and s h a f t ' s e a t s i n t h e c a s i n g w i l l be destroyed.
s e a l r i n g . During engine o p e r a t i o n , t h i s Then t h e b e a r i n g e x t e r n a l r i n g s w i l l ro-
f r e e space i s continuously f i l l e d up t a t e i n t h e c a s i n g , The undue f o r c e applied
t o t h e lower edge of t h e hole i n t h e i n mounting t h e gearbox a h a f t e and t h e
o i l guide p l a t e and i n t h i s way s u p p l i e s crankehaft i n t o cold b e a r i n g i n n e r r i n g s ,
t-.--
h e a- l i d i n n p o i n t of s h a f t s e a l r i n g t h a t i s t o say, r i n g s which a r e t o o cold
and c r a n k s h a f t end. f o r mounting and t h u s too narrow, l e a d s
t o deformation8 i n t h e b e a r i n g s and, maybe,
After having supplied t h e s h a f t s e a l t o an impermiseible l a r g e r a d i a l e c c e n t r i -
t h e o i l l u b r i c a t e s and c o o l s t h e c i t y of these shafts.
c r a n k s h a f t main bearing.
From t h e s e d e f e c t s r e s u l t , f o r example,
g e a r - s h i f t e r r o r s of t h e gearbox, i n c o r r e c t
4.10. L u b r i c a t i o n of t h e Gearbox running of t h e engine becauee of h a r d l y
By t h e d r i v e g e a r ( 6 8 t e e t h ) , a p a r t c o r r e c t a d j u s t e d advanced i g n i t i o n , pre-
of t h e o i l from t h e c l u t c h compartment mature wear o f componente and p a r t e .
i s pnmped up i n t o t h e o i l c a t c h pocketis
of t h e left-hand c a e i n g h a l f (0, Fig. 5 9 ) . 9.12. Hotantinn t h e Engine i n t h e Cvcle
From t h i s c a t c h pockete, t h e o i l flows Parts
on t o t h e o i l guide p l a t e ( L , Fig. 57) For mounting t h e engine i n t h e cjmle p a r t e ,
and through t h e h o l e s i n t h e o i l guide proceed i n t h e i n v e r e e o r d e r of t h e
p l a t e d i r e c t l y on t h e t e e t h o f t h e o p e r a t i o n s described i n t h e S e c t i o n s 3 . l . t .
gearbox g e a r s and from t h e r e a r c a t c h t o 3.1.4. Every r e p a i r of t h e engine
pocket over t h e c i r c l i p which i s open e n t a i l e t h e adjustment o f t h e timing of
at t h e t o p i n t o t h e o i l c a t c h p l a t e o f i g n i t i o n and o f t h e c a r b u r e t t e r . F u r t h e r
t h e d r i v e e h a f t (arrow A, Fig. 59). d e t a i l s o f t h e s e adjustments a r e given
Through t h e hole d r i l l e d i n t h e d r i v e i n t h e S e c t i o n s 6.5.3. and 7.1.4.
s h a f t , t h e o i l paasee t o t h e bearing
o f t h e l o o s e wheels f o r t h e 2nd and
3rd epeede and l u b r i c a t e e them.
Fig. 89. Exploded view of cycle partn
e,@

Fig. 90. Rear wheel apringisg


The g e n e r a l d e s i g n , which ha8 a l r e a d y been A f t e r assembling, t h e swing-fork mounting
i n d i c a t e d i n Figs. 1 and 2 , i e shown i n i s completely f r e e from maintenance.
f u l l d e t a i l Fn t h e exploded vfsw O f t h e The rear-wheel swing-fork is d s l i v e r e d by
c y c l e p a r t s in Fig. 89. Below f a r t h e r o u r Spare S a l e s Department complete w i t h
i n s t r u c t i o n s f o r r e p a i r s and explana- t h e r u b b e r elements pressed i n place. For
t i o n ~of d e t a i l s of v a r i o u s sub-assembXies t h e use of t h e s f d e - c a r , changed ewing-
aye given. f o r k e and b e a r i n g b o l t s are a v a i l a b l e ,
5.1, Rear-wheel S p r i n ~ i n t zand Rear 5.1.2, Ra~lacernento f t h e Rubber Bearing
E l a s t i c & g i n s Mounting - Rear-wheel Swing-fork
Fi.g. 90 shows t h e d e s i g n of t h e rea-wheel
s p r i n g i n g . The rear-wheel s p r i n g i n g Xn-
- P r e s s k g out t h e i n n e r t u b e s ( 1) and (2)
w i t h t h e h e l p of a m m d r e l on a mandrel
c l u d e s t h e rear-wheel swing-fork whose preeer ;
mounting i n combined d t h t h e engine - Removing t h e supporting r i n g ( 8 ) $
s u s p e n s i o n v d t h e spring-loaded a w -
pension u n i t s .
5.1.1. Mountina o f t h e Rear-wheel
Swinn-f o r k
The c a r r y i n g p a r t of t h e mounting i s t h e
swing b e a r i n g b o l t ( I ? ) which i s clamped
i n t h e frame by t h e frame b e a r i n g tube
( 1 0 ) , t h e right-hand a n d left-hand i n n e r
t u b e e ( 1 ) and ( 2 ) and t h e t h r e e t h r u s t
washers ( 1 6 ) . Tightening t o r q u e f o r t h e
hexagon nut (17) i s 70 t o 80 Nm ( 7 t o
8 kpm). Tighten t h e swing b e a r i n g b o l t
o n l y when t h e swing-fork i e f u l l y support-
ed by s p r i n g s .

Fig. 92. F i t t i n g t h e rubber b e a r i n g s


- boshes
Cutting
(4f
U and r e s s i n g o u t t h e rubber
and f 5 ) ;
- P r e s s i n g i n t h e new rubber bushee ( 4 ) ( i n
a d r y s t a t e ) with a mandrel from t h e out-
s i d e s of t h e swing-fork, i n s e r t t h e i n t e r -
mediate r i n g (7). For t h e left-hand swing
bose use t h e s h o r t and f o r t h e riaht-hand
awing boae uee t h e l o n g e r cylindrical l u g
of t b e mandrel (6).
- (8) - 10 mm wide -
I n s e r t from o u t s i d e t h e s u p p o r t i n g r i n g
i n t o t h e right-hand
swing boss;
- Put t h e i n n e r tube ( l ) , 54 mmbng, and'
then ( 2 ) , 44 mm l o n
end of t h e mandrel f;) on t h e c y l i n d r i c a l
and, n i t b t h e t a p e r
end ahead, p r e s s t h e mandrel i n t o t h e
rubber bushes wetted w i t h soap w a t e r u n t i l
t h e i n n e r t u b e p r o j e c t s uniformly from
t h e two a i d e s of t h e swtng tube.

Fig. 91. Swing-fork mounting 5.1.3. Demountinn and Mounting t h e Swing


(1) Right-hand i n n e r t u b e , 54 mm lont
(2) Left-hand i n n e r tube, 44 mm long Remove t h e ad J u s t i n g r i n g ( l8).and left-hand
( 4 ) and ( 5 ) Rtrbber bush, 25 mm long hexagon n u t (171, d r i v e o u t t h e swing bear-
(8) S p a c i n g s l e e v e , 1 0 m r n l o n g i n g b o l t t o t h e r i g h t by means o f an auxi-
(polyamide) l i a r g mandrel a n d l e a v e t h e a u x i l i a r y mand-
Rear-wheel .swing-fork r e l plugged i n p l a c e f o r c e n t r i n g t h e swing-
Frame b e a r i n g tube f o r k ( s e e Figs. 91 end 9 3 ) .
Swing b e a r i n g b o l t
Bearing r u b b e r
Spacer r i n g (polyarnide)
Engine shoe, right-hand
Engine s h o e , left-hand
Thrue t was her
Hexagon n u t 1 1 8 X 1.5
Adjusting r i n g
Groove f o r hanging on t h e
prop s t a n d s p r i n g
Fig. 93. Sketch of a u x i l i a r y mandrel
When f i t t i n g , t h e swing b e a r i n g b o l t
must be provided w i t h g r e a s e t o p ~ o t e c t
i t from c o r r o s i o n . Screw t h e hexagon nut
on t h e r i g h t - h a d end of t h e swing bear-
i n g b o l t up t o t h e end of thread.
Push through t h e swing b e a r i n g b o l t from Fig. 95. Put on t h e rear-wheel swing-fork
t h e r i g h t t o the l e f t , the a u x i l i a r y mad- i n t h e d i r e c t i o n of t h e arrow-
r e 1 i s s t i l l plugged i n t h e swing. Tighten head; p r e s s u r e r i n g s a l r e a d y -
t h e T e f t - h a d hexagon nut w i t h 70 t o 80 Hm removed
( 7 t o 8 kpm) ( t h e . swing-fork is f u l l y
spring-supported] end provide t h e e d j u s t i n g
- Tighten t h e left-hand hexagon n u t with
70 t o 80 NIII ( 7 t o 8 kpm) ( t h e swing-fork
r i n g w i t h a check nut. i s f u l l y spring-supported) and provide
t h e a d j u s t i n g r i n g w i t h a check nrrt.
5.1.4. lKoantinn t h e Rear SwFnn-fork
I n c l u d i n ~E n ~ i n eSneveneion
- Push t h e b e a r i n g rubbers, s p a c e r r i n g s
and engine shoee on t h e l e f t and r i g h t
ends of t h e frame bearing tube;
- Compress t h e engine shoes a x i a l l y t o
t h e l e n g t h of t h e f r a a e b e e r i n g tube
w i t h t h e he1 of t h e p r e s s u r e r i n g s
( s e e ~ t g .94f;

Fig. 96. Sketch of p r e s s u r e r i n g


\i

51
1
The b e a r i n g rubbere (12) and s p a c e r r i n g s
(13) of t h e r e a r engine suspension can only
be replaced w i t h t h e engine and t h e r e a r -
whe+I s a g - f o r k removed according t o t h e
previous Section.
Fig. 94. Engine shoes a x i a l
Y compressed
by p r e s s u r e r i n g (D and t i e
rod (2) with thread M6, rear-whee
The wear limit has been reached when t h e
engine shoes i n mounted c o n d i t i o r no l o n g e r
ahoy any pre-tension and can be moved by
swing-fork pushed i n p l a c e hand l a t e r a l l s t o and f r o .
- Pash t h e rear-wheel swing f o r k w i t h t h r u s
w a f b r s from t h e r e a r on t h e engine shoes
When r e p l a c i n t h e bearing rubbelg (12) and
up t o t h e s t o p a t t h e p r e s s a r e r i n g s . Re- a a c e r r i n g s 713) by new one8 check t h a t
move t h e p r e s s u r e r i n g s a d f u r t h e r push tEs b e a r i n g aleevee of t h e engine shoes
t h e swing-fork up t o t h e c e n t r e of t h e a r e f r e e from wear o r not. When i n t h e d r i l l
h o l e , a t t h e p o i n t where t h e s p a c e r r i n g
hole f o r the b e a r i n g b o l t ;
- Preee I n t h e a u x i l i a r y mandrel from t h e i s a p p l i e d , a shoulder qan be f e l t , then
t h e rsplacemsnt of t h e ~ n g i n eshoee i e
l e f t and c e n t r e t h e b e a r i n g with i t ;
- Screw t h e r i g h t f a s t e n i n g n u t a g t o t h e a d v i s a b l e Pn t h e i n t e r e s t of an adeqaate
e e r v i c e l i f e of t h e new rubber p a r t s and
end of t h r e a d on t h e ewing bearing b o l t .
- Gl'ease t h e ewing b e a r i n g b o l t and p r e s e s p e c e r ringa.
i t i n from t h e r i g h t t o t h e l e f t .
5.1.6. R e p a i r of t h e Susaeneion U n i t e
R e p a i r s a r e l i m i t e d t o t h e replacement o f
d e f e c t i v e p a r t s o f t h e spring-loaded eus-
p e n s i o n u n i t s and t h e l a b r i c a t i o n of t h e
1
ad u s t i n g s l e e v e s of t h e r e a r euspeneion
un ts.
The shock a b e o r b e r s must be r e p l a c e d
' c o m p l e t e l y and b r o u g h t t o a shop f o r
r e g e n e r a t i o n . S e l f - r e p a i r of shock absor-
bers i s not poesible. I n case of loes of
o i l t h e l a c k i n g amount can be r e p l e n i e h -
ed ( s p e c i a l wrench 05-W 82-4), i n most
c a s e s , however, t h e packing o f t h e p i s t o n
rod w i l l be d e f e c t i v e - t h e shock-absorber
must be r e g e n e r a t e d .
Shock-absorber marking
The marking i s arranged above t h e lower
f a s t e n i n g eye.

Meaning:
A 22 model
100 r a t e d s t r o k e i n mm
88 daqping f o r c e i n t h e
d i r e c t i o n o f p u l l i n kp
8 damping f o r c e i n t h e
d i r e c t i o n o f compression i n kp
M w i t h adjustment
97. Design o f t h e shock a b s o r b e r
1 . 50/l number of manufacturer
Supporting r i n g halves
From June 1978, t h e l e t t e r s OV o r MV a r e not applicable
o m i t t e d . "With a d j u s t m e n t H i s i n d i c a t e d Stop r u p b e r s
by 9 d n . Threaded p i e c e w i t h r a d i a l s e a l
Demounting t h e shock a b s o r b e r s r i n g AC 10 X 19 X 7
P i s t o n with non-return valve (top)
Clamp t h e lower eye o f t h e suspeneion u n i t and damping v a l v e (bottom)
i n a v i c e . P r e s s down t h e p r o t e c t i v e s l e e v e Bottom v a l v e w i t h s u p p o r t i n g r i n g
( 8 ) and t a k e o a t t h e two au p o r t i n Marking of t o l e r a n c e group
h a l v e s ( 1). W ,
t h e p a r t s P81 ( Protective sleeve
( 1 1 ) can be removed. Compression s p r i n g
P o s s i b l e shock-absorber d e f e c t s Piston tube
i d Adjusting sleeve
1. The shock a b s o r b e r i s i n e f f e c t i v e a l t h o u g h
no o i l l o s s i s v i s i b l e ( f o r e i g n p a r t i c l e s S p r i n g s f o r s u s p e n s i o n u n i t e
between t h e diaphragms o f t h e p i s t o n
valve). Description Unit S o l o w i t h Side-
2.Darnping commences not s o f t but j e r k i l y
t h e s u s p e n s i o n u n i t s a r e wstampingn
- car

( i n s u f f i c i e n t amount of damping l i q u i d - Length ( r e l a x e d ) mm 260" 260+~


p r e s e n t o r bottom valve leaky). External diameter
of s p r i n g mm 55-0. 8 52+Oo8
3. Damping l i q u i d l e a k s o u t .
Wire d i a m e t e r mm 7 7
Topping up shock-absorber o i l
Turns num-16.5 17.5
Unscrew t h e t h r e a d e d p i e c e ( 4 i n Fig. 97) ber
by means o f a s p e c i a l wrench 05-MW 82-4
and p u l l o u t t h e damping device. Clean a l l S p r i n g c o n s t a n t N /m 15.23 17.304
p a r t s i n p u r e benzine and f i l l I n new o i l .
( 5 kpm) .
T i g h t e n t h e t h r e a d e d p i e c e w i t h about 49 Nm
The s p a r e s p r i n g f o r t h e s o l o model i s
n o t marked.
Mating shock a b s o r b e r s The s p a r e s p r i n g f o r t h e s i d e - c a r model
To e n s u r e a good readability, t h e shock h a s a w h i t e c o l o u r marking on t h e
a b s o r b e r s o f one a x l e must show t h e same c e n t r a l turn.
damping v a l u e s .
The marking o f t h e t o l e r a n c e g r o u i s on
t h e upper f a c e of t h e p i s t o n rod P7 i n
F i u . 97).
A i r e e n c o l o u r d o t means a n e g a t i v e d e v i a -
t i o n from t h e r a t e d value of t h e damping
f o r c e . I f t h e r e i s no c o l o u r marking, t h e n
t h e d e v i a t i o n i s p o s i t i v e . Shock a b s o r b e r s
w i t h t h e same marking should always b e
mated, i . e . a r r a n g e d i n p a i r s .
5.2. E n ~ i n eSuspension a t C y l i n d e r Head
The d e s i g n o f t h e f r o n t e l a s t i c engine
s u s p e n s i o n i s shown i n Fig. 98. For t h e
r e p a i r o r t h e replacement o f t h e f r o n t en-
g i n e s u s p e n s i o n , i t i s p r z c t i c a l t o de-
mount t h e c a r b u r e t t e r and i n d u c t i o n s o c k e t
and t o remove t h e i g n i t i o n c a b l e .
The e x h a u s t system can be l e f t on t h e
e n g i n e , o n l y t h e c o n n e c t i n g screw betweer~
r e a r e x h a u s t c l i p and e x h a u s t b r a c e
muat be l o o s e n e d .
A f t e r unscrewing t h e two M 8 n u t s from t h e
c y l i n d e r head, lower t h e engine t o t h e
p o s i t i o n shown i n Fig. 98. Then l o o s e n t h e
M .10 n u t s e r v i n g f o r f a s t e n i n g t h e f r o n t
s u s p e n s i o n t o t h e frame and a l l i n d i v i d u -
a l p a r t s can be removed.
When a s s e m b l i n g , s e e t o i t t h a t a l l screw-
ed c o n n e c t i o n s e r e p r o p e r l y t i g h t e n e d !
5.3. T e l e s c o p i c Fork
Figs. 99 and 100 show t h e d e s i g n and t h e
arrangement o f t h e i n d i v i d u a l p a r t s o f t h e Fig. 98. Replacement o f t h e e l a s t i c
t e l e s c o p i c f o r k . The r e p a i r o f i n d i v i d u a l engine s u s p e n s i o n a t t h e
sub-assemblies i s described i n d e t a i l c y l i n d e r head
below.

Fig. 99. E loded view o f t h e


t 3 e a c o p i c fo&
5.3.1. S t e e r i n g Bearing
Two r a d i a l grooved b a l l b e a r i n g e 6006 a r e
employed f o r t h e s t e e r i n g aseembly; a e p a c e r l

e l e e v e i s i n s e r t e d between t h e s e b e a r i n g e
which a r e c o m p l e t e l y f r e e from maintenance.
,
No a d j u s t m e n t s have t o be made d u r i n g assem- 1
b l i n g a n d l a t e r on. l
l

TIfE STEWING ASSEMBLY I S MOUNTED I N THE l


FOLLDVIFJG WAY: l

- Fill t h e 6006 b a l l b e e r i n g s w i t h a n t i -
f r i c t i o n bearing grease;
l
l

- Prese t h e l o w e r b e a r i n g up t o t h e e t o p o n
t h e e x t e r n a l ring, u s e an i n t e r m e d i a t e I
ring 54 X 20 f o r t h i s ptmpoee;
- I n a e l t t h e s p a c e r sleeve;
l
- P r e s s t h e u p p e r b e a r i n g on t h e s p a c e r
a l e a r e u n t i l t h e inner r i n g c o n t a c t 8 t h e
latter.
O h r v e tbe follonin 1
Place a s p g e r r i n g d 54 r 40 m under t h e
lower b e a r i n g in o r d e r t h a t i t w i l l n o t be
P T B B M ~ o u t and p r e s s t h e upper b e e r i n g
over the spacer rfng 54 X X) i n p l a c e .
BOTICE: I n t h e l a t e r mounting o f t h e
u p p e r and lower clamping Lteada,
take care that the nut f o r the
c o n t r o l t u b e ( l ) , Fig. 100, i e
t i g h t e n e d w i t h a t o r q u e o f 150
Rm ( 1 5 kpm)!
Then, t h e s t e e r i n g assembly must be f r e e t o
be moved e a a i l y and f t muet n o t jam i n any
p o s i t i o n . I f t h i s , however, s h o u l d be t h e
c a s e , t h e a p a c e r s l e e v e between t h e i n n e r
t r a c k rings o f t h e b e a r i n g s m u s t be r e -
p l a c e d ( t h e s h o r t s p a c e r s l e e v e may l e a d
t o a deformation of t h e bearings).
The removal o f t h e s t e e r i n g b e a r i n g s from
t h e frame i s e f f e c t e d a c c o r d i n g t o t h e
F i g s . 101 t o 103 w i t h t h e h e l p o f t h e
Fig. 100. T e l e s c o p i c f o r k and s t e e r i n g e x t r a c t o n 22-51.006.
b e a r i n g ( s e c t i o n a l view) The removal and mounting o f t h e t e l e s c o p i c
f o r k r e q u i r e d f o r t h i s purpose i s ex-
Riqht-hand f o r k member: p l a i n e d i n S e c t i o n 5.3.2.
Spring f u l l y extended, design w i t h
-- - - ---- -- -
protective cap
Nut f o r c o n t r o l t u b e
Upper clamping head
Screw p l u g
S t e e r i n g b e a r i n g 6006
Lower clamping head
Compression s p r i n g ( s o l o s p r i n g
w i r e 4.0 mm i n d i a m e t e r
s i d e-car s p r i n g
w i r e 4.5 mm i n d i a m e t e r )
P r o t e c t i v e bellows
Piston r i n g a t supporting tube
Supporting tube
S l i d i n g tube
Guide t u b e
P r o t e c t i v e cap
R a d i a l s e a l r i n g 35 X 47 X 7
T h r u s t w a s h e r , t h i c k n e s s 2.0 mm and
locking ring
Valve p l a t e , t h r o t t l e and c i r c l i p
Plate f o r f i n a l stop
Compression s p r i n g f o r f i n a l s t o p
S e a l i n g washer Pig. 107. P r e s s t h e i n t e r n a l p a r t o f t h e
e x t r a c t o r i n t o t h e b a l l bearing
When t h e p e r m i s s i b l e wear l i m i t between
g u i d e tube and s l i d i n g tube has been
reached.
TEST METHOD:
The v e h i c l e i s on t h e prop s t a n d , t h e
t e l e s c o p i c f o r k i s f u l l y e x t r a c t e d . The
two s l i d i n g tubes a r e moved t o and f r o
a t t h e a x l e accomodation. The maximum
p l a y must n o t exceed 2.2 mm (new s t a t e
0.8 t o 1.2 mm). For t h i s measurement,
t h e tno f o r k members must n o t be d i s -
t o r t e d because otherwise t h e p l a y may
be reduced.
I n c a s e of doubt, t h e complete f o r k mem-
b e r s must be removed, t h e g u i d e t u b e s
clamped " i n e o f t p r o t e c t i v e jaws", and
t h e e x i s t i n g play a t t h e a x l e accomoda-
t i o n e measured by means of a d i a l gauge.
when t h e f o r k members l o s e o i l ( r a d i a l
s e a l r i n g s i n t h e s l i d i n g tube a r e l e a k y ) .
O i l l e v e l checking: s e e Fig. 114.
When t h e h y d r a u l i c o i l damping i s i n -
s u f f i c i e n t w i t h t h e f u l l amount of o i l
present.
Fig. 102. F i t t i n g t h e upper p a r t of t h e When t h e p r o t e c t i v e caps o r p r o t e c t i v e
extractor bellowe must be replaced by new ones.
5.3.3. Demountina and M o u n t i n ~t h e Com-
p l e t e Teleecopic Fork ( s e e Pig.100)
It i s p o e s i b l e t o demount t h e complete t e -
leecopic fork without loosening cable
connections. The following o r d e r i s a d v i s -
able :
Unhook t h e hand brake c a b l e c o n t r o l from
t h e handle-bars and l o o s e n t h e brake hose
from t h e brake saddle. Draw t h e hose o u t
o f t h e lower clamping head, c l o s e i t s
opening with a s u i t a b l e s t o p p e r and
f a s t e n i t t o t h e handle-bars.
Demount t h e cap f o r t h e c o n t r o l t u b e f a -
s t e n i n g n u t and s t e e r i n g damper.
Slacken back n u t f o r c o n t r o l tube and
ecrew p l u g s o f guide tubes by means of
s o c k e t wrench o r f l a t box spanner.
Demount t h e headlamps ( c o m p l e t e l y ) .
Remove t h e instrument pod, p l a c e t h e
handle-bars on t h e f u e l tank.
Demount f r o n t wheel, brake s a d d l e , and
front-wheel mudguard.
Completely demount t h e f l a s h i n g - l i g h t d i -
Fig. 103. P i t t i n g t h e screw, t i g h t e n i n g r e c t i o n i n d i c a t o r s , f r o n t , with t h e i r
holders.
i t a n d thus extracting the
b e a r i n g from t h e frame Unscrew t h e n u t s f o r c o n t r o l tube and
t h e screw plugs.
C a r e f u l l v d r i v e o u t t h e upper clamping
head upwards and t h e lower clamping head
w i t h f o r k members downwerd.
5.3.2. C r i t e r i a f o r Dismantling t h e NOTICE:
T e l e s c o p i c Fork The hanging-down instrument pod, f l a s h i n g -
Dismantling t h e t e l e s c o p i c f o r k members l i g h t d i r e c t i o n i n d i c a t o r s , headlamp and
becomes n e c e s s a r y : t h e handle-bars m u s t be so p r o t e c t e d t h a t
t h e y w i l l n o t be damaged and t h e c a b l e s not
1. When, due t o an a c c i d e n t , t h e guide pulled out!
t u b e s a r e d i s t o r t e d . The t e l e s c o p i c The complete t e l e s c o p i c f o r k is mounted i n
f o r k j a m s when i t i s c o n t r a c t e d . t h e i n v e r s e o r d e r . Pay p a r t i c u l e r a t t e n t i o n
NOTICE : t o t h e c o r r e c t i n s t a l l a t i o n of t h e c a b l e
harnesses. A f t e r connecting t h e brake hose,
The t e l e s c o p i c form jams when being t h e d i s k brake muet be bled.
c o n t r a c t e d even i f t h e f o r k members a r e APTER ASSEIYIBLING, THE SCREWED COLTECTIONS
~

not p a r a l l e l ! ARE TIGHTEKED I N THE FOLLOWING ORDER ( F i g .


CAUSE : 104) :
The clamping screw o f t h e knockout
wheel s p i n d l e has been clamped b e f o r e
t h e wheel s p i n d l e has been t i g h t e n e d .
AB a consequence, t h e two f o r k
members have been d i s t o r t e d .
Fig. 104. Order f o r t i g h t e n i n g t h e F i g . 105. Demounting and mounting t h e
screws t e l e s c o p i c f o r k membere

ROTICE: - Remove t h e s c r e w p l u g s ( 1) ;
Apply d e c o r a t o r s s s i z e wCbemisol 1405" - Remove t h e f r o n t wheel;
t o t h e e x t e r n a l t h r e a d o f t h e screw p l u a
( K a n u f a c t u r e r : VFB Schuh-Chemie, E r i u r t k
.- Demount t h e front-wheel mudguard ;
-
compound) .
and f i t them (remove t h e o l d s e a l i n g
I n c o u n t r i e s o t h e r t h a n t h e GDR u s e -
Mark t h e g u i d e t u b e s d i r e c t l y below
t h e lower clamping head;
Loosen t h e clamping s c r e w s ( 2 ) ;
rubher solution.
Do n o t a l l o w s e a l i n g compound t o g e t i n t o - Draw t h e complete g u i d e t u b e s w i t h
t h e g u f d e t u b e e , remove s e a l i n g compound s l i d i n g t u b e s o u t downwards; u s e t h e
from t h e f a c e s of t h e ~ c i - e wplugs. f i t t i n g wrench 19 MW 22-1 ( 3 ) .
- Clamping s c r e w s ( 3 ) a t lower clamping Perform t h e mounting o p e r a t i o n s i n t h e
i n v e r s e order.
head 20 IJm ( 2 kpm) ;
T i g h t e n t h e ecrewe i n t h e manner d e s c r i b e d
- Nut f o r kockout wheel s p i n d l e ( 4 ) i n S e c t i o n 5.3.3.
80 Nm ( 8 kpm);
- Clamping s c r e w f o r kockout wheel s p i n d l e 5.3.5. D i e m a n t l i n ~t h e T e l e s c o p i c Fork

20 mm ( 2 kpm) .
(5) with t h e t e l e s c o p i c fork contracted Members Removed from t h e V s h i c r e
A f t e r having removed t h e p r o t e c t i v e cgps
o r p r o t e c t i v e b e l l o w a , c l e a n t h e f o r k mem-
5.3.4. Demountina and Mounting t h e b e r s e x t e r n a l l y , draw o u t t h e compression
T e l e s c o ~ i cF o r k Membera s p r i n g s (accomodated i n t h e g u i d e t u b e )
F o r demounting t h e i n d i v i d u a l f o r k membere, upwarde and d e c a n t t h e damping l i q u i d .
handle-bars, headlamp and i n s t r u m e n t pod DISMUITTLING I S N O 1 EFFECTED IN TfIE
need n o t be demotmted. The brake system o f FOLLOWING ORCER:
t h e d i s k b r a k e c a n b e c l o s e d . For remov-
i n g t h e r i g h t r h a n d f o r k member, however, - Ueing an L-handled s o c k e t wrench (WoF 101,
loosen t h e f a s t e n i n g n u t (1) f o r the
t h e brake s a d d l e m u s t b e demounted from t b s
e l i d i n g tsbe a n d fastened t o a s u i t a b l e support.ing t u b e and remove t h e n u t and t h e
p a r t a t t h e v e h i c l e u n t i l aesembly. Fig. c o r r u g a t e d n a a h e r ( 2 ) ( F i g . 107);
l 0 5 has been i n c l u d e d w i t h o u t t h e p a r t s
mentioned t o p r o v i d e a c l e a r survey.
To be observed s t r i c t l y - when clamping
t h e guide tubes ( A ) i n a v i c e , use s o f t
p r o t e c t i v e jaws and clamp i n t h e upper
t h i r d only.
The s l i d i n g tubes have t o be clamped a t
t h e a x l e accomodation o r t h e f a s t e n i n g hubs
f o r t h e mudgnard o r t h e brake s a d d l e .
- Remove the s e a l i n g washer ( 3 1 , t h e com-
p r e s s i o n s p r i n g ( 4 ) 19 mm i n d i a m e t e r ,
and t h e cup f o r t h e f i n a l s t o p ( 5 ) from
t h e s u p p o r t i n g tube ( 6 ) ;
- Push t h e supporting tube ( 6 ) i n t o t h e
guide tube ( A ) ;
- Remove t h e annular r i n g 32 X 1.6 ( P i g .
108) from t h e guide tube. The t h r o t t l e
arranged behind t h e annular r i n g ( 3 )
has a milled-out r e c e s s i n its e x t e r n a l
diameter i n o r d e r t h a t t h e a n n u l a r r i n g
can e a s i l y be pressed out by means of a
small screwdriver. Remove t h e t h r o t t l e
( 31, t h e valve p l e t e ( 4 ) and t h e com-
r e s s i o n s p r i n g - f o r t h e valve p l a t e ( 5 )
?see Fig. 109);

Fig. 106. Removing .the f a s t e n i n g nut


f o r t h e s u p p o r t i n g tube
- Ioff , t hdeu rfi na gs t et hn ei n gloosening o r tightening
n u t of t h e s u p p o r t i n g
t u b e , t h e l a t t e r a l s o t u r n s , r e t a i n it
b means of a screwdriver p a t through
d e s o c k e t wrench.
- maw t h e guide, tube ( A ) o u t of - t h e
s l i d i n g tube (B).

Fig. 108. P r e s s i n g t h e annular r i n g out of


t h e guide tube

Fig. 107. Guide t u b e withram from Fig. 109. Removing t h e t h r o t t l e , v a l v e


t h e s l i d i n g tube p l a t e and spring
- been
For t h e sake of c l e a r n e s s Fig. 109 has
i n c l u d e d showing t h e aseembly
without t h e s u p p o r t i n g tube pushed i n .
- Remove t h e lock r i n g ( 1 ) s e a t e d behind
t h e v a l v e s p r i n g and t h e washer (2)
I n a t e l e s c o p i c f o r k ' t i g h t b e f o r e demounting,
t h e s h a f t -s e a l r i n a must be checked f o r
from under t h e r i n g (Fig. 710). wear on t h e s e a l i n g l i p and c o r r e c t meat of
the supporting e p r h g l t e n e i l e epring
under t h e s e a l i n g l i p ) . I n c a s e o f doubt
it is advisable t o replace t h e s h a f t s e a l
r i n g by a new one.

Fig. 110. Removing t h e t h r u s t waeher


( 2 mm i n t h i c k n e e e )

- Using a p i e c e of round wood


about 600mm l o n g ) , push o u t
(broom-stick,
t h e support-
i n g tube. Do not push i t over t h e i n t e r i o r
t h r e a d o f t h e guide t u b e because t h i s
w i l l l e a d t o damage t o t h e p i s t o n r i n g
on t h e s u p p o r t i n g tube.
Fig. 111. P r e s s i n g t h e s h a f t s e a l
r i n g i n place
5.3.6. Mounting t h e Telescopic Fork
Nembers Hemoved from t h e ASSEMBLING INSTRUCTIONS:
v e h i c l e and Checking f o r Wear
A basic condition f o r the serviceability Only use t h e d r i f t (1) 11 MW 7-4
o f t h e t e l e s c o p i c f o r k a f t e r assembly f o r pressing the shaft seal ring i n
i s a c l e a n working place. D i r t and d u s t place.
d e p o s i t s on t h e p a r t s t o be mounted DO NOT STRIKE THE RING. If t h i s i s done,
l e a d t o premature wear and f a i l u r e t h e s r i n g o f t h e s e a l r i n g may be thrown
of t h e telescopic fork. o f f . fn mounting. t h e s e a l i n g l i p p o i n t s
t o t h e dsmping o i l , t h e c l o s e d s i d e of t h e
s h a f t s e a l r i n g t o t h e top.
- Check t h e guide t u b e (A), Fig* 109, f o r
chromium d e f e c t e , acoree and distortions
- Apply some damping
tube f o r t h e e h a f t
l i q u i d t o t h e guide
s e a l r i n g and pueh
I n caee of doubt, check f o r t r u e rlmning- t h e s l i d i n g tube from t o p over t h e guide
P e r m i e s i b l e e c c e n t r i c i t y 0.05 mm. tube and f i t , a t t h e eame time, t h e thread-
ed p i e c e of t h e s u p p o r t i n g tube i n t o t h e
gezb~n$ing-~d-etr_aightenigg-al:e-no4 d r i l l - h o l e i n t h e e l i d i n g tube. F i t t h e
corrugated washer (7) and t h e f a e t e n i n g
~epittrdl nut ( 8 ) (Fig. 107) snd t i g h t e n t h e l a t t e r .
- Pueh t h e p r o t e c t i v e bellowe o r t h e protec-
t i v e cap over t h e guide tube and i n s e r t
t h e c o l l a r (A) i n t o t h e groove (B) of Yhe
s l i d i n g tube. P r i o r t o t h i s c l e a n t h e
groove (B) i n t h e s l i d i n g tube. The vent
hole i n t h e p r o t e c t i v e bellows must p o i n t
t o t h e r e a r . Fasten t h e p r o t e c t i m bellowe
by means of a c l i p a t i t s upper end.
- I n e e r t t h e compreseion s p r i n g from top
i n t o t h e guide tube and f i l l i n t h e
s p e c i f i e d amount of damping l i q u i d .

Fig. 112. Checking t h e eupporting tube


- Check t h e eupporting tube ( 2 ) (Fig. 112)
f o r damage. No ecoree must be v i e i b l e
on t h e e e a l i n g s u r f a c e of t h e M i r a m i d
p i s t o n r i n g (arrow-head) otherwise t h e
damping p r e e s u r e w i l l be too low. The
damping hole (1) of t h e s u p p o r t i n g tube
must be f r e e from b u r r and i t 8 diameter
must n o t be changed;
- The s u p p o r t i n g tube (21, Fig. 112, i e
pushed i n t o t h e checked guide tube ( A ) -
from below ( v a l v e e i d e ) ; p r i o r t o t h i s ,
t h e Urqmid p i e t o n r i n g 18 f i t t e d w i t h
shock-absorber o i l . Fig. 113. C o r r e c t l y f i t t e d p r o t e c t i v e
Mount t h e t h r u e t washer ( 2 ) and he lock bellows o r p r o t e c t i v e cap
r i n g ( l ) according t o Fig. 11 1+ j a y a t t e n -
t i o n t o t h e proper s e a t of t h e l o c k r i n g . Spring8 f o r the t e l e s c o p i c f o r k
P l a c e t h e compreseion s p r i n g ( 5 ) , having Description Unit Solo with Side-
a diameter of 27 mm, a g a i n s t t h e l o c k car
r i n g and f i t t h e v a l v e p l a t e ( 4 ) with
t h e ground s i d e p o i n t i n g t o t h e follow- Long* mm 527 527
i n t h r o t t l e . Then smoothen t h e t h r o t t l e ~ ~diameter
t mm~ 26 ~ 26 ~ l
( 3 f on one a i d e , o p p o s i t e t o t h e r a d i u s
and t h e milled-out r e c e e e , by means of Wire diameter mm 4.0 4.5
f i n e emery c l o t h on a e u r f a c e p l a t e , and T~~~~ nm- 62.5 73.5
mount i t wlth t h e smooth e i d e p o i n t i n g ber
t o t h e valve p l a t e (Fig. 109). Spring constant B/mm 4.06 5.9
F i t t h e a n n u l a r r i n g ( 1 ) . For reaeone
o f e a f e t y , only use new r i n g e , and pay
p a r t i c u l a r a t t e n t i o n t o t h e pro e r s e a t 5 t
of t h e r i n g i n t h e groove ( a e e h g . A f t e r mounting, t h e f o r k membere must be
109). subjected t o a f u n c t i o n a l t e s t f o r t i g h t -
- Pueh t h e round p i e c e of m o d from above
i n t o t h e guide tube and pueh t h e support-
n e s s a d damping f o r c e . I f a s u i t a b l e t e s t -
i n g equipment i s n o t a v a i l a b l e , t h e t e s t
i n g tube downward u n t i l t h e s t o p i s reach- muet be perfomed by vigorouely c o n t r a c t -
ed, leave t h e round wood i n t h e guide tube; i n g and extrcaoting t h e components by hand.
Clamp t h e guide tube a t i t s upper end, During expanding, t h e damping f o r c e must
with the protective tube pointing upward, be d i s t i n c t l y p e r c e p t i b l e . A t r i a l run on
i n a v i c e between a o f t p r o t e c t i v e jawe. a road of poor c o n d i t i o n ia suitable
a s ftmctional t e e t .
The round wood e t i l l i n t h e guide tube now
backs t h e s u p p o r t i n g tube from below. The c o r r e c t o i l l e v e l i s checked i n t h e
Fit the cup for the (5)s the mounted c o n d i t i o n of t h e t e l e e c o p i c f o r k
compreseion e p r i n g (4) 19 mm in dicnaeter, according to Pig.
and t h e s e a l i n g warnher C31 (Fig. 107).
F i g . 115. F a s t e n i n g t h e f u e l tank,
(1) S u p p o r t i n g pad, f r o n t
(2) Fastening screw, r e a r
(3) Fastening elements, r e a r
F i g . 114. O i l l e v e l c h e c k i n g (4) Retaining rubber, f r o n t top
For o i l l e v e l c h e c k i n g , t h e two screw The e l a s t i c mounting o f t h e f u e l t a n k i s
p l u g s i n t h e upper clamping head must n o t s u b j e c t t o e s s e n t i a l wear. It must
be renioved and- t h e measuring w i r e ( 0 ' 4 mm) n o t be changed i n t o a r i g i d mounting.
i n s e r t e d i n t o t h e f o r k members i n t h e
c e n t r e o f t h e compression s p r i n g . The 5.5. F u e l Shut-off Cock
measuring w i r e must g e t t o t h e d e e p e s t
p o i n t of t h e t e l e s c o p i c f o r k membera, The c o n d i t i o n o f t h e f uel-shut-off cock
t h a t i s t o s a y , i t must be pushed t h r o u g h e x e r t s a c o n s i d e r a b l e i n f l u e n c e on t h e
t h e supporting tube. p r o p e r f u n c t i o n o f t h e engine. I n s u f f i c i e n t
I n any o i l l e v e l c h e c k i n g o r new f i l l i n g , f u e l f e e d may a l s o l e a d t o p i s t o n s e i z i n g .
e v e r y t h i n g depends on e q u a l l e v e l s i n t h e
t e l e s c o p i c f o r k members. o t h e r w i s e t h e
r o a d a b i l i t y w i l l be i m p a i r e d , The s p e c i -
f i e d maximum o r 1 l e v e l s must n o t be exceed-
ed o t h e r w i s e t h e ' p r e s s u r e w i l l become t o o
high when t h e t e l s s c o p i c f o r k i s compressed.
For t h e o i l q u a l i t y o b s e r v e S e c t i o n 2.4.
The o i c a p a c i t y p e r f o r k member i s
230 cm 3.
O i l level Height of t h e o i l
l e v e l (mm)
( cm3)
230 ( s o l o ) f 330
230 ( w i t h s f d e - c a r ) 2 340
depending o n t h e l o a d on
the vehicle the o i l f i l l i n
can be i n c r e a s e d t o nax. 2&5
cm3 f o r t h e s o l o machine a n d
t o max. 235 cm3 f o r t h e s l d e -
-
c:r machine
265 ( s o l o ) g 395
235 ( w i t h s i d e - c a r ) f 345

5.4. F u e l Tank
Because of t h e d a n g e r of e x p l o s i o n , re-
p a i r s o f f u e l t a n k s can o n l y be c a r r i e d
o u t when t h e r e l e v a n t s a f e t y r e g u l p t i o n s
a r e s t r i c t l y observed.
The FRONT a d REAR'of t h e f u e l t a n k
i s $ l a s t i c a l l y f a s t e n e d t o t h e frame
(FIR. 115).
As a consequence, t h e t r a n s m i s s i o n oP
v i b r a t i o r i p from t h e frame t o t h e f u e l Fig. 116. F u e l f i l t e r w c k . c sa.Ttied
t a n k is e f f e c t i v e l y a t t e n u a t e d . After
the' removal o f t h e f u e l tank, t h e r u b b e r
p a r t s c a n be s u b j e c t e d t o i n s p e c t i o n .
I n t h e cock, t h e f u e l f l o w s through two On t h e o c c a s i o n o f r e p a i r s i n t h e f u e l
s t r a i n e r s . The f i r s t one i s a c c e s s i b l e ( 1 ) cock, t h e f d e l hose l e a d i n g t o t h e carbn-
a f t e r unscrewing t h e f u e l shut-off cock r e t t e r should a l s o be checked.
from t h e f u e l t a n k ; t h e second One a f t e r ( 2 ) When t h i s hose has become b r i t t l e , l e e k s may
t h e l o o s e n i n g o f t h e f i l t e r bowl ( 3 ) . o c c u r i n t h e p o i n t s o f connection. The, t h e
It i s a d v i s a b l e t o c l e a n t h e s t r ~ i n e r s f i t t i n g o f a new f u e l hose having t h e d i -
a f t e r every 5,000 km o f road o p e r a t i o n mensions 5 X 8.2 mm i s r e o u i r e d .
o r once a y e a r c a r e f u l l y .
NOTICE!
Another c a u s e of t r o u b l e s i n t h e f u e l cock
may be t h e r u b h e r a c k i n g (4) under t h e On no account ehould h o l d i n g screwB ( 6 )
a c t u a t i n g l e v e r (5P whoae d r i l l - h o l e s may be t i g h t e n e d u n t i l t h e s p i n a p l a t e ( 7 )
be c l o s e d o r c l o g ed by s w e l l i n g o r by c o n t a c t s t h e c a s i n g (8). The a c t u a t i n g ( 5 )
f a s t e n i n g screws 7 6 ) which a r e t i g h t e n e d l e v e r m u s t be e a s i l y movable. When t h e f u e l
t o o much. cock should d r o p , t h e n t i g h t e n t h e h o l d i n g
screws ( 6 ) uniformly tkrough maximum one
A c t u a t i n g l e v e r and r u b b e r packing can be 5evolution.
removed a f t e r l o o s e n i n g t h e two r e t a i n i n g i h , r a t e of f l o w muRt be a t l e a n t 12 l i t r e s
s c r e w s a r r a n g e d on e i t h e r s i d e o f t h e p e r hour.
actuating lever.

The c h a i n cover c o n t a i n s a t h r o u g h bush


5.6. Rearrwheel Drive and
The d e s i e of t h e rear-wheel d r i v e i s shown - s e e Fig 117 -
( 1 ) which e n a b l e s t o t i g h t e n t h e n u t ( 2 )
w i t h t h e maximum p e r m i s s i b l e
i n t h e F i g s . 117 and 118. I n c o n t r a s t t o t h e t o r q u e without d e s t r o y i n g t h e c o v e r ,
p r e v i o u s t y p e , two r a d i a l grooved b a l l
b e a r i n g s a r e i n c o r p o r a t e d i n t h i s type of
rear-wheel d r i v e ( s e e Fig. 1 1 8 ) .

Fig. 1 l ? . Exploded view of t h e


rear-wheel d r i v e
Apart from a view c o r r e c t i o n 8 o f ehape,
t h e r e a r wheel hub i s e q u a l t o t h a t of
the preceding type.

Fig. 119. D r i v i n g o u t t h e f l a n g e d b o l t

5.6.2. Speedometer Drive


Fig. 120 g i v e 3 a s e c t i o n a l view o f t h e
speedometer d r i v e .
The p e r t i n e n t h e l i c a l g e a r . i e f ~ s t e n e dt o
t h e damping body w i t h r i n g g e a r by means of
a hooked c i r c l i p . The p i n i o n of t h e speedo-
m e t e r d r i v e is r e p l a c e d by unscrewing t h e
countersunk ecrew ( 5 ) from t h e c h a i n cover
and p u l l i n g o u t t h e b e a r i n g bush ( 6 ) toge-
t h e r w i t h p i n i o n ( 3 ) and ( 7 ) towards t h e
rear.
Fig. 118. Rear wheel d r i v e During assembling, t h e p i n i o n , t h e p i n i o n
Damping body shank and t h e h e l i c a l g e a r must b e provided
Lock r i n g w i t h a n t i f r i c t i o n b e a r i n g g r e a s e and t h e n
R e a r i n g 6204 fitted.
Chain c o v e r l n g
Flanaed b o l t
~ u s h r n ~
B e a r i n g 6005
Circllp
Da.mping r u b b e r
5.6.1. D i s r n a n t l i n ~t h e Rear-w'heel Drive
For t h i s purpose, t h e r e a r wheel and t h e
r e a r - w h e e l d r i v e m u s t be removed from t h e
vehicle. A t f i r s t d r i v e out t h e flanged
b o l t ( s e e Fig. 1 1 9 ) .
Then h e a t t h e r e a r wheel d r i v e t o about
100 OC. The 6005 b e a r i n g ( 3 ) can be preased
o u t by means o f an o f f s e t s c r e w d r i v e r .
Take o u t t h e l o c k r i n g 47 ( 4 ) and, f i n a l l y ,
d r i v e o u t t h e 6304 b e a r i n g ( 5 ) ( F i g . 117).
A f t e r once more h e a t i n g t h e r e a r wheel F i g . 120. Speedometer d r i v e ( s e c t i o n a l view)
d r i v e , mount t h e p a r t s I n t h e I n v e r s e ( 1 ) Chain cover
order of the dismantling operations. 2 Packing
( 3 ) P i n i o n body
(4) not applicable
( 5 ) Countersunk screw BM 6 X 8
( 6 ) B e a r i n g bush
( 7 ) Pinion f o r speedometer d r i v e
5.7. Changing t h e Wheel B e a r i n g s
With t h e h e l p o f a n expanding mandrel
( s p e c i a l t o o l H 8-820-3). demounting t h e
wheel b e a r i n g s ie f a c i l i t a t e d . F o r t h i s
p u r p o s e , t h e wheel body i s s l i g h t l y h e a t -
ed. A f t e r ddving i n t h e expanding mandrel,
t h e wheel b e a r i n g s a r e d i v e n o u t towards
t h e o u t s i d e ( F i g . 1 2 1 ) . For mounting, t h e
wheel b o d i e a must a l s o be h e a t e d . On no
a c c o u n t should t h e s p a c e r s l e e v e between
t h e b e a r i n g s be f o r g o t t e n . Moreover, b a l l
b e a r i n g s w i t h s h e e t - m e t a l cage should o n l y
b e used; t h e t y p e o f b a l l b e a r i n g i s 6302.
When r e - f i t t i n g t h e complete wheel, t a k e
c a r e t h a t t h e rubber s e a l r i n g a t the
wheel b e a r i n g on t h e b r a k e s i d e i s n o t
f o r g o t t e n . T h i s s e a l r i n g i s desinged t o
n-~-n v--n n- tt h e l u b r i c a n t o f t h e wheel b e a r i n g
r
from b e i n g thrown i n t o t h e brake.
'
./:P
8

The wheel b e a r i n g s have t o be mounted


with a n t i f r i c t i o n bearing grease. 72

Fig. 122. F r o n t wheel hub ( s e c t i o n a l view)


Wheel body w i t h ( 1 0 ) Axle accomoda-
c a s t - i n brake r i n g tion, right
Brake r i n g ( 1 1 ) S ~ a c e rs l e e v e
Brake l e v e r (12) B a l l bearing
Wheel body c o v e r 6302
Return s p r i n g ( 1 3 ) ~ u b b e rpacking
f o r b r a k e shoe ( 1 4 ) Anchor b o l t
Brake back r e s t 1 5 ) Lock r i n g 12
Hexagon n u t ( 1 6 ) Brake s h o e
M 14 X 1.5 ( 1 7 ) Axle accomo-
Washer dation, l e f t
Axle ( 18) Hexagon-head
screw f o r clamp-
ing t h e axle

Fig. 121. D r i v i n g o u t t h e wheel b e a r i n g s


5.8. Brakes
5.8.1. I n t e r n a l Shoe Brake
The a n c h o r b o l t s ( 1 ) t i g h t l y f i t i n t h e
b r a k e back r e s t . The b r a k e s h o e s ( 2 ) a r e
p i v o t e d on t h e anchor b o l t s and t h e cam
e p i n d l e (3) i n t h e b r a k e back r e s t ( F i g .
123)
A s e x p e r i e n c e has shown, wear i s i n s i g n i -
f i c a n t i n t h e bearing o f t h e brake shoes;
i t i s n e c e s s a r y , however, t o c l e a n t h e
b e a r i n g s and p r o v i d e them w i t h h o t b e a r i n g
' g r e a s e &Very 10,000 km o r a t l e e s t o n c e
a year. This a l e 0 a p p l i e s t o the bearing
o f t h e cam s p i n d l e i n t h e b r a k e anchor
plate.
When r e p l a c i n g t h e b r a k e s h o e s , which a r e
c a p a b l e of b e i n r e g e n e r a t e d , t a k e c a r e
t h a t a l r e a d y t o o l e d b r a k e s h o e s can be
mounted w h i l e non-tooled b r a k e s h o e s have
t o be t o o l e d i n a l a t h e b e f o r e mounting. Fig. 123. Brake a n c h o r p l a t e , complete
F o r t h i s p u r p o s e , t h e y must be f a s t e n e d
o n t h e b r a k e back r e s t w i t h t h e h e l p of ( a ) Ground c o n t a c t f o r s t o p l i g h t
t h e r e t u r n s p r i n g ( 4 ) . The b r a k e back r e s t ( a l s o f o r front-wheel brake)
i a c e n t r e d i n t h e b o r e and t h e s h o e s have I n an exploded v i e r , t h e F i g a . 125 and 126
t o be t o o l e d i n a l a t h e u n t i l t h e d i f f e r e n c e show t h e arrangement of t h e p a r t s of brake
between t h e d i a m e t e r of t h e b r a k e r i n g and s a d d l e and b r a k e m a s t e r c y l i n d e r .
t h e diameter o f t h e brake shoes i a a t l e a s t
0.6 mm. D e m o u n t i n ~a n d YountinP t h e Brake a s t e r
Cylinder
5.8.2. Disk Brake f o r t h e F r o n t Wheel - Disconnect t h e c a b l e c o n n e c t i o n s from
t h e s t o p l i g h t switch,
The f i x e d - s a d d l e b r a k e i s h y d r a u l i c a l l y a c t u -
- -t e- d- bv means o f a le'ver a t t h e brake m a s t e r
n
c y l i n d k . The arrangement o f t h e components
- Loosen t h e b r a k e hose f o r a b o u t 0.25
revolutions,
i s shown i n Fig. 124. - Unscrew t h e brake m a s t e r c y l i n d e r from
t h e handle-bars,
- Remove t h e s c r e w c a p a n d t h e h e r m e t i c
bellows and d e c a n t t h e brake l i q u i d ,
Completely unscrew t h e brake hoae.
For mounting, a t f i r s t l o o s e n t h e screwing
o f t h e b r a k e hose ( u n i o n n u t ) i n o r d e r t h a t
t h e brake hoee i s n o t t w i s t e d d u r i n g screw-
i n g i n . T i g h t e n a l l screwed j o i n t s , f i l l i n
brake f l u i d and b l e e d t h e brake.

R e p a i r o f t h e Brake & a t e r C y l i n d e r
Remove t h e hand brake l e v e r . Then use com-
p r e s s e d ' a i r , which must be admitted through
t h e hoee c o n n e c t i o n h o l e , t o p r e s s o u t t h e
i n t e r n a l p a r t s o f t h e brake m a s t e r c y l i n d e r .
With one o f your hands p r e v e n t t h e s e p a r t s
from b e i n g f l u n g away.
Scores i n t h e e l i d i n g surfaces of cylinder
and p'iston a r e s i g n s which c a l l f o r a r e -
placemert o f t h e complete brake m a s t e r cy-
l i n d e r . I f o n l y t h e p a c k i n g r i n g s a r k de-
f e c t i v e , t h e brake m a s t e r c y l i n d e r can be
assembled when u s i n g a new s e t o f packing
r i n g s . Absolute c l e a n l i n e s s i s n e c e s s a r y ,
Wetten a l l s l i d i n g s u r f a c e s and packings
w i t h brake f l u i d and demount t h e p a r t s accor-
d i n g t o Fig. 125. Push t h e r e t a i n i n g r i n g of
t h e end p a c k i n g r i n g by means o f a a l e e v e
( p i p e d i a m e t e r = 18 mm X 16 mm X 30 mm)
u n t i l i t engagea w i t h t h e groove provided
f o r t h i s purpoee.
F a s t e n t h e hand brake l e v e r i n s u c h a way
Arrangement o f t h e d i s k brake t h a t i t can be moved e a s i l y and f r e e from
any p l a y i n i t s h o l d e r . Adjust t h e p l a y
Brake master cylinder between p i s t o n and hand brake l e v e r t o
Brake hoee about 0.5 mm by means o f an a d j u s t i n g acrew.
Brake saddle
Brake diek
Fig. 125. Brake maeter c y l i n d e r
Cover
Vent r i n g
Hermetic bellows
Housing
Fastening c l i p
Spring
Brake p i s t o n
Sealing sleeve6
Washer
Packing
Clrclip

Demountin~and M o a n t l n ~t h e Brake Saddle R e ~ a i ro f t h e Brake Saddle

- Remove the
union n u t .
brake hose by loosening t h e
Fasten t h e hose t o t h e
Remove t h e cover
Drive out t h e two b o l t s by means of a
t e l e s c o p i c f o r k with b i n d i n g wire. mandrel from t h e s i d e of t h e small b o l t
diameter
NOTE: The hose opening m u s t n o t be deeper
than t h e l i q u i d l e v e l i n the re- Remove t h e brake shoes
s e r v o i r of t h e hand brake c y l i n d e r ! Dismantle t h e brake s a d d l e
- sDemount t h e brake s a d d l e from t h e
l i d i n g tube of the telescopic fork.
P r e s s o u t t h e brake p i s t o n by means o f
compressed a i r

Mount t h e p a r t s i n t h e i n v e r s e order. A s t o the d i s c a r d i n g of p a r t s , t h e same


I f r e q u i r e d , t o p up with brake f l u i d , c r i t e r i a apply a s f o r t h e brake master
bleed t h e brake. cylinder.
Mount t h e a b s o l u t e l y c l e a n p a r t s i n t h e
i n v e r s e o r d e r . Apply brake f l u i d t o t h e
s l i d i n g s u r f a c e 6 and i n t e r n a l packing r i n g s
b e f o r e mounting them.
Fig. Brake s a d d l e o f t h e diak brake
Inner brake c y l i n d e r
Packing ring
Brake p i e t o n
Packing s l e e v e
Brake shoe
Outer bmke c y l i n d e r
Guide b o l t
Hexagonal socket-head bolt
Packing
Cap
Taper p i n
Spring
Vent screw
P r o t e c t i v e cap

Replacement of t h e brake s h o e s
Replace t h e b r a k e s h o e s i n t h e f o l l o w i n g
o r d e r of o p e r a t i o n s , when t h e y a r e worn
down t o t h e w,ear marking.
- Remove t h e f r o n t wheel
- Remove t h e b r a k e shoea i n t h e manner
d e s c r i b e d i n S e c t i o n =Repair o f t h e
Brake Saddle"
- Externally clean t h e brake s a d d l e
- P r e s s back t h e brake p i s t o n
- Mount t h e new brake shoea
- P i t t h e f r o n t wheel
NOTE: Do n o t a c t u a t e t h e b r a k e when Fig. 127. Brake shoe - wear marking
t h e brake s h o e s a r e removed!
V = wear groove
R e p l a c i n n t h e Brake Diek -
,Open t h e b l e e d e r v a l v e
The b r a k e d i s k must be r e p l a c e d when i t i s -Rafse t h e hose eo t h a t t h e f w e l i s
20 cm above t h e t o p edge o f t h e r e s e r v o i r
worn down t o l e e s t h a n 4.4 mm o r when i t
shows e c o r e e whoee bottom i s s u c h t h a t t h e and fill i n b r a k e f l u i d u n t i l t h e -ximum
l e v e l has been reached i n t h e r e e e x v o i r
a c t u a l t h i c k n e e s f a l l s below t h e above
minimum t h i c k n e e s . -Close t h e b l e e d e r v a l v e
NOTE: F o r r e a e o n s of s a f e t y , u s e new S e l f - ,p i t t h e h e r m e t i c b e l l o w s and screw t h e
l o c k i n g n u t s whenever mounting t h e cover i n place
brake diekf
B e f o r e mounting t h e wheel provided w i t h a
-Bleed t h e b r a k e .
new b r a k e d i s k , p r e s s back t h e b r a k e p i s t o n s bleed in^ t h e Brake
i n t o t h e brake saddle. The b r a k e i e b l e d a u t o m a t i c a l l y . T h i s p r o c e s s
l a s t s f o about an hour w i t h t h e r e e e r v o i r
Replacement o f t h e Brake F l u i d opened. $he l a s t r e m d n s o f a i r e s c a p e when
A f t e r about two y e a r s , t h e b r a k e f l u i d must s l i g h t l y t a p p i n g b r a k e s a d d l e and b r a k e hoee.
b e renewed. T h i s can be done w i t h t h e h e l p Then f i t t h e h e r m e t i c b e l l o w s and screw t h e
o f a f i l l i n g apparatus o r i n the following cover i n place.
way: More r a p i d b l e e d i n g i s e f f e c t e d i n t h e
- Put a s u i t a b l e hoee on t h e b l e e d e r v a l v e f o l l o w i n g way:
of t h e brake saddle -Close t h e r e s e r v o i r
- Open t h e b l e e d e r v a l v e . By pumping c o n t i - - P u t t h e f i l l i n g hose on t h e b l e e d e r v a l v e
nuouely w i t h t h e hand b r a k e l e v e r , eva- and f i l l i t up t o t h e h a l f o f t h e f u n n e l
c u a t e t h e b r a k e system t h r o u g h t h e hose - Raiee t h e hoee ( f u n n e l about 20 cm o v e r
into a euitable vessel t o p l e v e l marking o f t h e b r a k e m a s t e r
cylinder)
- F i l l i n brake f l u i d -Open t h e b l e e d e r v a l v e t h r o u g h h a l f a revo-
- Bleed t h e b r a k e system l u t i o n and, a t t h e same t i m e , p u l l t h e
hand b r a k e l e v e r up t o t h e s t o p . Close
fill in^ i n Brake F l u i d t h e v a l v e w i t h t h e hand b r a k e l e v e r p u l l e d
When a new b r a k e system has been newly i n -
-Repeat t h i s p r o c e e s u n t i l no a i r bubblee
w i l l emerge. The l i q u i d l e v e l m u s t n o t
s t a l l e d o r r e p a i r e d o r when t h e b r a k e f l u i d f a l l below t h e lower l e v e l marking.
must be renewed, t h e f i l l i n g o f new b r a k e
f l u i d c a n b e e f f e c t e d w i t h t h e h e l p of a
-F i n a l l y , f i l l t h e brake master c y l i n d e r
up t o t h e t o p marking. F i t t h e h e r m e t i c
f i l l i n g a p p a r a t u s o r i n t h e f o l l o w i n g way: b e l l o w s and s c r e w t h e c o v e r i n p l a c e .
- Remove t h e c o v e r and t h e h e r m e t i c bellowe
from t h e b r a k e m a s t e r c y l i n d e r
- P r o v i d e t h e hose ( 1 m i n l e n g t h ) w i t h a
f u n n e l and p u t t h e hose on t h e b l e e d e r
valve

F a u l t s i n t h e Brake System
Fault P o s s i b l e Cause Remedy
B r a k i n g e f f e c t i n s u f f i c i e n t brake disk dirty braking a t i n t e r v a l s u n t i l
brake d i s k is dry
brake l i n i n g
o i l e d up r e p l a c e brake s h o e s
piston eticks i n f r e e t h e p i s t o n and r e s t o r e i t
brake saddle t o proper operation o r replace
b r a k e s a d d l e , change b r a k e f l u i d

No c o u n t e r p r e e e u r e a t a i r i n b r a k e system b l e e d t h e b r a k e system
hand b r a k e l e v e r
b r a k e l i n e s and/or b r a k e s e a l t h e b r a k e l i n e s and t h e
c y l i n d e r leaky b r a k e c y l i n d e r o r r e p l a c e them
by new onee
amount o f b r a k e f l u i d t o p up b r a k e f l u i d
insufficient
compensating hole i n r e s e r - a d j u s t t h e play a t t h e
v o i r covered - brake f l u i d
c a n n o t be f e d a s r e q u i r e d
hand b r a k e l e v e r
--------------
Brake f a i l s t o s t o p b r a k e d i s k worn r e p l a c e t h e b r a k e d i s k by a
new one
underpressure i n r e s e r v o i r open t h e c o v e r , c l e a n t h e
vent hole

B r a k e l e v e r moves difference i n thickneee r e p l a c e t h e brake d i s k


during braking o f brake disk by a new one
Fault P o e e i b l e Cause Remedy
Brake f l u i d l e v e l brake l i n e s and/or s e a l t h e brake l i n e s , r e p l a c e
drops brake c y l i n d e r l e a k y t h e packing6 i n t h e c y l i n d e r s
o r r e p l a c e brake m a s t e r c y l i n d e r
and brake e a d d l e by new onea
brake ehoee worn r e p l a c e brake shoes
brake hoee porous o r r e p l a c e brake hose by a new one
defective

R e s i s t a n c e o f f e r e d by brake f l u i d c o n t a i n s r e p l a c e t h e brake f l u i d by
hand l e v e r diminishing formation of water vapour new one
when brake temperature bubbles
i s high

Brake f l u i d c o n t a i n s I n t e r v a l f o r change of observe Maintenance Chart


water brake f l u i d n o t observed
hermetic bellows not f i t t h e hermetic bellow o r re-
f i t t e d or i t i s defective p l a c e i t ; change t h e brake f l u i d

S t o p l i g h t f a i l s when c a b l e i n t e r r u p t e d , plugged r e p a i r t h e connections,


actuating the front connection o x i d i s e d , change t h e s t o p - l i g h t switch
wheel brake s t o p - l i g h t switch d e f e c t i v e

5.3. Secondary Chain


The p l a c i n g of a new c h a i n on t h e
v e h i c l e i s shown i n Figs. 128 t o 130.

Fig. 129. F i t t t n g a chain -


2nd s t e p
Fig. 128. F i t t i n g a new c h a i n -
1st step
The two c h a i n p r o t e c t i o n h o s e s a r e f i s t
pushed on t h e engine casing. For plac-
i n g on t h e r e a r s p r o c k e t , t h e c h a i n i s
p u l l e d through from t o p t o bottom. The
upper end i s f i x e d by means of a spoke
puehed through t h e chain. Then use E
w i r e hook t o p u l l t h e chain from t h e
r e a r t o t h e f r o n t (through t h e lower
c h a i n p r o t e c t i o n hose) and p l a c e i round
t h e f r o n t sprocket wheel.
F i n a l l y , t h e chafn i s pulled by means of
a w i r e hook from t h e f r o n t t o t h e r e a r
through t h e upper c h a i n p r o t e c t i o n hose
and t h e n connected t o g e t h e r by means
of t h e chain connector.

pig. 130. F i t t i n g a chain* - 3rd step


I n t h i s c o n n e c t i o n , t h e upper c h a i n pro- When r e p l a c i n g a c h a i n , t h e s p r o c k e t wheele
t e c t i o n hose m u s t be pushed s l i g h t l y must a l s o be checked.
ahead and r e t a i n e d by meane of a spoke When t h e y a r e worn, t h e y m u s t be r e p l a c e d ,
( F i g . 130). Pay p a r t i c u l a r a t t e n t i o n t o too.
t h e p o s i t i o n of t h e c h a i n connector: Correct chain tenaion and chain l u b r i c a t i o n
e x e r t a g r e a t i n f l u e n c e on t h e s e r v i c e l i f e
OPENING TO THE. REAR ! of the chain.
When r e p l a c i n g a c h a i n , t h e new c h a i n A c o r r e c t c h a i n t e n e i o n Is ensured when t h e
muet be t i e d t o t h e o l d one and t h e n upper c h a i n p r o t e c t i o n hose w i t h t h e c a h i n
p u l l e d through by t h e l a t t e r one. A i n s i d e can be p r e s s e d w i t h two f i n g e r a , with-
replacement of t h e c h a i n i s r e q u i r e d o u t undue f o r c e , on t o t h e c r o s s t u b e o f t h e
when more t h a n 5 r o l l e r e a r e broken o r rear-wheel ewing-fork. Check f o r one f u l l
more t h a n 2 r o l l e r s s i d e by s i d e a r e r e v o l u t i o n of the chain!
broken o r when t h e c h a h b o l t s i n t h e The r e a r wheel s u s p e n s i o n u n i t s must be f u l l y
c h a i n l i n k s arp worn. e x t r a c t e d ( t h e motor-cycle i s s t e n d i n g on t h e
When a c h a i c o f a d i f f e r e n t make i s prop s t a n d ) . When t h e c h a i n seems t o be t o o
used, t h e c h a i n c o n n e c t o r e o f t h i s s l a c k , i t should be taken i n t o c o n s i d e r a t i o n
meke must be used because t h e b o l t t h a t t h e c h a i n becomes more t a u t when t h e
6 i a m e t e r s may d i f f e r . s p r i n g s of t h e r e a r wheel a r e compressed.
Lubrication of the chain i s necessary every
2,500 km.
With t h e dynamo c o v e r removed, a n t i f r i c t i o n
b e a r i n g g r e a s e C e r i t o l + k 2 o r k3 i s a p p l i e d
t o t h e lower p a r t o f t h e c h a i n by means o f a
s c r e w d r i v e r w h i l e t h e r e a r wheel is turned
s l o w l y i n t r a v e l d i r e c t i o n through one f u l l
r e v o l u t i o n o f t h b c h a i n ; then apply t h e same
amount o f g r e a s e t o t h e upper p a r t of t h e
c h a i n and t u r n t h e r e a r wheel o p p o s i t e t o t h e
normal s e n s s o f r o t a t i o n .
5.10. Exhaust System
The e x h a u s t system is adapted t o t h e engine i n
such a way t h a t , f i r s t l y , t h e d e s i r e d p e r f o r -
mance c h a r a c t e r i s t i c i s a t t a i n e d and, second-
l y , t h e p e r m i s s i b l e n o i s e l i m i t i s observed.
T h e r e f o r e , no changes should be made i n t h e
exhaust system.

F i g . l 3 f . check in^ t h e c h a i n t e n s i o n

I 2 P

rig* 'J2* "lew O f exhauet si- The exhauet e i l e n c e r (Fig. 132) is welded and
lencer cannot be detached.
( 1 ) Exhaust p i p e (2) Weld The e x h a u e t p i p e i e f a e t e n e d t o t h e c y l i n d e r
1 3 ) Damping i n s e r t by means of a union nut which p r e s s e s t h e
( 4 ) Exhaust t a i l p i e c e tapered knurled c o l l a r a g a i n s t the c y l i n d e r
(wlthout packing). I n new c o n d i t i o n , t h e 5.12. Cable Controls
union n u t i s t i g h t e n e d w i t h a torque o f
1 Nm ( 1 5+3 kpm) . The c a b l e c o n t r o l e are 'expoeed t o e x t e r n a l
i n f l u e n c e s such aa r a i n , d i r t and l y e i n a
A f t e r having covered 500 km, t h e nut mnet high degree on t h e mo'tor-cycle. I n motor-
be re-tight,ened i n any cane w i t h t h e same parked c y c l e s which a r e o p e r a t e d d a i l y and f r e q u e n t l y
torque because, d u r i n g t h i e d i s t a n c e , t h e t h e c a bilne ct hoen topen, high f r i c t i o n occura i n
r o l e eo t h a t t h e a c t u a t i n g l e -
t a p e r of t h e exhauat p i p e w i l l a t t a i n vere can h a r d l y be p a l l e d .
proper c o n t a c t with t h e s n p p o r t i n g sur-
f a c e of t h e c y l i n d e r and t h e t h r u a t a r e a Ease of motion i s improved and t h e a e r v i c e
of t h e union nut. l i f e extended when t h e c a b l e c o n t r o l e a r e
Re-tightening i s e f f e c t e d by means of a s e a l e d a t t h e a c t a a t i n g l e v e r 8 and thoroughly
hook spanner, B 39-442, and an extension l u b r i c a t e d t o prevent t h e i n g r e s s o f water and
pipe put on. dirt.
A proper exhaust p i p e f a s t e n i n g l a r g e l y
depends on t h e t i g h t l y f i t t i n g of a l l The simpleet way of s e a l i n g i e t h e a p p l i c a t i o n
t h r e e euepeneion. p o i n t s ( c y l i n d e r , of w a t e r - r e p e l l e n t g r e a s e , e.g. C e r i t o l , t o
lower c o n n e c t i o n , - r e a r b r a c e ) . When one t h e p r o j e c t i n g wire end and t o t h e s l o t i n t h e
of t h e s e p o i n t s 4 s d e f e c t i v e , t h e s t r e e a a d j u s t i n g screw of t h e a c t u a t i n g l e v e r .
on t h e o t h e r two w i l l i n c r e a s e and they An a d d i t i o n a l p o s e i b i l i t y of extending t h e s e r -
w i l l work loose. v i c e l i f e of t h e c a b l e c p n t r o l s i s given by
The rubber bearings of t h e b r a c e must a t t a c h i n g a rubber p r o t e c t i v e bellow, p a r t No.
n o t be replaced by a r i g i d connection 05.44.050; t h e i n t e r i o r of t h e bellows is
because of t h e e l a s t i c engine snapension. f i l l e d w i t h a w a t e r - r e p e l l e n t greaee.
5.71. A l i m i n n t h e Wheels. Balancinq The cable c o n t r o l s a r e l u b r i c a t d by means of
t h e Front Wheel t h e device shown i n Fig. 134.
C o r r e c t l y aligned wheels a r e indispensable
f o r good roadholding.
Since t h e f r o n t t y r e i s n o t so wide ae
t h e r e a r t y r e , t h e f r o n t wheel muet be
s e t p a r a l l e l t o t h e measuring l a t h .

Teil B
(ffmgumrni>

Fig. 133. Aligning t h e wheele


( 1 ) Meaauring l a t h
(S) Gap between l a t h and f r o n t wheel
To improve t h e r o a d a b i l i t y , t h e f r o n t wheel
i s balanced i n s e r i e s production. I n caee of
a puncture, t h e t y r e mbet be f i t t e d i n
the same p o s i t i o n with r e e p e c t t o t h e
r i m a s b e f o r e , t h a t i s t o say, t h e red
dot must be a t t h e valve.
Due t o non-uniform wear, t h e f r o n t wheel
may g e t o u t of balance a f t e r a prolonged
time of o ~ e r e t i o n ,t h e r e f o r e . t h e wheel
mue t be balanced again a f t e r - every
10,000 km.
For b a l a n c i n g , t h e wheel i e allowed t o
come t o r e s t i n a s l i g h t l y r a i s e d po-
s i t i o n with t h e bearing8 f r e e from Fig. 734. Device f o r l u b r i c a t i n g t h e
greaee on t h e wheel a x l e and then cable controle
counterweights a r e a t t a c h e d ( e t t h e r
HZ b a l a n c i n g bodiee o l lead o r Copper
w i r e ) t o t h e spoke n i p p l e s a t t h a t
p o i n t of t h e wheel which remaine
on t o p when' t h e wheel i s a t r e s t .
A s l u b r i c a n t , e i t h e r a m i x t u r e of g e a r
o i l a n d g e a r g r e a s e i n t h e mixing r a t i o
o f 1 r 3 o r a mixture o f a n t i f r i c t i o n
b e a r i n g g r e a s e C e r i t o l + k3 and f u e l i n
t h e mixing r a t i o of 1 : 1 i s used.
One end of t h e s h e a t h o f t h e c a b l e con-
t r o l s i s clamped i n t h e t a p e r r u b b e r cap
and, t o g e t h e r w i t h t h e r u b b e r cap,
screwed on t h e d e v i c e w i t h t h e h e l p o f
a union n u t .

Fig. 1348. Cable c o n t r o l clamped i n


a l u b r i c a t i n g device

6. 1. Three-phase Qynamo
6.1.1. Mode of Operation The a l t e r n a t i n g c u r r e n t d r a w n from t h e s t a t o r
i s converted i n t o d i r e c t c u r r e n t by an e f f i -
The t r a f f i c growing deneer and d e n s e r c i e n t three-phase b r i d g e r e c t i f i e r .
and t h e t r e n d toward i n c r e a s i n g t h e
s a f e t y on t h e road by t h e use o f halogen Due t o t h e u s e of modern s i l i c o n semi-conduc-
l i g h t , a d d i t i o n a l f o g lamps a n d r e a r t o r s , i t e n s u r e s maintenance-less o p e r a t i o n
f o g l i g h t s a l s o on motor-cycles l e a d and a l o n g s e r v i c e l i f e .
t o an i n c r e a s e of t h e demand f o r The b r i d g e r e c t i f i e r i s a s e p a r a t e component
e l e c t r i c a l energy. on which t h e e x c i t e r diode t r i o is a l s o
T h i s i n c r e a s e d demand cannot be met by mounted.
t h e d.c. dynamo w i t h r e a s o n a b l e c o s t s The s u p p l i e d v o l t a g e i s k e p t a t t h e d e s i r e d
and due t o i n c r e a s e d engine speeds. l e v e l by means of an e l e c t r o m e c h a n i c a l one-
Compared w i t h t h i s , t h e three-phase element r e g u l a t o r . A t t h e 'same t i m e , t h e
c u r r e n t dynamo of t h e same weight maximum c u r r e n t i s l i m i t e d by t h e r e g u l a t o r .
i s i n a p o s i t i o n t o produce a c o n s i d e r -
a b l y h i g h e r power. When o b s e r v i n g t h e r e g u l e t o r v o l t a g e and
t h e mounting c o n d i t i o n s r e q u i r e d i n t h e
Three-phase dynamos have no commutator, t e c h n i c a l documents, p r o t e c t i o n of t h e
t h e o u t p u t c u r r e n t is drawn from t h e three-phase dynam'b from d e s t r u c t i o n and a
s t a t o r winding without c o n t a c t . Only l o n g s e r v i c e l i f e of t h e e l e c t r i c a l equipment
a s m a l l e x c i t e r c u r r e n t , branched o f f a r e ensured.
v i a 3 e x c i t e r d i o d e s , is t r a n s m i t t e d
t o t h e r o t o r v i a 2 carbon b r u s h e s and
s l i p r i n g s s o t h a t o p e r a t i o n a t high
r o t a t i o n a l speeds i s possible.

6.1.2. Technical Data


I d e n t i f i c a t i o n No. 8046.2
Dpamo v o l t a g e 14 V
I d l i n g speed 2 1,300 rpm
Speed a t 2/3 of t h e maximum c u r r e n t 2 2,200 rpm
Maximum speed 10,000 r p m
2/3 of t h e maximum c u r r e n t 10 A
Maximum c u r r e n t 15 A
R e s i s t a n c e of t h e r o t o r winding 4.2 2 0.3 ohm
Length of carbon b r u s h 16 mm
Length of carbon b r u s h (mfnimum) 9 mm
Carbon-brush s p r i n g f o r c e 1.4 t o 3.2 N ( 0.14 t o 0.32 kp )
S l i p r i n g s (minimum d i a m e t e r ) 31 mm
Eccentricity 0.05 mm
Tightening torque f o r r o t o r fastening
screw 20 L 2 Bm ( 2 2 0.2 kpm)
Sense o f r o t a t i o n (viewing t h e s l i p
r i n g body) clockwise
Polarity mass n e g a t i v e
6.1.3. Technical C h a r a c t e r i s t i c The e x c i t e r current f o r the production of
the magnetic f i e l d Is branched o f f from
The three-phaee dynamo i e a three-phaae the e**r rrinding and r e c t i f i e d by 3
B-pole synchronous generator i n e t a r a d d i t i o n a l e x a i t e r . d i o d e e and 3 n e g a t i v e
connection. power diodes.
The r o t o r carrying the e x c i t e r winding a d he e x c i t a t i o n current i e fed t o t h e ex-
the e l i p rings is faetened t o t h e -taper c i t a t i o n winding from terminal 6 1 v i a
end of the crankehaft of the driving engine* the regulator, the carbon brushes and t h e
The e t a t o r accomodatine t h e p o l ~ p h a e ewinding rings. The regulator keeps t h e
i s centred i n the engine caeing and, toge- dpamo voltage constant and lirnite t h e
t h e r with an alamfnium die-caeting cap maximum current.
carrying the i g n i t i o n device and the
carbon-brush holder, fastened by 3 ecrews The Bree-phase dynamo exhibite @ad e e l f -
paseed v i a the external diameter of the e x c i t a t i o n propertiee. Operation without
stator. b a t t e r y i a poersible.
The three-phaee current i s r e c t i f i e d I g n i t i o n device8 Contact breaker w i t h i g n i -
i n a rectifier fn three-phase bridge t i o n capacitor. With pertinent cam, one ig-
connection. n i t i o n pulee per camshaft revolution.

Fig. 135. Three-phase dynamo


12 V, i 5 A
Fig. 136. R e c t i f i e r f o r three-phaee dynamo 12 V, 15 A
( 1 ) 6 X f l a t plu connection 6 . 3 TGL 22 425
(2) diodq p l a t e ?negative)
( 3 ) diode p l a t e ( p o s i t i v e )
( 4 ) i n e u l a t i n g p l a t e w i t h e x c i t a t i o n diodes

Fig. 737. C i r c u i t of dynamo, r e c t i f i e r and r e g u l a t o r

( f o r legend see page 68)


( 1) Three-phsee dynamo
a) Stcrtor
b) R o t o r
c) Ignition cspecitox
d) Contact b r e a k e r
(2) Rectifier
e) Poaitive d i ~ d e s
!
f Negative d i o d e e
g Exci%ation diodes
h) C o n t r o l l i g h t
i ) I g n i t i o n awltch
k ) t o the loade
1) t o the ignition coil
3 Regulator

6.1.4. F a u l t .Diamoeee 6.1.6. Meaeurinn Instruments


Below sequences o f o p e r a t i o n s a r e de- hstrument Application
e c r i b e d which s e r v e f o r l o c a t i n g d e -
f e c t s i n t h e c u r r e n t supply system Autolicht-Pdf-Hx line testing,
w i t h i n a s h o r t time. 12 V ( t e a t lam w i t h diode t e e t i n g
The method i s t o be s e l e c t e d a c c o r d i n g v o l t a g e eource?
t o t h e caee i n question.
F a u l t s i n t h e c u r r e n % s u p p l y syetem a r e Multimeter v o l t a g e meaeamment ,
i n g e n e r a l i n d i c a t e d by t h e occurrence diode t e s t i n g
of one of t h e f o l l o w i n g d e v i a t i o n e : R e e i e t a n c e measuring r e s i s t a n c e meaeuring
a ) Abnormal behaviour of t h e c h a r g i n g b r i d g e a f t e r Thomson a t atator
control light ; Reeietance meaeuring r e s i e t a n c e measurement
b) I n s u f f i c i e n t l y charged b a t t e r y . I n d i - bridge according t o a t rotor
c a t e d by t h e f a i l m e t o s t a r t of t h e Wheatstone
s e r v i c e a b l e e n g i n e a n d by t h e low Oscillograph judgement o f curve
d e n s i t y of t h e b a t t e r y a c i d ; shape o f v o l t a g e o f
c ) E x c e s s i v e l y charged b a t t e r y ; i n d i c a t e d three-phaee dynamo
by a h i g h w a t e r consumption a n d b o i l - according t o Section
ing battery acid; 6.1.7.1.
d) Emission of n o i s e due t o mechanical
wear o f t h e carbon brushee and e l i p 6.1.7. Meaenrements a t t h e V e h i c l e
r i n g s o r r u b b i n g of t h e r o t o r a t t h e Moet of t h e f a u l t s can be f d e n t i f i e d even
e t a t o r parcel. w i t h t h e e l e c t r i c a l device6 i n s t a l l e d .
The most r a p i d and e x a c t i n d i c a t i o n can be
o b t a i n e d by means of azl o s c i l l o g r a p h . P r a c t i -
c a l l y a l l f a u l t a o c c u r r i n g i n t h e three-phase
6.1.5. Behaviour of t h e Charging dynamo and i n t h e r e c t i f i e r can be d e r i v e d
Control Light from t h e d i s p l a y e d curve shape.
During mecesurement, t h e engine must be ope-
Igni- Charging Engine See ~ e c t i o n r a t e d w i t h a t l e a s % 3,000 rpm.
tion control If an o s c i l l o g r a p h i s n o t a v a i l a b l e , a multi-
switch light 6.1.7.2. m e t e r (e.g. U K l 7 ) should be used according
p p - p - - t o S e c t i o n 6.1.7.2.
A c c o r d i ~t ~
o specificatione
6.1.7.1. Use of an O e c i l l o n r a ~ h
Off Off stopped
The o s c i l l o g r a p h must be connected t o termi-
On On stopped n a l D+ a n d g r o m d , A l l load w i t h t h e excep-
On Off running t i o n o f t h e i g n i t i o n system muat be ewitched
o f f . The b a t t e r y remains connected.
Erroneo ue
NOTICE: Wher, employing an ~ s c i l l o g r a p hwith-
Off On stopped Part I o u t d.c, v o l t a g e a m p l i f i e r , t h e
On Off stopped P a r t I1 curvee w i l l appear on t h e Zero l i n e
of t h e o s c i l l o g r a p h ( s e e Fig. 138)!
On reduced stopped P a r t 111
brightness A l l curve shapes d e v i a t i n g from t h e Figs.
138 w d 133 a m indicative of e r r o r s .
On On running Part I V
Fig. 138.Nomal o p e r a t i o n o f t h e t h r e e - Fig. 139. Normal o p e r a t i o n of t h e
phaee d y n m o -
oecillograph
w i t h o u t d.c.voltage a m p l i f i e r
three-phase dynamo

Fig. 140. S h o r t - c i r c u i t of me: ++VC? diode Pig. f41. S h o r t - c i r c u i t of n e g a t i v e diode

.!OV

15V

1ov

5v

Fig. 142. I n t e r r u p t i o n of p o s i t i v e diode Fig. 143. I n t e r m p t i o n of n e g a t i v e d i o d e

Pig. 144. S h o r t - c i r c u i t o f e x c i t a t d o n d i o d e F i g . T45. I n t e r r u p t i o n o f e x c i t a t i o n diode

- -
5v

10v

5v

Fig. 146. Short-circuit of etator winding Hg. 147. Short-circuit of rotox winding

Pig. 148. Ground contact of seator winding Fig. 149. Interruption of etator winding

Fig. 150. Interruption of rotor winding


6.1.7.2. Fault Looalisation
Part I

Fault P o s s i b l e Cause Remedy


Charging c o n t r o l l i g h t i g n i t i o n switch d e f e c t i v e r e p l a c e i g n i t i o n switch
cable t o control. l i g h t i s s h o r t -
c i r c u i t e d with p o e i t f v e remove t h e e h o r t c i r c u i t
stopped potential

Par* I1
Charging c o n t r o l l i g h t charging c o n t r o l l i g h t defec- r e p l a c e e l e c t r i c bulb o r
-
f a i l s t o l i ~ h t igni- tive lighting f i t t i n g
-
tion
engine stopped
switched On cable 61 t o r e g u l a t o r i n t e r -
rupted r e p l a c e c a b l e by a new one
ground o f r e g u l a t o r and c a b l e
DF i n t e r r u p t e d r e p l a c e cable by a new one
r e c t i f i e r d e f e c t i v e (checking
acc. t o Section 6.1.10.1.) replece r e c t i f i e r

Part' I11

emits dimmed l i a h t -
Charging c o n t r o l l i g h t
i g n i t i o n s w i t c h switched
c o r r o s i o n I n holder of charging c l e a n o r r e p l a c e t h e holder
control lighting f i t t i n g
c a b l e DF from r e g u l a t o r t o r e p l a c e cable by a new one
on - engine stopped three-phaee dynamo I n t e r r u p t e d
r o t o r d e f e c t i v e (checking acc. r e p l a c e r o t o r
t o Section 6.1.70.3,)
.............................................
Part I V (loads mitched o f f )
Charging c o n t r o l l i g h t damaged cables and oonnectione r e p a i r o r r e p l a c e t h e
li h t s -i g n i t i o n switch
Z i i h e d on - engine
between 6 1 r e g u l . and 61 r e c t i - damaged p a r t s
f i e r , D+ r e g u l a t o r and D+ r e c t i -
rune f i e r , 51 r e g u l a t o r and b a t t e r y
The voltage meaeared between D+ r e p l a c e t h e r e g u l a t o r
r e g u l a t o r and ground i s g r e a t e r
than t h a t between 51 r e u l a t o r
and ground ( A U > 0;2 V?
r e g h l a t o r c o n t a c t s between DF
and 6 1 o f t h e r e g u l a t o r inslr- replace the regulator
l a t e d from each o t h e r
w i t h t h e b a t t e r y dieconnected
and t h e plugged connections
wfthdrawn, perform a t e s t bet-
weea DF and 61 a t t h e r e g u l a t o r
by meene of a r e s i s t a n c e
meaeuring bridge (R10.5 ohm)
rectifier d e f e c t i v e (check r e p l a c e the r e c t i f i e r
according t o S e c t i o n 6.1.10.1.)
c a b l e DF between r e g u l a t o r and renew t h e c a b l e o r t h e
three-phaee dynamo i n t e r r u p t e d connections involved
damaged carbon bruehee o r r e p l a c e t h e t3amaged p a r t s
oarbon brneh connectione by new onem
r o t o r d e f e c t i v e (check accord;
i n g t o Section 6.1.70.3.) replace the r o t o r
Cables U/VD between e t a t o r r e p l a c e t h e damaged p a r t s
and r e c t i f i e r and/or ground by new onee
c o n n e c t i o ~damaged
magnetic ehant of a t a t o r (check r e p l a c e t h e e t a t o r
according to S e c t i b n 6.1.10.2.)
ehorted t u r n s o f a t a t o r (check
acoording t o S e c t i o n
6.1.70.2.) replace the s t a t o r .
6.1.8. Demoant i n a from t h e V e h i c l e
6. t.8.1. demo ant in^ t h e T h r e e - ~ h a e
Dsnamo
NOTICE:
Before demounting, d i e c o n n e c t t h e b a t t e r y
from t h e e l e c t r b a l eystemi
A l l plugged c o n n e c t i o n s (U, V , 8 , DF, A f t e r l o o s e n i n g t h e t h r e e f a s t e n i n g ecrewa,
61, D-1 must be removed from t h e remove t h e e t a t o r w i t h r e t a i n i n g cap.
three-phase dynamo.

Fig. 151. Withdrawing t h e c a b l e s Fig. 153. Removing t h e r e t a i n i n g cap


from t h e three-phase dynamo
Remove t h e r o t o r screw t o g e t h e r w i t h
t h e cam. S e p a r a t e t h e r o t o r from t h e
c r a n k s h a f t by means o f t h e m l l i n n
d e v i c e ( p u l l h g s c r e w M 10 X 45 T ~ L
0-933-8.8).
I n demoanting t a k e s p e c i a l c a r e because
A f t e r l o o s e n i n g t h e two f a s t e n i n g t h e s l i p r i n g s may e a s i l y be damaged.
screws, remove t h e carbon-brush The removed p a r t e must be p r o t e c t e d
holders. from d i r t , m o i s t u r e and mechanical
damage.

Fig. 152. Carbon-brueh holders


demormt ed

Fig. 754. P u l l i n g o f f t h e r o t o r
6.1.8.2. D e m o u n t i n ~t h e R e c t i f i e r

P i g . 155. I n t e r n a l e l e c t r i c a l equipment
(1) Regulator
( 2) C a p a c i t o r 2.5 p F , 50 V
(3) Ignition coil
(4) Line c o n n e c t o r s
(5) Rectifier
( 6) F a s t e n i n g screws
6.1.9. Demountinn t h e Three-phase
L?zBE!?
6 . 1 . 9 r l . S t a t o r w i t h R e t a i n i n g Cap
Carbon-brush h o l d e r ( g , Fig. 156)
Loosen t h e plugged connections o f t h e
carbon brush. Remove t h e f a s t e n i n g screws.
P u l l o f f t h e h o l d i n g clamp (10, F i g . 156).
Hold t h e carbon b r u s h e s (8, Fig. 156) d u r -
i q g t h i s o p e r a t i o n t o p r e v e n t them from
jumping o u t . Check carbon b r u s h e s .and
compression s p r i n g s f o r wear.
S t a t o r ( 6 , Fig. 156)
NOTICE: Remove t h e s o l d e r e d j o i n t of t h e s t a t o r
winding U/V/W.
Before demounting, d i s c o n n e c t t h e b a t t e r y Loosen t h e h o l d i n g a n g l e ( 5 , F i g . 156).
from t h e e l e c t r i c a l system! With t h i s , t h e s t a t o r a s complete comvonent

D+ and D- .
Remove t h e plugged c o n n e c t i o n s U/V/V, 61,
For t h e l a t e r assembling
o p e r e t i o n s , i t i s a d v i s a b l e t o mark t h e
can be removed from t h e r e t a i n i n g cap-
( 7 , ~ i g .156).
Rotor ( 4 , Fig. 156)
c a b l e s D+ and D- and 61 f o r i d e n t i f i c a t i o n
because exchanging by mistake of t h e s e The r o t o r i s n o t i n t e n d e d f o r r e p a i r s .
connections w i l l lead t o t h e d e s t r u c t i o n Replacement o f t h e s l i p r i n g body must
o f t h e d i o d e s of t h e r e c t i f i e r . t a k e p l a c e i n s p e c i a l r e g e n e r a t i n g work-
shops.
The c o n n e c t i o n s U/V/M between three-phase
dynamo and r e c t i f i e r may be exchanged,
damage w i l l n o t be caused.
A f t e r l o o s e n i n g t h e f a s r e n i n g screws (61,
t h e r e c t i f i e r can be removed.

Fig. 156. Exploded view o f t h e


three-phaee dynamo
(1) I n e u l a t i n g p l a t e w i t h e x c i t a t i o n d i o d e s ( 6 ) S*bator
( 2 ) Diode p l a t e
( 3 ) Diode p l a t e --positive
negative
( 7 ) R e t a i n i n g agp
( 8 ) Carbon b r u s h e s
( 9 ) Carbon-brush hold e r
(10) Holding clamp
6.1.9.2. Rectifier The measuring t i p 8 a r e a p p l i e d t o t h e
anode and c a t h o d e c o n n e c t i o n e o f t h e diodee.
Loosen t h e f o u r M4 f a s t e n i n g ecrewe and When t h e p o s i t i v e measuring t i p i s a p p l i e d
unsolder t h e r e c t i f i e r f l e x i b l e wires t o t h e anode and t h e t e s t lamp l i g h t s , t h e n
from t h e plugged l a g s U/V/W. t h e diode i s eervlceable.
The t h r e e components can be t e s t e d sepa- When t h e lamp f a i l 8 t o l i g h t o r when t h e
r a t e l y ( s e e S e c t i o n 6. l. 10. l. 1. t e s t lamp l i g h t a w h i l e t h e p o s i t i v e p o l e
For p r e s s i n g o u t d e f e c t i v e p o s i t i v e o r i s applied t o t h e cathode, t h e diode i e
n e g a t i v e d i o d e s , u s e a s u i t a b l e mandrel f a u l t y and i t muet be r e p l a c e d .
(Fig. 157). In t h e ~ o s l t i v ed i o d e late (D+). t h e
c a t h o d e a r e , a t t h e c o b l i n g l a t e and i n i
t h e v g a t l v e d i o d e p l a t e ('D-! t h e anodes.
The e x a l t a t i o n diode8 a r e w i t h t h e i r cathode
a p p l i e d t o c o n n e c t i o n 61.
i
cy
? . -. -. . . -.
R
a

Fig. 157. Pressing-out mandrel


Round s t e e l 22 TGL 1 1 163
S t 50 K TGL 0-1652
For p r e s s i n g new r e c t i f i e r s i n
p r e s s i n g - i n punch must be ueed ?:;:1)*1;8).

8' p i g . . 160. Diode i s i n o r d e r


a

F ~ E . 158. P r e s s i n n - I n mandrel
Round & e e l 22 TGL 1 1 163
St 50 K TGL 0-1652
A maximum p r e s s i n g f o r c e of 4,000 N
(400 kp) i s p e r m i s s i b l e f o r p r e s s i n g i n .
Care must be t a k e n t h a t t h e punch e x a c t l y
c o n t a c t s t h e d i o d e edge.
For t h e u s e of semiconductor d i o d e s , t h e
i n s t r u c t i o n s of the manufacturer m u s t be
observed.

6.1.10. Checking t h e Components


6.1.10.1. Checkinn t h e R e c t i f i e r
The r e c t i f i e r d i o d e s a r e t e s t e d by means
of a c o n t i n u i t y t e s t e r .
F i g . 161. Check-test - diode i s i n order

--+-Q+- 72 Y max. 75 W

PIE. 159. P r i n c i p l e of d i o d e t e s t i n g
6.1.10.2. Testing the S t a t o r Stator
T e s t i n g t h e s t a t o r winding f o r s h o r t e d When mounting t h e s t a t o r i n t h e r e t e i n i n g
turns: cap t a k e c a r e t h a t t h e groove i n t h e
e t a t o r c o i n c i d e s with t h e groove i n t h e
A r e s i s t a n c e of abolrt 0.32 ohm should be retaining cap.
measured between t h e phasee (U/V/W, V/W).
Permissible torque f o r t i htening t h e
'hesting t h e s t a t o r f o r r o t o r f a s t e n i n g screw M 775.8 = 20 2 2 Sm
magnetic s h u n t : ( 2 2 0.2 kpm)
Bebveen t h e s t a t o r s h e e t pack and t h e Permissible torque f o r tightening the
winding ends of t h e e t a t o r , t h e l a t t e r s t a t o r f a s t e n i n g screw 5/5.8 = 4 + 0.5 Nm
i s t e e t e d f o r magnetic ehunt by connect- ( 0 . 4 2-0.05 kpm).
i n g a t e s t lamp and a p p l y i n g a t e s t It i s a d v i s a b l e t o mount t h e carbon-brush
v o l t a g e o f 2.4 V a.c. A l l c a b l e s U/V/W
must be disconnected from t h e s t a t o r . h o l d e r a f t e r moanting t h e r e t a i n i n g cap.
When t h e Tamp l i g h t s up, t h e s t a t o r
i s d e f e c t i v e a n d m u s t be replaced by
a new one. Before c o n n e c t i n g t h e b a t t e r y , check t h e
l i n e s . When t h e connections D+, D-, 61,
DF a r e exchanged by mistake, t h e r e i e t h e
6.1.10.3. T e s t i n g t h e Rotor r i s k o f d e s t r o y i n g t h e semiconductor e l e -
T e s t i n g t h e r o t o r winding: mente and a d d i t i o n a l components. Take c a r e
t h a t t h e p o l a r i t y o f the b a t t e r y ( n e g a t i v e
Measure t h e r e s i s t a n c e by meane Of a p o l e t o ground) i s c o r r e c t when connecting.
r e s i s t a n c e measuring bridge.
It should be about 4.2 + 0.3 ohm. Information f o r a d j u s t i n g t h e i g n i t i o n and
A f t e r removal from t h e v e h i c l e , t h e a p p l i c a t i o n of t h e l u b r i c a t i n g f e l t
measurement i s taken a t t h e s l i p r i n g s . pad i s g i v e n i n s p e c i a l documents f o r t h e
vehicle.
The t e s t t i p s a r e s l i g h t l y a p p l i e d t o
t h e s l i p r i n g s i n o r d e r t o avoid
damage t o t h e g r a p h i t e s l i p r i n g . 6.1.12. Important Information
When c h a r g i n g b a t t e r i e s w i t h mains-fed
6.1.10.4. Checking t h e L e n ~ t hof c h a r g i n g equipment, d i s c o n n e c t t h e b a t t e r y
t h e Carbon Brush from t h e e l e c t r i c a l syetem of t h e v e h i c l e .
Demoanting according t o S e c t i o n When performing welding o p e r a t i o n s i n t h e
6.1.9.1. vehicle, take care that + ( p o s i t i v e ) l i n e e
When t h e carbon-brush l e n g t h s f a l l s below of t h e e l e c t r i c a l system of t h e v e h i c l e
9 mm, a new carbon brush m u s t be do n o t g e t i n t o c o n t a c t w i t h t h e welding
fitted. e l e c t r o d e . The b a t t e r y must be disconnected.
When t h e engine i s running, c o n n e c t i o n s
between three-phase dynamo, r e c t i f i e r and
r e g u l a t o r m u s t n o t be i n t e r r u p t e d because
6.1.11. A s s e m b l i n ~I n s t r u c t i o n s t h i s w i l l lead t o damage t o t h e e l e c t r i c a l
system.
J o i n t s t o be s o l d e r e d m u s t be m a d e w i t h
a c i d - f r e e s o l d e r and p r o t e c t e d a g a i n s t For checking o p e r a t i o n s a t the three-phase
c o r r o e i o n by means of e l e c t r o - i n e u l a t i n g dynamo and r e c t i f i e r , t h e measuring
p r o t e c t i v e v a r n i s h ( c a n be s o l d e r e d ) . i n s t r u m e n t s must be connected w i t h s a f e
connections.
The p r o t e c t i o n should a l s o cover newly
s o l d e r e d e x c i t a t i o n diodes. This When o p e r a t i n g t h e three-phase dynamo with-
i s e f f e c t e d by d i p p i n t h e whole out b a t t e r y , a capacitor, F, 50 V,
r e c t i f i e r . The p l u g g e t connections must be connected between k5,61 d d- of t h e
m w t be covered and, a f t e r d i p p i n g , r e c t i f i e r ( i n t h e ETZ 250, i t i s p r e s e n t
remains of v a r n i s h must be removed c l o s e by t h e l i n e connector a t t h e i n t a k e
from them. s i l e n c e r a s standard equipment).
6.2. Regulator TO be s e t *
The three-phaee dynamo i s a temperature- - r e g u l a t e d v o l t a g e U3*
compensated, p o s i t i v e - r e g u l a t i n g r e g u l a t - Voltage which w i l l be r e g u l a t e d o v e r t h e
o r with break c h a r a c t e r i s t i c . This single- e n t i r e speed r a n g e when t h e dynamo i s
system r e g u l a t o r , 74 V, 15 R, o p e r a t e a loaded w i t h 3 A. The v o l t e g e must be with-
w i t h v o l t a g e r e g u l a t i o n and c u r r e n t ' regu-
lation.The c u r r e n t r e g u l a t i o n i e r a t e d f o r Ln t h e s p e c i f i e d t o l e r a n c e range. S h o r t
maximum c u r r e n t of 75 h. The r e g u l a t i n g v o l t a g e peaks beyond t h e t o l e r a n c e range
? s e r i e s ) r e s i s t o r ( c o n n e c t i o n s i d e ) and a t t h e b e g i n s i n g o f t h e l o w e r - p o s i t i o n and
a balancing reeist&7oe a r e incorporated u p p e r - p o s i t i o n r e g u l a t i o n should n o t be
Tn t h e r e g u l a t o r . confused w i t h wrong a d j u s t m e n t .
The r e g u l a t e d v o l t a g e may d i f f e r f o r about
6.2.1. Mounting -
+ 0.2 t o 0.1 V ( v o l t a g e jump) between
I n o r d e r t o eneure p r o p e r o p e r a t i o n o f t h e t h e end of t h e lower-poeition r e g u l a t i o n
r e g u l a t o r i t must be mounted s o t h a t i t and t h e b e g i n n i n g of t h e upper-position r e -
i s n o t exposed t o v i b r a t i o n e . gulation.
This has been r e a l i s e d i n t h e ETZ 250 The v o i t a g e jam should n o t be a d j u s t e d
f u l l y because t h e r e g u l a t o r cut-out t o o n e g a t i v e otEerwise t h e r e g u l a t o r
i s supended by means of a foamed-plastic armature w i l l c h a t t e r , i.e. c o n t i n u o u s l y
pocket and a r u b b e r s t o p p e r e l a s t i c a l l y . move between upper and lower p o s i t i o n .
When mounting, t a k e c a r e t o s e e t o it t h a t
t h e r e g u l a t o r cut-out i s p r o p e r l y inwerted - maximum load voltage U m
i n t h e h o l d e r provided f o r t h i s purpose. Voltage which i s r e g u l a t e d a t a speed of
more than 3,800 rpm when t h e dynamo i s
6.2.2. Maintenance loaded with 15 A,
Maintenance of t h e r e g u l a t o r i s g e n e r a l l y
r e s t r i c t e d t o keeping t h e connections - r e l e a s e c u r r e n t I AS
clean. When t h e headlamp l i g h t IB t o o dim, A t t h i s current, the current regulation
when t h e r e a r e s t a r t i n g d i f f i c u l t i e s and s t a r t 6 operating.
t h e l i k e , do n o t always blame t h e regu-
l a t o r f o r t h e f a u l t and on no account E l e c t r i c a l s e t t i n g values
make any u n a u t h o r i s e d i n t e r v e n t i o n s b u t
f i r s t check t h e l i n e s and t h e i r c o n n e c t o r s The f o l l o w i n g v a l u e s a p p l t o a r e g u l a t o r
f o r p r o p e r f i t and c o r r o s i o n . (emperature of 20 O C + 5
See t o i t t h a t t h e r e g u l a t o r i s not regula,ted v o l t a g e : 13.8 V to 14.6 V
touched by p a r t s such a s a s p a r e i n n e r
t u b e and t h e l i k e placed under t h e maximum load v o l t a g e : 13.0 V t o 13.5 V
d u a l sea:. release current: 11.5 A t o 14.0 A
6.2.3. Adjustment ROTICE:
Before t h e e l e c t r i c a l a d j u s t m e n t , a mecha- TO change t h e r e g u l a t e d v o l t a g e and t h e
n i c a l p r e - s e t t i n g o r a c o r r e c t i o n of t h e r e l e a s e c u r r e n t , o n l y c a r e f u l l y bend t h e
mechanical s e t t i n g must be e f f e c t e d i n any s p r i n g h o l d e r . Do not bend t h e c o n t a c t
c a s e . This f a c i l i t a t e s t h e e l e c t r i c a l ad- tongue
justment and e n s u r e s t h e observance of' t h e
r e q u i r e d v o l t s g e / c u r r e n t characteristic. 6.2.4. Dama~eeand t h e i r Causes
An e l e c t r i c a l adjustirient of t h e r e g u l a t o r The most e s s e n t i a l t h i n g s have a l r e a d y besn
I N THE VEHICLE i e a m a k e s h i f t and should s a i d i n S e c t i o n 6.1.
be evoided i n t h e i n t e r e s t o f an optimum I n a d d i t i o n , t h e f o l l o w i n g must be
performance o f t h e f u n c t i o n of t h e observed :
c u r r e n t s u p p l y system.
The improper f i t t i n g of t h e p r o t e c t i v e cap
For a d j u s t i n g t h e r e g u l a t o r c u t o u t , i t of the regulator cutout leads t o accidental
i s mounted on a t e a t a t a n d c o n t r o l l a b l e ground when t h e cap g e t s i n t o c o n t a c t w i t h
w i t h i n a speed r a n g e from 0 t o 7,000 rpm t h e c o r e o r w i t h t h e c o n t a c t a n g l e of t h e
t o g e t h e r w i t h a dynamo of t h e r e q u i r e d r e g u l a t o r c u t o u t . Before opening t h e regu-
type l a t e r , remove t h e f u s e s . The l u g 6 a t t h e
3 . s i d e of t h e cap m u s t b e c o r r e c t l y i n s e r t e d
I n o r d e r t o avoid e r r o r s i n t h e a d j u s t - i n t o t h e r e c e s s provided f o r t h i s purpose
ment, t h e v o l t a g e must always be s t a r t e d i n t h e regulrstor base. f h e w i r e bow must
from t h e speed "zero" of t h e dynamo. The t i g h t l y f i t on t h e cap.
v o l t a g e i s measured between t h e t e r m i n a l s
D+ and D- of t h e r e g u l a t o r . The measur-
i n g i n ~ t r u m e n tt o be used should be
o f q u a l i t y 1.5.
A f t e r about 2 t o 3 h o u r s , t h e p l a t e s and
a s p a r a t o r e have soaked and t h e e l e c t r o l y t e
l e v e l i s dropped.
Once more, e l e c t r o l y t e o f t h e same d e n s i t y
and t e m p e r a t u r e must be topped up t o t h e
upper edge o f t h e s e p a r a t o r . Subgequently,
t h e b a t t e r y i a charged w i t h d i r e c t c u r r e n t
o f 0.5 A.
During t h e c h a r g i n g , t h e h o l e s o f t h e
b a t t e r y must be open.
Charging must be continued u n t i l a l l c e l l e
v i v i d l y and uniformly evolve gas and t h e
l v o l t a g e r e a c h e e 2.5 t o 2.7 V p e r c e l l .
For 2 t o 3 measurements a t i n t e r v a l s o f
n e h o u r , t h e d e n s i t y of t h e e l e c t r o l y t e
F1.28 + 0.01 g/cm3) and t h e c e l l v o l t a g e
must remain c o n s t a n t . During c h a r g i n g , t h e
t e m p e r a t u r e o f t h e e l e c t r o l y t e must n o t
exceed 50 'C. A t t h e end of t h e c h a r g i n g
p r o c e s s , t h e l e v e l of t h e e l e c t r o l y t e
m u s t a g a i n be measured.
Mounting t h e b a t t e r g
Fig. 162. Mechanical r e g u l a t o r adjustment Before mounting t h e b a t t e r y i n t h e v e h i c l e ,
a a t l e a s t 0.3 mm t h e two b a t t e r y c a b l e s m u s t be connected
b 0.8 t o 1.1 mm t o t h e b a t t e r y ( r e d c a b l e to' t h e p o s i t i v e
c
d
0.5+0.1m
0.5 + 0.1 mm
pole - brown c a b l e t o t h e n e g a t i v e p o l e )
and p r e s e r v e d w i t h g r e a s e f o r b a t t e r y t e r -
e 1.4 €0 1.5 mm minals o r acid-free vaseline. A f t e r f i t t i n g
(l) c o n t a c t s of t h e v o l t a g e r e g u l a t o r t h e p r o t e c t i v e cap, t h e b a t t e r y can be mount-
(2) contacts of t h e current regulator ed and t h e two b a t t e r y c a b l e s can b e conn-
(current l i m i t i n g switch) e c t e d t o t h e f u s e box.
5.3. Batterg EIERE, AGAIm OBSERVE: connect
red oable t o red cable,
A f l a t lead b a t t e r y with a rated voltage brown c a b l e t o brow? c a b l e I
o f 12 V and a r a t e d c a p a c i t y o f 9 Ah
i s used. The vent hose m u s t b e i n s t a l l e d i n s u c h e
way t h a t a c i d which may emerge from i t
cannot g e t i n t o c o n t a c t w i t h v a r n i s h o r
metal p a r t s .
Maint-ensnce o f t h e b a t t e r x
The a v e r a g e s e r v i c e l i f e of t h e b a t t e r y i s
about 2 y e a r s . Due t o a good o r bad main-
t e n a n c e , t h i s perJod can be extended o r
s h o r t e n e d . The maintenance i s m a h l y l i m i t -
ed t o t h e t e r m i n a l s which have t o be k e p t
clean - t h e y m u s t be provided w i t h a t h i n
-
f i l m of g r e a s e f o r b a t t e r y t e r r o i n a l s and
t h e r e g u l a r control of the acid l e v e l ( i n
t h e c o l d s e a s o n e v e r 4 weeks, i n t h e warm
.
s e a s o n e v e r y 2 weekay When g r e a s i n g t h e
t e r m i n a l s , c a r e must be t a k e n t h a t no g r e a s e
gets into the cells.
When t h e a c i d l e v e l has dropped below t h e
r e q u i r e d h e i g h t , t o p up w i t h d i s t i l l e d
w a t e r only.
If a c i d i s s p i l l e d from t h e b a t t e r y , t h e
d e n s i t y of t h e amount t o be f i l l e d i n must
F i g . 163. B a t t e r y arrangement be s o s e l e c t e d t h a t t h e d e n s i t y of t h e
whole amount o f a c i g i n t h e b a t t e 2 y w i l l
1 Battery
Flasher unit be 1'.28 & 0.07 g/cm when t h e b a t t e r y i s
charged.
121
(5
Fuse box
Spare e l e c t r i c bulbs
Tool k i t
When n o t used o r when t h e d i s t a n c e covered
e v e r y day i s b e s s t h a n 50 km, t h e b a t t e r y
m u s t be charged e v e r y month w i t h 1 A.
When p u t t i n g i n t o o p e r a t i o n , accumulator
s u l p h u r i c a c i d (below c a l l e d e l e c t r o l y t e ) 5.4. Ignition
h a v i n g a d e n s i t y of 1.28 + 0.01 3fcm3 6.4.1. I w l i t i o n Coil
( i n t h e t r o p i c s 1.22 + 0.n1 g/cm ) measur-
ed a t 20 2 2 O C , is f r l l e d i n t o t h e The i g n i t i o n c o i l can be compared w i t h a
battery. t r a n s f o r m e r which c o n v e r t s a low v o l t a g e
A 1 1 c e l l s o f t h e b a t t e r y m u s t be f i l l e d i n t o a h i g h one. S i n c e , however,only an
up t o 5 mm on t o p of t h e s e p a r a t o r s o r a l t e r n a t i n g v o l t a g e can be transformed
up t o t h e given acid l e v e l mark, When w h i l e t h e e l e c t r i c a l system of t h e v e h i c l e
f i l l i n g , t h e t e m p e r a t u r e of t h e e l e c t r o - i s fed w i t h d i r e c t v o l t a g e , a c o n t i n u o u s
l y t e s h o u l d 25 O C n o t exceed. v o l t a g e change must be caused; t h i a i s
perfomned by t h e c o n t a c t b r e a k e r t o g e t h e r
with t h e capacitor.
The d e s i g n o f t h e c o n t a c t bpeaker i s shown
i n Fig. 165.
The a d j u s t i n g p l a t e ( 4 ) s e r v e s a s c a r r i e r
of late ( 3 ) and t h e f e l t pad (11) and a l s o
for- a d j u s t i n g the f i r i n g point.
To t h e p l a t e ( 3 ) w i t h t h e f i x e d c o n t a c t
( 2 b ) , t h e b e a r i n g b o l t (5) i s f a s t e n e d
on which t h e l e v e r (1) i s p i v o t e d .
The c o n t a c t ( 2 a ) r i v e t e d t o t h e r i g h t end
o f t h e l e v e r ( 1 ) Fa p r e s s e d on t h e f i x e d
c o n t a c t ( 2 b) by t h e r e t u r n s p r i n g (6)
which a l s o s e r v e s a s c u r r e n t conductor
and i s supported a t one s p r i n g end by t h e
c o n n e c t i n g screw. ( 7 ) . The c o n t a c t b r e a k e r
t h e a c c e n t r i c screw ?
p o i n t s gap can be ad usted p r e c i s e l y by
a f t e r loosening t h e
f a s t e n i n g s c r e w ( 8 ) . $he f e l t pad ( 1 1)
which i s s l i g h t l y soeked w i t h t h e s p e c i a l
011 WnterbrCilw should be approached t o
t h e cam j u s t f a r enough t h a t t h e l o b e i s
touched.
I f t h i s i s n o t observed and t h e f e l t i s
moved c l o s e r t o t h e cam, t h e o i l i s squeez-
ed o u t o f t h e f e l t and l u b r i c a t i o n o f t h e
cam i s n o t ensured. R e s u l t : The n o s e shows
g r e a t wear - t h e c o n t a c t b r e a k e r p o i n t s gap
and t h e s e t advanced i g n i t i o n w i l l change.
$he f e l t (10) s e r v e s f o r c o l l e c t i n g t h e
e x c e s s i v e o i l and must n o t be o i l e d i n
a d d i t i o n . A h e a v i l y contaminated f e l t
m u s t be r e p l a c e d .
Fig. 164, I g n i t i o n c o i l
6.4.3. Innit i o n Timing
The normal v o l t a g e of 12 V i s transformed
- ADJUSTING THl3 BREAKER POINTS GAP
t o t h e i g n i t i o n v o l t a g e of abolrt 12,000 V. B e f o r e a d j u s t i n g , i t i s n e c e s s a r y t o sub-
The trwo c o n n e c t i n g b o l t s of t h e i g n i t i o n j e c t t h e c o n t a c t b r e a k e r t o a check. For
c o i l a r e marked. t h i s p u r p o s e , t h e c o n t a c t s a r e removed
( s e e F i g . 165).
Terminal 1 i s connected w i t h t h e c o n t a c t The screw (7) i s unscrewed, t h e c o n t a c t
b r e a k e r and t e r m i n a l 15 w i t h t h e t e r m i n a l r a i l i s r e e s e d upward, t h e f a s t e n i n g
15/54 o f t h e i g n i t i o n l o c k . screw (87 removed and t h e b r e a k e r b a s e p l a t e
NOTICE: t a k e n o f f . When burns c a n be found on t h e
When t h e engine i s s t a t i o n a r y , t h e i g n i t i o n c o n t a c t s u r f a c e s , t h e y can be removed by
switched on and t h e c o n t a c t b r e a k e r c l o s e d , means of a f i n e emery f i l e . I n c a s e of
t h e i e p i t i o n c o i l w i l l be s u b j e c t t o a heavy b u r n i n g of t h e c o n t a c t s , t h e b r e a k e r
c u r r e n t which w i l l h e a t t h e i g n i t i o n c o i l b a s e p l a t e w i t h c o n t a c t b r e a k e r must be
i n a prolonged p e r i o d of time. A t t h e same replaced.
t i m e , t h e i n s u l a t i n g ' m a t e r i a l w i l l be When mounting t a k e c a r e t h a t t h e a d j u s t i n g
d e s t r o y e d . The i g n i t i o n c o i l w i l l break p l a t e ( 4 ) i s c l e a n and f r e e from o i l a s w e l l
down and, t h u s , become u s e l e s s . a s t h e complete b r e a k e r s e t . When t h i s i s
n e g l e c t e d , e r r a t i c i g n i t i o n and s t a r t i n g
6.4.2. Contact B r e a k e r d i f f i c u l t i e s w i l l occur. Old l u b r i c a n t r e -
mains must be removed from t h q b e a r i n g b o l t
( 5 ) and t h e b r e a k e r hammer m u s t be mounted
i n a s l i g h t l y o i l e d (breaker o i l ) condition.
The b r e a k e r p o i n t s must be s e t i n such a
m y t h a t t h e y a r e p a r a l l e l t o each o t h e r .
When a d j u s t i n g t h e b r e a k e r gap, t h e crank-
s h a f t i a t u r n e d u n t i l t h e n o s e of t h e
b r e a k e r l e v e r i s on t h e l o b e o f t h e came
The fasUening screw (8) i s loosened and,
by means o f t h e e c c e n t r i c screw (91, t h e
b r e a k e r p o i n t s gap La a d j u s t e d i n such e
m y t h a t t h e f e e l e r gauge can j u s t be drawn
through t h e contacts.
T i g h t e n t h e f a s t e n i n g screw (8) and once
more check t h e b r a k e r p o i n t s gap by means
o f t h e f e e I e r gauge.
The c o n t a c t b r e a k e r gap s e t muat remain
c o n s t a n t d u r i n g t h e whole opening a n g l e
w h i l e t h e c r a s h a f t i s t u r n e d , on no account
ehould t h e gap i n c r e a e e , o t h e r w i s e a cam
s t r o k e w i l l be involved which l e a d s t o
e r r a t i c i g n i t i o n a t higher r o t a t i o n a l
U speed's.

Pig. 165. Contact b r e a k e r


- ADJUSTING THE FIRING POINT The p o i n t e r of t h e timing gau e i s a t "0"
of t h e s c a l e when t h e p i s t o n f s i n T.D.C.
The t e a t lamp w i t h an e l e c t r i c bulb (G) o f
12 V and max. 2 w a t t i s w i t h i t s p o s i t i v e
s i d e (1) clamped t o t h e c u r r e n t b a r (from
c o n t a c t b r e a k e r t o c a p a c i t o r ) and w i t h i t s
n e g a t i v e s i d e (M) t o t h e engine c a s i n g o r
the oylinder.
When c o n t i n u i n g t o t u r n t h e c r a n k s h a f t
through about 340 degrees i n clockwise d i -
r e c t i o n , t h e p o i n t e r of t h e t i m i n gauge
w i l l a r r i v e a t f i r i n g point 3 (4
the s c a l e v i a the acale values 5 t o 4 (mm).
of
When a t t h i s p o i n t t h e t e s t lamp s t a r t s
l i g h t i n g ( b a t t e r y connected t o t h e e l e c t r i -
c a l system of t h e v e h i c l e and i g n i t i o n
awitched o n ) , t h e f i r i n g p o i t i s c o r r e c t l y
set.
When t h e t e a t lamp l i g h t s up t o o e a r l y ( e .
g. between t h e s c a l e v a l u e s 4 and 31, t h e
c o n t a c t b r e a k e r opens t o o e a r l y and t h e
a d j u s t i n g p l a t e , ( 4 ) must be turned t o t h e
r i g h t in t h e senae of r o t a t i o n a f t e r looaen-
i n g t h e f a s t e n i n g screws f 13). When t h e
t e s t lamp l f g h t s ap a f t e r t h e s c a l e v a l u e 3
(e.g. alt s c a l e v a l u e 2) ,. t h e n t h e c o n t a c t
b r e a k e r opens too l a t e and t h e s d j u s t i n g
p l a t e ( 4 ) m u s t be d i s p l a c e d t o t h e l e f t
opposite t o the sense of r o t a t i o n - ( s e e
Fig. 166. I g n i t i o n t i m i n g gauge 29-50.801 a l s o Fig. 165).
acrewed i n p l a c e
(3*0-0. mm b e f o r e T.D.C. or
22' 15' - 2' crank a n g l e )
The adjustment i s made by means of t h e
i g n i t i o n timing gauge 29-50.801 and a
t e s t lamp.
The i g n i t i o n t i m i n g gauge i s crewed i n t o
t h e sparking-plug thread; and by t u r n i n g
t h e c r a n k s h a f t clockwise t h e s c a l e of
t h e timing gauge i s a u t o m a t i c a l l y s e t
t o t h e top dead c e n t r e (T.D.C.).

Fig. 168. CheckJng t h e f i r i n g p o i n t with


a c u r r e n t source o u t s i d e t h e
vehicle
A f t e r any adjustment of t h e a d j u s t i n g p l a t e
( 4 ) , t h e c o n t a c t b r e a k e r p o i n t s gap must be
checked and a d j u s t e d , i f r e q u i r e d . Measure-
ment of t h e f i r i n g p o i n t must be repeated
a n t i 1 t h e t e s t lamp l i g h t s up a t t h e s c a l e
value 3 x -0.5 while t h e p i s t o n moves up.
When an o u t s i d e c u r r e n t s o a r c e ( n o t t h e
e l e c t r i c a l system of t h e v e h i c l e ) i s useq
f o r ad jus-ting t h e f i r i n g p o i n t , t h e teert
Fig. 1 6 7 . Te#t lamp connected lamp w i l l go o u t when t h e c o c t a c t b r e a k e r
by clamping poinlte open.
NOTICE I
On no account should t h e c o n t a c t b r e a k e r
open e a r l i e r t h a n 3.0-0,5 mm b e f o r e T.D.C.
oQherwise the combustion i n t h e engine w i l l
be f i n i s h e d t o o e e r l s and t h e combustion
p r e s s u r e p r e s s e s ,on t h e p i s t o n already be-
f o r e t h e T.D.C. which means o v e r h e a t i n g ,
power drop and high wear on t h e engine.
t o draw c o n c l u s i o n s a b o u t t h e mode o f opera-
6.4.4. Sparkinn-plug t i o n o f t h e engine, t h e formation of 'the
I n essence, t h e sparking-plug c o n s i s t s o f p e t r o i l - a i r m i x t u r e , t h e f u e l used and t h e
t h r e e p a r t s . These a r e t h e i n s u l a t i n g s u i t a b i l i t y o f t h e plug f o r t h e engine a f t e r
body, t h e c e n t r a l e l e c t r o d e and t h e s t e e l a prolonged p e r i o d o f use o f t h e plug.
c a s i n g w i t h ground e l e c t r o d e . The s p a r k The c o r r e c t SPARKING-PLUG APPEARANCE:
a p p e a r s between c e n t r a l e l e c t r o d e and
ground e l e c t r o d e and i g n i t e s t h e f u e l - Pace of t h e s p a r k i n g - p l u g t h r e a d b l a c k
a i r mixture. and t h e t i p o f t h e i n s u l a t i n g body w i t h
ground e l e c t r o d e g r e y - y e l l o w t o fawn.

6.4.5. I m i t i o n L i n e Connector
(Sparking-plug connector)
The i g n i t i o n . l i n e c o n n e c t o r e s t a b l i s h e s
t h e c o n n e c t i o n between t h e s p a r k i n g - p l u g and
t h e i g n i t i o n c a b l e and t o s c r e e n t h e e l e c -
t r i c a l f i e l d of the sparking-plug t o the
outside.
I n o r d e r t o s c r e e n t h e s p a r k i n g - p l u g eo t h a t
i n t e r f e r e n c e i s completely suppressed, take
c a r e t h a t t h e sheet-metal s h e l l attached t o
t h e c o n n e c t o r i s p r o p e r l y s e a t e d on t h e
hexagon p a r t o f t h e s p a r k i n g - p l u g .
On no a c c o u n t should t h e s h e e t - m e t a l s h e l l
be removed b e c a u s e t h i s l e a d s t o i n t e r f e r e n -
c e s w i t h v.h.f. and t e l e v i s i o n r e c e p t i o n .
C a r e f u l l y h a n d l e n o t o n l y t h e p l u g but a l s o
t h e i g n i t i o n l i n e connector. Hair cracks i n
t h e i n s u l a t i n g body which l e a d t o t r a c k i n g
render i t useless. E r r a t i c i g n i t i o n occurs
when t h e p l u g c o n n e c t o r i s m o i s t , d i r t y
o r o i l e d up i n i t s i n t e r i o r .

Fig. 169. Improper s c r e w i n g i n and o u t


of t h e sparking-plug 6.4.6. T r o u b l e s i n t h e I p ~ l i t i o nSystem
Due t o wear and a g e i n g of t h e v a r i o u s de-
The i n s u l a t i n g body must have a v e r y vices, t r o u b l e s may be caused i n t h e i g -
high d i e l e c t r i c s t r e n g t h . I n o r d e r t o n i t i o n system.
e n s u r e t h i s d i e l e c t r i c s t r e n g t h a t any Below, a few o f t h e main c a u s e s and
t i m e , t h e p l u g must be t r e a t e d w i t h e v e r y t h e i r e f f e c t s w i l l be d e s c r i b e d :
care.
Due t o improper h a n d l i n g , ( s t r i k e , impact) 1. Cam t r a c k p o o r l y l u b r i c a t e d
almost i n v i s i b l e h a i r c r a c k s may o c c u r Wear o f t h e n o s e o f t h e c o n t a c t b r e a k e r ,
which r e n d e r t h e p l u g u s e l e s s . b r e a k e r gap t o o s m a l l o r none a t a l l =
The s e r v i c e l i f e o f a s p a r k i n g - p l u g starting difficulties,
used i n two-stroke e n g i n e s is about i r r e g u l a r running,
10.000 km of road o p e r a t i o n . A f t e r t h i s d e c r e a s e i n power
i t is ganerally advisable 2. C a p a c i t o r breakdown,
t o REPLACE THE PLUG BY A NE!W ONE. h i g h wear r a t e on c o n t a c t s
The ETZ 250 i s r o v i d e d w i t h a M 14/260
sparking-plug. P t i s a d v i s a b l e t o use
always such a p l u g ( o b s e r v e t h e c a l o r i f i c
erratic ignition a t higherrotational
speeds
value). 3. S e t t i n g o f t h e b r e a k e r gap i n c a s e o f
A lower c a l o r i f i c value i n w i n t e r o r a p i t t i n g of t h e c o n t a c t s ,
h i g h e r one i n summer w i l l n o t g i v e any t h e a c t u a l gap is t o o l a r g e =
advantage but r a t h e r disadvantages; but e r r a t i c i g n i t i o n a t higher r o t a t i o n a l
t h i s may be r e q u i r e d i n extreme c l i m a t i c speeds,
zones. weak s p a r k ,
d e c r e a s e i n power
The c o r r e c t s e a t o f t h e p l u g i s a l s o o f
p e r t i c u l ~ ri m p o r t a n c e . The t h r e a d of t h e 4. C r a n s h a f t b e a r i n g s worn
p l u g must be f l u s h w i t h t h e t h r e a d i n t h e e x c e s s i v e e c c e n t r i c i t y of t h e c r a n k s h a f t
c y l i n d e r head. and, hence, o f t h e cam,
When t h e p l u g p r o j e c t s t o o f a r i n t o t h e c a r b o n b r u s h e s and c o n t a c t b r e a k e r "jump"
chamber of combustion (no o r a compressed = erratic ignition
p a c k i n g r i n g u d e r t h e p l u g ) o r when t h e
p l u g i s n o t f a r enough screwed i n (two 5. Low p r e s s u r e o f t h e c o n t a c t s p r i n g (con-
p a c k i n g r i n g s under t h e p l u g ) , h e a t accu- t a c t breaker)
mulation o r overheating will.occur. b r e a k e r l e v e r h a s no e x a c t g u i d e on
t h e cam t r a c k =
Meintenance r e q u i r e m e n t s o f t h e p l u g a r e e r r a t i c i g n i t i o n a t higher r o t a t i o n a l
r e l a t i v e l y s m a l l . The e l e c t r o d e gap muet speeds
be checked e v e r y 2,500 km and t h e p l u g
e l e c t r o d e s must be c l e a n e d .
When changing t h e p l u g s , an e x a c t l y f i t t i n g
s p a r k i n g - p l u g s p a n n e r must be used i n o r d e r
t o avoid b r e a k a g e o f t h e i n s u l a t i n g body
( F i g . 169. I n any c a s e , pay a t t e n t i o n t o
t h e _ s p a r k i n g - p l u g appearance. I t e n a b l e s
I g n i t i o n l i n e connector: I n t h e headlamp housing, t h e r e a r e two
l i n e c o n n e c t o r s ( 1 ) and one ground connec-
1. Dust and w a t e r i s between i n s u l a t i n g t i o n screw ( 2 ) which i s used f o r a l l ground
body of t h e sparking-plug and t h e c a b l e s passed through t h e headlamp.
compression moulding o f t h e c o n n e c t o r =
NOTICE:
starting difficulties,
erratic ignition A s l i n e c o n n e c t o r o n l y t h a t one may be
used which i s shown i n Fig. 171 i n open
2. Due t o improper h a n d l i n g , t h e i n s u l a t - position!
i n g body i s cracked ( h a i r c r a c k s )
t r a c k i n g t o ground =
starting difficulties,
weak s p a r k ,
d e c r e a s e i n power
Lines :
D e f e c t i v e i n s u l a t i o n of t h e high-
voltage l i n e ( i g n i t i o n cable)
s p a r k o v e r t o ground ( c y l i n d e r head) =
s t a r t i n g d i f f i c u l t i e s especially
i n wet weather,
e r r a t i c i g n i t i o n a t high r o t a t i o n a l
speeda
Broken l i n e s ,
short-circuit =
blown f u s e
F l a t plugged c o n n e c t i o n s h e a v i l y
c o r r o d e d , very high c o n t a c t r e s i s t a n c e =
the voltage applied t o the
d e v i c e s i a t o o low.

6.5. L i n h t i n n and S i m a l l i n g System


6.5.1. Headlam
The headlamp i e opened by l o o s e n i n g t h e
f i l l i s t e r - h e a d screw and removing t h e
f r o n t p a r t of t h e headlamp housing. The
f r o n t p a r t c o n e i s t a o f t h e chromium-plated Fig. 171. Line c o n n e c t o r f o r headlamp and
f r o n t r i n g , the r e f l e c t o r with d i f f u s i n g for the internal electrical
s c r e e n , t h e tiwn-filament b u l b and t h e equipment
p a r k i n g lamp and t h e i r h o l d e r a .
When r e p l a c i n g a twin-filament b u l b ,
ob.serve t h e following:
The clamping member ( t h e r m o s e t t i n g p l a s t i c
p a r t ) , which e s t a b l i s h e s t h e e l e c t r i c a l
c o n n e c t i o n w i t h t h e lamp, must b e w i t h -
drawn i n s t r a i g h t d i r e c t i o n - i t m u s t n o t
be t i l t e d - otherwise the contact lugs
w i l l be d i s t o r t e d . A s a consequence, t h e
c u r r e n t f l o w may be i n t e r r u p t e d .
The c a b l e s which l e a d t o t h e t e r m i n a l s 31,
56a, 56b, need n o t be d i s c o n n e c t e d . It
i s a d v i s a b l e , however, t o check them
t h a t t h e y f i t t i g h t l y . Only t h e c a b l e 58
( p a r k i n g l i g h t ) must be loosened.
The h o l d e r ( 1 ) f o r t h e twin-filament b u l b
ana t h e p a r k i n g lamp i s loosened from t h e
upper s h e e t - m e t a l nose of t h e r e f l e c t o r
by l i f t i n g t h e r e t a i n i n g s p r i n g ( H ) . Then
t h e twin-filament bulb can be t a k e n from
t h e r e f l e c t o r . The g l a s s bulb of t h e lamp
should n o t be gripped by t h e b a r e hand.
Even c l e a n f i n g e r s l e a v e t r a c e s of g r e a s e !

F i g . 170. Headlamp housing


When the carriageway illumination is in-
sufficient, the pointe of contact in the
leade to the twin-filament bulb muet be
checked and carefullg cleaned, if required.
DIRTY CONTACTS CAUSE A CONSIDERABLE
VOLTAGE DROP1
In older vehicles, the reflector m y have
become dull. In the interest of your eafe-
ty it is necessary to replace it by a new
one. The diffusing screen and the reflector
are glued together, they cannot be replaced
separately.
An important taek is the adjustment of
the headlamp. If is necessary for your.
own aafety and for the safety of other
road users.

.
The headlamp can be adjusted after loosening
the fastening nut ( 1 )
The passing beam of the headlamp is ad-
justed according to the acheme given
in Fig. 174.

Fig. 172. 'Front part of the headlamp


with lamp holder
When fitting take care that the nose
at the lamp cap engages with the
recem in the reflector.

Fig. 174. Headlamp adjusting dcheme


The vehicle is placed according to the
illustration and loaded according to the
primary operating conditions. The suspen-
sion units are consequently set to "hard"
or "soft".
The light/dark boundary must concide exact-
ly with the 2-line, and the break must
lie between the lines V-V and W-W. When
the headlamp has been adjusted according
to these instructions, the light-dark
boundary will be at the correct level
under a11 operating end load conditions.

Fig. 173. Adjustment of the headlamp


6.5.2. Combined Stop-Tail-Number-plate
Lightina Fit tinq
The combined stop-tail-number-plate light-
ing fitting is proved with ball lamps
which are held in holders with bayonet
catch as. usual.
. .- -

Fig. 176. Switch positions of the


ignition-light switch
Fig. 175. Combined stop-tail-number- Demounting and mounting the ignition-light
plate lighting fitting switch is illustrated in Fi 177. In the
interior (partly cut up) deluxe model (A in Pig. 177k: the inetru-
ment pod (1) must be unscrewed from the
The bulbs and cable connections are upper clkmping head. Then, the covering
accessible after unscrewing the cap (2) and the ignition-light switch
fastening screwa ( arrow-heads) and will be accessible.
the removal of the light emitting
pane.
In the combined stop-tail and number-
plate lighting fitting, everything also
depend8 on tight non-corroded connec-
tions. In assembling, after fitting
the packing, screw the light emitting
pane in place in such a way that the
lighting fitting is protected from
moisture and that the light emitting
pane does not break.

-6.5.3. Imition-light Switch


The ignition-light switch is the main
jwitch of the electrical system.
Ft is used to switch the following
,see Pig. 176 and Wiring Diagram,
ng. 184):
All loads switched off, ignition
key can be withdrawn
Parking position at night (park-
ing light), ignition key can be
withdrawn
Daytime operation (ignition
switched on), ignition key cannot
be withdrawn
Ignition switched on, parking lamp
l'ighting, ignition key cannot be
withdrawn
Light operation, ignition and main Fig. 177. Exploded view of instrument pod
light switched on, ignition key (A) deluxe model
cannot be withdrawn. (B) standard design
In order to be in a position, to plug the
cables on the correct lug8 after replacing
the ignition-light switch, the individual
connections involved have been clearly
identified in Fig. 178.
Fig. 178. Connections of the ignition-
light switch
Fig. 180. Individual switches of the
The ignition-light switch shown in Fig. 'switch combination at the
178 canoot be used for the older MZ-t pea handle-bare
because the former switch position (57 NOTICE:
is no longer switched electrically. On
the other hand, an ignition-light The switch combination of the light motor-
switch of older types can be used also cycles Simson S 51 cannot be used for the
for the ETZ 250. ETZ 250 because the switches which are
the same as that of MZ have different
MOUNTING HINT: cables soldered on1
The arrow in Fig. 178 shows the mounting
position of the ignition-light switch 6.5.5. Stop-light Switch
.
in travel direction, connections
downvrerd
In the motor-cycle design with disk brake,
two stop-light switches are installed. The
front drum brake can also be equipped with
6.5.4. Switch Combination at Handle-Bars a stop-light switch which corresponds to
The switch combination at the left-hand the switch in the rear wheel hub.
handle-bar comprises the following
switches (Fig. 179) :
(1) Dimmer switch
(2) Switch for direction indicator
(L) Flashing-light left side
(R) Flashing-light right side
( 3 ) Switch for horn
(4) Switch for by-pass light signal

Fig. 181. Adjusting the rear wheel brake


and stop-light switch
For adjusting the stop-li ht switch, loosen
the plugged connection (8 and slacken back
the check nlit u t i l the rear nut can be
Fig. 179. Switch combination at handle-bars properly gripped by means of 811 open-ended
spsnner. This nut is slackened back for
The various switches are fastened in the a quarter of a revolution.
enclosure by means of sheet-metal screws
(switch for direction indication A and
switch for horn B, and by-pass light signal
B2) or actuation slide and spring (dimmer
sditch C). The cables are soldered to the
switches by the manufacturer).
.The f l a s h e r unit i e e l a s t i c a l l y suepended
Now, an a s s i s t a n t p r e s s e s t h e brake pedal a 0 t h e b a t t e r y h o l d i n g cover !with. t h e
down u n t i l t h e b r ~ k eshoes b e g i n t o r u b c o n n e c t i o n s p o i n t i n g dounwarda.
on t h e brake drum while t h e r e a r wheel i s
turned6 R e t a i n t h e b r ~ k ep e d a l i n t h i e po- NOTICE:
s i t i o n and t u r n t h e a d j u s t i n g screw u n t i l The l i n e from t h e i g n i t i o n lock w i t h p o s i -
t h e s t o p l i g h t f l a s h e s up. t i v e p o t e n t i a l i s t o be connected t o
For t h i s work, t h e i g n i t i o n must be switch-
ed on and t h e c a b l e connected. Then t i g h t e n t e r m i n a l 49 and t h e l i n e from t h e f l a e h e r
t h e two n u t s . The r e a r n u t must be t i g h t e n - switch with negetive p o t e n t i a l t o the
ed w i t h e v e r y c a r e because t h e i n s u l a t i n g t e r m i n a l 49a of t h e f l a s h e r u n i t .
bush i s made o f p l a s t i c . A t t h e same time
r e t ~ i nt h e a d j u s t i n g screw ( 3 ) by means of
a screwdriver.
When t h e a d j u s t i n g range i s i n s u f f i c i e n t ,
t h e back r e s t m u s t be demounted and t h e
c o n t a c t s p r i n g a t t h e cam s p i n d l e must be
realigned.
6.5.6. F 1 a s h i n ~ - l i ~ hDt i r e c t i o n I n d i c a t o r
S r s t em
The ETZ 250 i s provided w i t h a f o u r -
i n d i c a t o r f l a s h i n g - l i g h t system equipped
w i t h 21-W b a l l lamps. When r e p l a c i n g
t h e f l a s h i n g lamps, o n l y 21-watt lamps
mustbe i n s t a l l e d . Other lamps, e.g. such
o f 15 w a t t , change t h e s p e c i f i e d f l a s h i n g
frequency o f 90 5 30 cycles/minute.
A t e l l - t a l e lamp (No. 4 i n Fig. 185) i s
used f o r checking t h e d i r e c t i o n i n d i c a t i n g
system. The two f r o n t f l a s h i n g - l i g h t
d i f f u s i n g s c r e e n s a r e provided w i t h a
l a r g e r r i m ( 1 ) t h a n t h e two r e a r ones.
T h i s r i m i s intended f o r checking t h e
f l a s h i n g - l i g h t system by t h e d r i v e r .

Pig. 183. Rear f l a s h i n g - l i g h t d i r e c t i o n


indicator
( 1 ) Packing

6.5.7. Horn
The e l e c t r i c horn i s f a s t e n e d t o t h e frame
under t h e f c e l tank.
Before demounting t h e c y l i n d e r head o r t h e
c y l i n d e r , t h e s i g n a l horn must be unscrewed.
I f , upon a c t u a t i n g t h e push b u t t o n , t h e horn
f a i l s t o emit t h e r e q u i r e d volume of sound,
t h e n t h e l e a d s , t h e i r connections and t h e
push b u t t o n must be checked f o r d i r t y con-
t a c t s . I f such a r e p r e s e n t , t h e v o l t a g e
a p p l i e d w i l l be t o o low.
I f t h i e i s n o t t h e cause, t u r n t h e a d j u s t i n g
screw a t t h e horn s l i g h t l y t o t h e l e f t o r t o
t h e r i g h t u n t i l t h e sound has t h e d e s i r e d
loudness.

6.5.8. Circuit Dia~ram


Fig. 182. Front flashing-light The c i r c u i t diagram, Pig. 184, g i v e s t h e
direction indicator r e q u i r e d d a t a on course of c a b l e s and c a b l e
( 1 ) R i m f o r checking t h e a c t i o n c o l o u r s f o r r e p a i r s a t t h e l o a d s and t h e
of flashing e l e c t r i c a l system.
( 2) P l a s t i c r e f l e c t o r The e l e c t r i c a l w i r i n g diagram i s included
( 3 ) Terminals ( 4 ) Packing i n t h i s Repair uanual i n t h e form of a
The f a i l u r e of one f l a s h i n g - l i g h t d i r e c t i o n fold-out sheet.
i n d i c a t o r i s i n d i c a t e d by an i n c r e a s e d
f l a s h i n g frequenc ( > 150 periods/minute)
O? t h e f r o n t flashing-liqht indicators.
The whole f l a s h i n g - l i g h t system i s p r o t e c t e d
by a 4-A f u s e ( s e e Fig. 563).
Fig. 184. C i r c u i t diagram
Legend f o r Fig. 184, C i r c u i t diagram LVR Cable connector i n headlamp,
right-hand s i d e
Battery 0 top
Capacitor U bottom
v front
I g n i t ion-light switch X occupied connection
Dynamo LVL Cable connector i n headlamp,
Rectifier left-hand s i d e
Regulator 0 top
U bottom
Charging c o n t r o l lamp ( i n s t a n d a r d v front
d e s i g n a l s o f o r checking t h e X occupied connection
direction indicators)
LVF Cable connector a t c h a s s i s ,
I d l i n g control l i g h t (only a t f i l t e r bowl top
d e l u x e model)
v front
Switch f o r i d l i n g c o n t r o l l i g h t h rear
Switch f o r horn ( s w i t c h combinat ion X occupied connection
a t handle-bars Si f u s e box
Horn 1 left
r right
witch f o r b -pass li h t s i a1
?*witch combgnat i o n a & h a n d g - b a r s ) MA ground p o i n t hee.dlamp
Dimmer s w i t c h ( swl t c h combination Y(B ground p o i n t combined e t o p - t a i l -
a t handle-bars) number-plate l i g h t i n g f i t t i n g 1
T e l l - t a l e l i g h t f o r 'high h e a d l i g h t ML ground lamp f o r headlamp
beam
MC ground p o i n t o f v e h i c l e ( a t c a b l e
Lamp f o r headlamp connector a t c h a s s i s )
a ) high beam
b) p a s s i n g beam MD ground p o i n t of dynamo
I l l u m i n a t i o n f o r s eedometer s c a l e MT ground p o i n t of tachometer
( o n l y deluxn model7 Cable c o l o u r s :
I l l u m i n a t i o n f o r tachometer s c a l e German Meaning
abbreviation
br brown
T a i l l i , h t and number-plate i l l u m i -
n ~ t i o n? i n t a i l - s t o p and number-plate rt/sw red-black
l i g h t i n g f i t t i n g , bottom) SW black
Socket o u t l e t f o r s i d e lamps ( o n l y sw/ws black-white
f o r side-car operation)
ws/sw . whit e-black
Socket o u t l e t f o r ground ( o n l y
f o r side-car operation) gr grey
Ignition coil gn/rt green-red
Contact b r e a k e r of t h e i g n i t i o n bl blue
Sparking-plug w i t h screened connector yellow
Stop l i g h t s w i t c h - f r o n t wheel brake red
Stop l i g h t s w i t c h - r e a r wheel brake black-red
Sto l i g h t ( i n t a i l l i g h t i n g f i t t i n g black-blue
top P black-green
Flasher unit white
Switch f o r d i r e c t i o n i n d i c a t o r s green
( s w i t c h combination a t handle-bars)
green-blue
Tell-tale l i g h t f o r d i r e c t i o n indica-
t o r s ( o n l y deluxe model) blue-white
Flashing-light d i r e c t i o n i n d i c a t o r , rt/ge red-yellow
f r o n t , l e f t f h ~ n ds i d e br/s w brown-black
Flashing-light d i r e c t i o n i n d i c a t o r ,
r e a r , left-hsnd s i d e
Flashing-liqht d i r e c t i o n i n d i c a t o r ,
f r o n t , right-hand s i d e ) dash-dott ed l i n e r e p r e s e n t S conductors
Flashing-light d i r e c t i o n indicator, which a r e o n l y p r e s e n t i n t h e s t a n d a r d
r e a r , right-hand s i d e design
Socket o u t l e t f o r f l a s h i n g - l i g h t s 2) dashed l i n e r e p r e s e n t s conductors which
(only f o r eide-car operation)
Graphical symbols f o r : a r e o n l y p r e s e n t i n t h e deluxe model
a F l a t plug
b R e c e p t a c l e f o r f l a t plug o r
socket o u t l e t
c Ground
d Detachable connection (screw,
terminal)
e Non-detac h a b l e connect i o n
6.6. InstYuments and Tell-tale ~ikhts Tachometer and revolution counter are
The arrangement of instruments is shown in illuminated in night operation* For this
Fig. 177. The standard design of the ETZ purpose, the lamps marked by (3) in Fig.
250 ie only provided with one tachometer 186 are used which get ground via the
(at the right of the instrument pod). flat plug connection (4). The function of
the lamps indicated by (1) is illustrated
In addition to the tachometer, also arrang- in pig, 185.
ed at the right, the deluxe model is ro-
vided at the left with a speedometer 1revo.- The electrical potential for the contml
lution counter) mechanically driven by the lamps ( 1)is fed via the flat plug connec-
crankshaft (see also Fig. 88). tions (2).
Arrangement and meaning of the tell-tale
light6 are indicated in Fig. 185. As to
the wiring and interconnection with other
electrical devices, the necessary informa-
tion is aiven in the Circuit Diaaram. Fig. 184.

Fig. 185. Arrangement of the tell-tale


lighte
Idling indication, yellow
(only delme model) Fig. 186. Arrangement of the lamps in
Control lisht for dynamo, the instruments
red (only deluxe model)
High headlight beam Removal of the lamps from the inetruments
control, blue becomes possible after withdrawing the
Control of direction indicators, flat plugs from the vertical connections
green (in the standard design of the lamps. Then the lampe can easily
of the motor-cycle, this is be drawn from the instrument casing.
also the control light for
the dynamo)
7. I n d u c t i o n System
============IS========%

7.1. D e s c r i p t i o n a n d Function o f t h e System


The e n t i r e i n d u c t i o n aystem i s an i n t e g r a t e d
system which is o p t i m a l l y adapted t o t h e
engine. Any change i n t h i s system w i l l have
a d e t r i m e n t a l e f f e c t on t h e power, t h e
consumption, t h e wear, e t c .

Fig. 187. I n t a k e s i l e n c e r and a i r f i l t e r The i n d u c t i o n system b e g i n s a t t h e opening


arranged under t h e r e g u l a t o r and ends a t
t h e i n t a k e p o r t of t h e c y l i n d e r . I n t h e
e n t i r e system no p o i n t must a l l o w t h e
admission of a d d i t i o n a l a i r a p a r t from
t h e h o l e s provided f o r t h i s purpose.

The a i r , and from t h e c a r b u r e t t e r t h e


f u e l - a i r mixture must t a k e t h e f o l l o w i n g
course i n o r d e r t o g e t i n t o t h e crankcase:
The a i r i s drawn i n through t h e opening ( A )
of t h e i n d u c t i o n p i p e ( 1 ) . s e e Fig. 188.
The i n d u c t i o n p i p e s e r v e s f o r s i l e n c i n g
and s t i l l i n g of t h e a i r .
After leaving the induction pipe, the a i r
flows back i n t o t h e frame member and e n t e r s
t h e a i r f i l t e r c a s i n g (L) t i g h t l y screwed t o
t h e frame t u b e , s e e Fig. 187.

Fig. 188. I n d u c t i o n p i p e mountlng


When p a s s i n g through t h e a i r f i l t e r , t h e The connecting p i e c e m u s t be checked f o r
a i r i s p u r i f i e d . The d u s t p a r t i c l e e i n porous s p o t s , e s p e c i a l l y w i t h i n t h e rango
t h e a i r a r e r e t a i n e d by t h e f i l t e r . Subse- of f o l d s , from time t o time.
q u e n t l y , t h e p r e s s u r e d i f f e r e n c e s induced 7.1.4. Carburetter
by t h e i n d u c t i o n v i b r a t i o n e a r e e q u a l i s e d
t o a g r e a t extent i n the intake s i l e n c e r I n t h e ETZ, a BVF-carburetter o f t y p e
compartment ( 1 ) . 30 m 2-5 i s employed. This i e a c a r b u r e t t e s
Then t h e a i r i s d r a m i n t h e connecting with a c o l d - s t a r t i n g device.
p i e c e (21, f a s t e n e d t o t h e c a r b u r e t t e r 7.1.4.1. D e s i m and Function of t h e
by t h e clamping r i n g ( 3 1 , and p a s e e s through Carburetter
t o the carburetter.
I n the carburetter, the a r r i v i n g a i r i s The c a r b u r e t t e r c o n s i s t s of two s y s t e m e ,
mixed w i t h t h e atomised f u e l i n a c e r t a i n I n order t o familiarise oneself with t h e
r a t i o . This f u e l - a i r mixture t h e n p a s s e s design and f u n c t i o n of them i t i s a d v i a ,
t h r o u g h t h e i n t a k e p o r t i n t o t h e crenk a b l e t o e x p l a i n each system e e p a r a t e l y ,
compartment of t h e engine caaing.
7.1.1. A i r Filter
For t h e ETZ a d r y a i r f i l t e r i s used. The
a i r f i l t e r t 4 ) is arranged i n t h e f i l t e r
caaing.
It i s c e n t r e d w i t h t h e one f a c e i n t h e cas-
i n a and w i t h t h e o t h e r f a c e i n a cup (5)
whTch i s guided on B threaded b o l t and
f a s t e n e d on i t ( F i g . 187).
I n o r d e r t h a t t h e f i l t e r i s pro e r l y s e a l -
ed a t i t s two f a c e s , t h e cup ( 5 P and t h e
c o v e r ( 7 ) must be screwed i n auch a way t h a t
t h e a i r f i l t e r i s p r o p e r l y f i x e d and t h e
packing ( 6 ) can f u l f i l i t s f u n c t i o n .
The f i l t e r w i l l be a c c e s s i b l e a f t e r t h e
removal of t h e b a t t e r y . The d u s t i s depo-
s i t e d on t h e e x t e r i o r s u r f a c e of t h e f i l -
t e r . T h i s must be t a k e n i n t o c o n s i d e r a t i o n
when c l e a n i n g i t . The dry a i r f i l t e r i s
cleaned by s l i g h t l y t a p p i n g i t o r by
b r u s h i n g by meens o f a d r y and c l e a n
h a i r brush..
7.1.2. Intake Silencer
The i n t a k e s i l e n c e r c o n s i s t s o f two l i g h t
m e t a l c a s t i n g s which a r e acrewed t o g e t h e r
s o t h a t t h e y cannot be detached.
I n t h i s casing, the a i r f i l t e r casing
(L) i a f a s t e n e d .
The s i l e n c e r compartment ( 1 ) s e r v e s f o r
t h e observance of t h e s p e c i f i e d sound
l e v e l of t h e i n d u c t i o n n o i s e and a l s o a s
r e s e r v o i r f o r t h e a i r r e q u i r e d by t h e
engine f o r combustion.
The i n t a k e s i l e n c e r i s connected with t h e
frame by means of t h r e e screws.
The i n t a k e hose ( l ) , which a l s o s e r v e s f o r
s i l e n c i n g , s e e Fig. 188, is f a s t e n e d t o t h e Fig. 189. S t a r t i n g p i s t o n c l o s e d
r e a r of t h e frame member d i r e c t l y i n t h e (driving position)
c u t of t h e p l a t e by means o f a groove i n
t h e rubber. A l u g a t t h e f r o n t end o f t h e
hose (H) keeps t h e l a t t e r i n t h e opening
(0) of t h e frame member.
Replacement o f t h e i n t a k e hose becomes
p o s s i b l e a f t e r demounting t h e i n d u c t i o n
system, t h e rear-wheel mudguard and t h e
r e a r wheel.
A broom-stick (S) o r a n o t h e r wooden rod
f a c i l i t a t e t h e i n s e r t i o n of t h e l u g ( H )
i n t o t h e opening (0).
7.1.3. Connecting P i e c e a t C a r b u r e t t e r
The c o n n e c t i n g p i e c e i s a rubber moulding
which e s t a b l i s h e s t h e connection between
i n t a k e s i l e n c e r and c a r b u r e t t e r .
Care must be taken t h a t t h e all of t h e
drill-hole i n the intake s i l e n c e r c a e i n g i s
p r o p e r l y s e a t e d i n t h e groove i n t h e connect-
i n g p i e c e provided f o r t h i s purpose and
t h a t t h e o t h e r end of t h e connecting p i e c e
i s f i n l y connected w i t h t h e c a r b u r e t t e r ~ i g .190. Lever f o r s t a r t i n g Carburetter
w i t h t h e h e l p of a clamping r i n g . (1) Drivinn ~ o s i t i o n
( z j P o s i t i o n ' f o r cold s t a r t i n g
1. COLD STARTING DEVICE The f u e l i n t h e s t a r t i n g mixing t u b e i s
sucked up when t h e engine i s s t a r t e d ahd
A s t h e name i n d i c a t e s , t h i s i s a d e v i c e f o r t h e n p a s s e s through t h e s t a r t i n g d u c t ( 5 1 ,
f a c i l i t a t i n g t h e s t a r t i n g o f t h e engine Fig. 191, which ends i n t h e s u c t i o n p o r t
i n a cold s t a t e . a f t e r t h e t h r o t t l e valve.
The cold s t a r t i n g d e v i c e i s shown i n M g . I n o r d e r t o e n s u r e t h e r e q u i r e d under-
189 ( d r i v i n g p o s i t i o n , l e v e r f o r s t a r t i n g p r e s s u r e f o r cold s t a r t i n g i n t h e s t a r t -
c a r b u r e t t e r a t t h e handle-bare c o n t a c t s i n g system, t h e t h r o t t l e v a l v e must be i n
t h e f r o n t s t o p ) and i n Fig. 191 ( c o l d the i d l i n g position.
starting., lever f o r starting carburetter
a t t h e handle-bars is drawn towards t h e The start in^ d e v i c e i o i n e f f e c t i v e when,
driver). i n s t a r t i n g t h e e n ~ i n e ,t h e t h r o t t l e v a l v e
I n t h e d r i v i n g p o s i t i o n of t h e l e v e r f o r i s l i f t e d beyond t h e i d l i n g systeml
t h e s t a r t i n g c a r b u r e t t e r a t t h e handle-
b a r s , t h e packing ( 2 ) a t t h e s t a r t i n g The lower opening o f t h e s t a r t i n g mixing
p i e t o n ( 1 ) must completely s e a l t h e t u b e ends i n a s e p a r a t e s p a c e , t h e s t a r t i n g
~ t a r t i n gmixing t u b e ( 3 ) . compartment, which i s connected w i t h t h e
The c a b l e c o n t r o l a d j u s t i n g screw (4) must, compartment f o r t h e c e n t r a l f l o a t t h r o u g h
t h e r e f o r e , always be s e t i n such a manner t h e s t a r t i n g j e t ( 6 1 , Fig. 191.
t h a t a p l a y of about 1 mm i s p r e s e n t bettneen The d r i l l - h o l e o f t h e s t a r t i n g j e t is a r r a n -
c a b l e c o n t r o l s h e a t h and ad j u s t i n g screw. ged i n such a way t h a t , a f t e r t h e s u c k i n g
When t h e l e v e r f o r t h e s t a r t i n g c a r b u r e t t e r o f f of t h e amount o f f u e l s t a n d i n g i n t h e
a t t h e handle-bars i s s e t t o c o l d s t a r t i n g s t a r t i n g mixing t u b e , o n l y such an amount
p o s i t i o n ( t h e l e v e r i s drawn towards t h e o f f u e l l e allowed t o f o l l o w t h a t t h e
d r i v e r ) , then t h e s t a r t i n g p i s t o n with e n g i n e , w i t h t h e s t a r t i n g l e v e r drawn f o r
p a c k i n g i s l i f t e d and, t h u s , t h e upper a lonR t i m e , can j u s t p r o c e s s t h e t o o r i c h
o p e n i n g o f t h e s t a r t i n g mixing t u b e ( A ) , mixture.
F i g . 191, i s r e l e a s e d . The Fuel r e q u i r e d f o r s t a r t i n g i s p r e -
mixed i n t h e s t a r t i n g compartment.
The a i r r e q u i r e d f o r t h i s purpose i s sucked
up from t h e compartment f o r t h e c e n t r a l
f l o a t t h r o u g h a r e c e s e i n t h e upper Edge o f
t h e p a r t i t i o n w a l l . The c e n t r a l f l o a t i s
a e r a t e d through an o v e r f l o w t u b e (151, Fig.
196, which i s arranged i n t h e c e n t r e o f t h e
f l o a t chamber.

The f u e l flowe through t h e f l o a t v a l v e (16


i n Fig. 192) i n t o t h e f l o a t chamber. When
t h e f u e l l e v e l has reached a c e r t a i n h e i g h t
( F u e l l e v e l 1 , t h e f l o a t n e e d l e v a l v e is
c l o s e d by a sheet-mete1 n o s e (171, Pig.
196, which i s arranged a t , t h e h o l d e r of t h e
float.
With t h e engine r u n n i n g , due t o a c c e l e r a t i n g ,
t h e p a r t i a l load n e e d l e i s l i f t e d more o r
l e s s from t h e n e e d l e v a l v e (18) and, conse-
auently, t h e t h r o t t l e valve r a i s e d f o r t h e
same amount.
The a i r sucked up by t h e engine f l o w s
through e u c t i o n p o r t o f t h e c a r b u r e t t e r and,
hence, p a s t t h e a t o m i s e r i n s e r t . A s a conse-
quence, t h e f u e l i s sucked up t h r o u g h t h e
'main j e t ( 1 9 ) and n e e d l e j e t t o t h e s u c t i o n
port.
By t h e a t o m i s e r i n s e r t ( 1 8 i n Fig. 1961, t h e
f u e l i s atomised and mixed w i t h t h e a i r
f l o w i n g through. T h i s i g n i t a b l e f u e l - a i r
m i x t u r e i s t h e n conducted t o t h e engine.
Thc forrna.tion of an i g n i t a b l e m i x t u r e i n
i d l i n g i s due t o t h e i d l i n g j e t and t h e
s p e c i f i e d s e t t i n g o f t h e slow-running
a i r screw ( s e e F i g , 192, Nos. 8 a n d 11).
The c o r r e c t mixing r a t i o between f u e l and
a i r i n t h e p a r t i a l - l o a d r a n g e I s brought
about by t h e n e e d l e position, t h a t i s t o
say, the notch i n the needle holder i n t o
which t h e p a r t i a l - l o a d n e e d l e i s
Fig. 191. S t a r t i n g p i s t o n l i f t e d suepended.
(cold s t a r t i n g )
Fig. 192. C a r b u r e t t e r BVF 30 N 2-5 ( d t a r t i n g c a r b u r e t t e r ) , s e c t i o n a l view
( I ) Starting piston (6 Starting jet (10 T r a n s f e r p o r t ( 1 4 ) T h r o t t l e s t o p screw
( 2 ) S e a l washer (71 Needle j e t w i t h (11 Slow-running a i r screw ( 1 5 ) Vent tube f o r
( 3 ) S t a r t i n g mixing main j e t ( unscrewed) f l o a t chamber
tube (8) I d l i n g j e t ( 1 2 ) I d l i n g a i r duct ( 16) F l o a t v a l v e
(5) S t a r t i n g d u c t (g) I d l i n g duct (13) Kixing a i r duct ( 2 0 ) Atomiser i n s e r t
The n e e d l e h o l d e r not o n l y f i x e s t h e needle
f o r p a r t i a l load but a l s o g u i d e s t h i s needle
(upper p l a t e of the needle holder).
F o r s e t t i n g t h e n e e d l e , t h e lower p l a t e
( A ) of t h e h o l d e r i s d e c i s i v e ( ~ i g . 1 9 3 ) .
The n e e d l e h o l d e r l i e 8 f l a t on t h e bottom
o f t h e t h r o t t l e valve. The l a t t e r i n t u r n ,
d i s p l a c e a b l e a x i a l l y i n i t s g u i d e , i s press-
ed i n t o i t s i n i t i a l p o s i t i o n ( i d l i n g posi-
t i o n ) by a s p i n g which i s supported by t h e
c l o s i n g cap. $he s p r i n g f o r c e a c t s a g a i n s t
t h e c a b l e c o n t r o l f o r c e ( s e e Fig. 192).
1 . 4 2 . Buel Level Baeic Adjustment
Pcir t h e combustion i n t h e engine an Lgnit-
a b l e f u e l - a i r mixture i n t h e r a t i o 6f
1 35 (marin v a l u e ) 1 a . r e q u i r e d .
When t b i a r a t i o i s changed, e.g. by t h e
admission of more a i r ( 1 : 181, t h e mixture
w i l l become t o o lean.
When t h e a i r p r o p o r t i o n i s t o o s m a l l , e,g.
7 : 13, i t w i l l become t o o r i c h and
is hardly ignitable.
Fig. 793. P a r t i a l - l o a d n e e d l e with h o l d e r
The f u e l l e v e l t o be k e p t c o n s t a n t i n t h e The dimeneion ( 2 7 mm) g i v e n i n F i g . 194
f l o a t chamber i s r e g u l a t e d by t h e f l o a t means f u l l y spring-loaded damping o f t h e
n e e d l e v a l v e and t h e f l o a t . f l o a t needle - a s l i g h t correction is,
e f f e c t e d a t t h e tongue ( A ) .
The a d j u s t m e n t o f t h e f u e l l e v e l s u b s t a n - NOTICE:
t i a l l y c o n t r i b u t e d towards t h e f o r m a t i o n
of t h i s f u e l - a i r r a t i o . On no account should t h e tongue (A) be
b e n t downward towards t h e h o l d e r o f t h e
f l o a t s because i n t h i s e v e n t t h e f l o a t
n e e d l e v a l v e w i l l n o t be opened s u f f i c i e n t -
l y s o t h a t f u e l i s admitted a t a slow r a t e ,
a f a c t , which l e a d e t o t o o l e a n a m i x t u r e
with i n c r e a s i n g r o t a t i o n a l speeds of t h e
engine !
The dimeneion (33 mm) g i v e n i n Fig. 195
l i m i t s t h e f l o a t t r a v e l downwards and can
be r e a d j u s t e d a t t h e s t o p tongue ( B ) .
NOTICE :
The f l o a t t ~ a v e lmust not be s m a l l e r t h a n
6 mm ( t h e d i f f e r e n c e between 33 and 27 mm)!

7.1.4.3. F u e l Level - Fine Adjuetment


I f a l e v e l t e s t i n g equipment i s n o t a v a i l -
a b l e , t h e f u e l l e v e l can be measured d i r e c t -
l y a t t h e c a r b u r e t t e r i n t h e v e h i c l e . For
t h i s purpose, an o l d f l o a t chamber i s r e -
q u i r e d which i s provided w i t h a c u t . 20 mm
wide and 25 mm long, i n t h e narrow end s o
Fig. 194. F l o a t v a l v e c l o s e d , measured t h a t t h e f l o a t n e e d l e v a l v e becomes v i s i b l e
w i t h o u t packing and which i s c l o s e d w i t h a p i a c r v l p l a t e
(A) Closing p l a t e glued i n p l a c e . A s e p a r a t e a p p l i c a t i o n
a d h e s i v e should be used.
A f u e l l e v e l s e t t o o high means - too
r i c h a mixture; B f u e l l e v e l s e t too
low means - t o o l e a n a mixture. There-
f o r e , t h e b a s i c adjustment o f t h e f u e l
l e v e l is o f p a r t i c u l a r importance.
P l e a s e , t a k e t h e i l l u s t r a t i o n s F i g . 194
and 195 i n t o c i n s i d e r a t i o n !
F o r t h e b a s i c a d j u s t m e n t of t h e f u e l
l e v e l always stkrt from t h e f a c t t h a t
t h e tongue ( A ) i n F i g . 194 must be p a r a l l e l
t o t h e h o l d e r o f t h e f l o a t . An extremely
b e n t tongue ( A ) means t h a t t h e h o l d e r o f
t h e f l o a t i s d i s t o r t e d a t t h e lower s o l d e r -
ing j o i n t ( k i n k a n g l e ) . I n t h i s c a s e , t h e
f l o a t s must be r e s e t t o t h e b ~ s i cdimen-
s i o n 30.0 mm ( w i t h t h e f l o a t v a l v e c l o s e d
and t h e demping o f t h e f l o a t n e e d l e n o t
depressed) uniformly(in t h e kink
a n g l e , lower s o l d e r i n g j o i n t ) .

F i g . 196. C a r b u r e t t e r lower p a r t ( s e c t i o n a l
view) f u e l l e v e l
( 1 5 ) Vent t u b e f o r t h e f l o a t chamber
( 1 7 ) C l o s i n g p'late o f t h e f l o a t v a l v e
( 1 8 ) Needle j e t w i t h j e t c a r r i e r
( 1 9 ) Main j e t
( 21 ) Spring-loaded f l o a t n e e d l e
( 2 2 ) F l o a t v a l v e , complete

On t h e p i a c r y l p l ~ t eglued i n p l a c e , t h e
dimension o f 14 mm, s t a r t i n g from t h e
s e a l i n g surface, i s projected.
Fig. 195. F l o a t v ~ l v ef u l l y open,
measured w i t h o u t packing
(B) S t o p tongue
The f l o a t chamber p r e p e r e d i n t h i s way i s 7.2. Fault Localisation
a t t a c h e d w i t h PACKING t o t h e c a r b u r e t t e r t o 3.2.1, TOO Lean a Mixture
be measured. A n a c c u r a t e measurement depends The f a c t t h a t t h e f u e l - a i r m i x t u r e becomes
on t h e fact t h a t t h e flow r a t e of t h e f u e l
i s 12 1 p e r hour. The f u e l t a n k muet be a t t o o l e d n i s i d e n t i f i e d by t h e f o l l o w i n g
l e a s t half f u l l i n order t h a t the specified features:
p r e s s u r e on t h e f l o a t n e e d l e v a l v e 3 s g i v e n . 1 , Severe b u r n i n g o f t h e e l e c t r o d e s o f
P l u g t h e c a r b u r e t t e r , which i s cleaned and t h e sparking-plug;
checked f o r p r o p e r b a s i c a d j u s t m e n t , i n t o 2. Beads a p p e a r a t t h e s p a r k i n g - p l u g ;
t h e f u e l hose and open t h e f u e l cock. F u e l
w i l l be a d m i t t e d i n t o t h e f l o a t chamber 3. Within t h e r a n g e from h a l f t o f u l l
u n t i l t h e f l o a t l i f t e d by t h e r a i s i n g t h r o t t l e , t h e power d e l i v e r e d by t h e
f u e l l e v e l c l o s e s t h e f l o a t needle valve, e n g i n e i s t o o low;
t h u s , i n t e r r u p t i n g t h e f u e l f e e d , The 4. The e n g i n e t e n d s t o become s t u c k !
l e v e l now a c t u a l l y p r e s e n t i n t h e f l o a t
chamber i s compared w i t h t h e marking a t F a u l t s and d e f e c t s which c a u s e t h e m i x t u r e
the inspection g l a s s a n d , i f required, t o become t o o l e a n and t h e i r remedies:
c o r r e c t e d by r e a d j u s t i n g t h e tongue (A),
F i g . 194. 1. A i r f i l t e r f a i l s t o f i t p r o p e r l y i n
the c e n t r i n g c o l l a r of t h e intake
When t h e f l o a t n e e d l e v a l v e i s l e a k y , s i l e n c e r casing
t h i s i s i n d i c a t e d by t h e d r i p p i n g vent
( 1 5 ) , Fig. 196. I n t h i s c a s e , demount - Remove t h e a i r f i l t e r and f i t i t
t h e v a l v e and once more c a r e f u l l y c l e a n correctly i n the centring c o l l a r .
i t ; If i t t h e n i a s t i l l l e a k y , i t m u s t 2. A f t e r improper h a n d l i n g , t h e a i r f i l t e r
be r e p l a c e d by a new one. h a s been damaged.
The f u e l l e v e l is 14 + 1 mm measured from - R e p l ~ c et h e a i r f i l t e r by a new one.
t h e t o p edge o f t h e f l o a t chamber. 3. Packings between a i r f i l t e r c a s i n g and
i n t a k e e i l e n c e r o r between a i r f i l t e r
7.1.4.4. I d l i n ~Adjuetment c a s i n g and freme d e f e c t i v e .
NOTE: - Replace t h e packing5 o r r e - t i g h t e n t h e
screwed c o n n e c t i o n s .
1. The c e r b u r e t t e r should be a d j u s t e n d when
t h e e n g i n e s t i l l h a s operafing; tempem- 4. Packing between ~ i f ri l t e r c a s i n g end
ground .
t u r e . The v e h i c l e m u s t s t a n d on p l a n e cover missing o r defective.
- F i t a new p a c k i n g o r r e p l a c e t h e
2. The i d l i n g p o s i t i o n of t h e t h r o t t l e val- o l d one by R new one
ve s h o u l d n o t be s e t by means of t h e
a d j u s t i n g screw f o r -the t h r o t t l e c a b l e 5. Connection t o c a r b u r e t t e r i s d e f e c t i v e
c o n t r o l b u t by t h e s t o p s c r e w f o r t h e o r porous o r i t f a i l s t o f i t p r o p e r l y
t h r o t t l e valve. i n i n d r i l l - h o l e of the intake s i l e n -
The s t o p screw (14) f o r t h e t h r o t t l e v a l v e c a r casing.
i s a d j u s t e d i n s u c h a way t h a t t h e engine
r u n s p e r f e c t l y smooth. Then t h e slow runn-
- Replace t h e c o n n e c t i n g p i e c e by a new
one o r a l i g n i t .
i n g a i r s c r e w ( 1 1 ) i s f u l l y t u r n e d down
and s l a c k e n e d back t h r o u g h one r e v o l u t i o n . 6. I n t a k e socket porous.
Subsequently, the slow running a i r screw
i s screwed down and back f o r t r i a l t o
- Replace t h e i n t a k e s o c k e t by a new one
or - i f s t i l l p o s s i b l e - s e a l i t by
f i n d t h e maximum r o t a t i o n a l speed of t h e means of a r t i f i c i a l r e s i n .
engine. When i t has been found, t h e s t o p
screw f o r t h e t h r o t t l e v a l v e m u s t be s e t 7. I n s u l a t i n g f l a n g e broken o r p o r o u s ;
i n s u c h a way t h a t t h e e n ~ i n ea g a i n packings d e f e c t i v e .
r e a c h e s t h e i d l i n g speed ? s e e Fig. 192). - Replace t h e p a r t s i n q u e s t i o n by
T h i s p r o c e s s must be r e p e a t e d u n t i l t h e new ones.
e n n i n e epeed w i l l no l o n g e r change when
t h e slow r u n n i n g a i r screw i s a d j u s t e d . 8. Fuel f e e d i n s u f f i c i e n t due t o :
When, a t t h e b e g i n n i n g o f t h e a d j u s t i n g d i r t y f u e l cock,
o p e r a t i o n s , t h e speed does n o t change compressed r u b b e r s e a l r i n g ,
when t h e s l o w r u n n i n g a i r screw i a regu- hardened o r d e f e c t i v e f u e l l i n e ,
l a t e d , t h e n t h e i d l i n g j e t i s clogged.
clogged vent h o l e i n t a n k c o v e r .
If t h i s a d j u s t m e n t is performed c o r r e c t -
l y , t h e n t h e e n g i n e w i l l show a p e r f e c t - demount t h e f u e l cock and c l e a n i t s
t r a n s i t i o n from i d l i n g t o t h e p a r t i a l parts separately,
load range. - d e f e c t i v e and hardened f u e l l i n e s and
7.1.5. I n t a k e Connection and t h e damaged r u b b e r p a c k i n g m u s t
be r e p l a c e d by new o n e s ,
It i s t h e t a s k of t h e i n t a k e connection t o
f i x t h e p o s i t i o n o f t h e c a r b u r e t t e r and - t h e h o l e i n t h e t a n k c a p must be
cleaned by blowing compressed a i r
t o e s t a b l i s h t h e c o n n e c t i o n between c a r -
b u r e t t e r and i n l e t o r t of t h e c y l i n d e r . through it.
I t i s f s s t e n e d t o t i e c y l i n d e r by meane 9. The p a r t i a l - l o a d n e e d l e i s suspended
o f hexagon n u t s and s t u d b o l t a . t o o deep.
I n o r d e r t h a t t h e h e a t from t h e c y l i n d e r
is n o t transmitted t o t h e cfirburetter, - The p a r t i a l - l o a d n e e d l e m u s t be sus-
pended a t one o r more n o t c h e s h i g h e r
a p l a s t i c f l a n g e and two packtnge are
i n s e r t e d ( i n f r o n t o f and behind t h e u n t i l t h e normal m i x i n g r a t i o i s
p l a s t i c f l a n g e ) between t h e i n t a k e reached.
a o n n e c t i o n ~ n dt h e c y l i n d e r .
10. Central f l d a t i s d i s t o r t e d
i s i n s u f f i c i e n t l y opened
- f l o a t valve 3 * P a r t i a l - l o a d n e e d l e i s suspended
a t a n o t c h which i s a t t o o high a l e v e l
-
Adjust t h e c e n t r a l f l o a t . - Suspend t h e p a r t i a l - l o a d n e e d l e lower
f o r one o r more n o t c h e s u n t i l a
11. F l o a t n e e d l e jams normal r a t i o o f mixing has been
-P o l i s h t h e f l o a t n e e d l e and through reached.
b o r e s i n t h e v ~ l v ebody, 4. Needle j e t and p a r t i a l - l o a d n e e d l e
-Check t h e v e l v e f o r f o r e i g n p a r t i c l e s , m m (more than 20,000 km of road
operation)
-Replace t h e f l o a t n e e d l e and t h e
v a l v e s e a t f o r new p a r t a . - Replace t h e two p a r t s by new ones.
5. F l o a t v a l v e l e a k y
7.2.2. Too Rich a Mixture Cause: 1) v a l v e d i r t y ,
The f a c t t h a t t h e f u e l - a i r mixture becomes 2) f l o a t needle worn
t o o r i c h i s i d e n t i f i e d by t h e f o l l o w i n g - Clean -the f l o a t v a l v e ,
features:
1. S t a r t i n g the engine i s d i f f i c u l t ;
- it' a new f l o a t n e e d l e .
2. Engine power o u t p u t drops w i t h i n c r e a s -
Central f l o a t distorted
remains open t o o wide
- f l o a t valve
i n g t e m p e r a w r e of t h e e n g i n e ;
3. High f u e l consumption;
- Adjust t h e c e n t r a l f l o a t .
Main j e t t o o l a r g e
tt
4. I n c l i n a t i o n s i m u l a t e a "four-
- Use a n o t h e r main j e t w i t h t h e same
s t r o k e engine ;
dimension p r i n t e d on i t ( j e t s with
5. Sparking-plug w i t h t h e e p e c i f l e d t h e same nominal dimension d i f f e r
calorific v a l u e i s o i l e d up; bv t h e i r t o l e r a n c e s ) .
6. Formation of smoke i n t e n s e and v i s i b l e - I? t h i s f a l l s t o be a remedy, use
i n t h e s t a t e when t h e engine has t h e next smaller jet.
o p e r a t i n g temperature. 3. Packing i n s t e r t i n g p i s t o n damaged
- Replace t h e packing by a new one.
F a u l t s and d e f e c t s which cause t h e 9. S p r i n g f o r s t a r t i n g p i s t o n has an
m i x t u r e t o become t o o r i c h and i n s u f f i c i e n t pre-t ension
t h e i r remedies:
1. Dry a i r f i l t e r i s too o l d (more than
- Replace t h e s p r i n g by a new one.
10,000 km of road o p e r a t i o n ) 10. Sheath of t h e c a b l e c o n t r o l f o r t h e
- Replace t h e a i r f i l t e r by a new one.
s t a r t i n g d e v i c e has no c l e a r a n c e ;
consequently, t h e s t a r t i n g p i s t o n
2. Dry a i r f i l t e r has become wet cannot s e a l p r o p e r l y t h e s t a r t i n g
mixing t u b e
Cause: A i r f i l t e r c a s i n g n o t t i g h t
w a t e r has e n t e r e d
- - Adjust t h e c a b l e c o n t r o l s h e a t h
- Dry t h e a i r f i l t e r , r e p l a c e i t ,
so t h a t a c l e a r a n c e of 1 mm i s
given.
i f required.
Fig. 197. Range of S p e c i a l Tools f o r t h e ETZ 250

8.1. L i s t of S p e c i a l Tools
Spare Drawing
Reference
.
lio No.

Engine assembling d e v i c e 22-50.014 la


Clamping p i e c e r e a r 1) 89-99.321 lb
Clamping p i e c e , f r o n t complete 11 89-99.322 lc
C e n t r i n g b o l t f o r swing-f.ork (05-MW 26-41 89-99-055 2
E x t r a c t o r f o r b e a r i n g i n c o n t r o l head 22-51.006 3
F i t t i n g d e v i c e f o r r u b b e r b e a r i n g i n swing-fork 22-51.445 4
Expanding mandrel f o r wheel b e a r i n g (H 8-820-3) 89.99.090 5
Assembly d e v i c e f o r gearbox 29-50.011 6
Measuring i n s t r u m e n t f o r end p l a y of c l u t c h d r i v e r
( 05-MIJ J 3-41
Clutch clamping d e v i c e (05-MV 150-2)
Holding-up d e v i c e f o r gearbox s p r o c k e t wheel (05-MW 45-31
E x t r a c t o r f o r d r i v i n g g e a r (05-MV 45-3)

1 ) For t h e completion o f engine assembling d e v i c e s purchased up t o 1980


f o r t h e ETZ 250 engine
Spare
H0 .
Ref erenoe
B0

Preseing-out dsvl'oe f o r gudgeon pin ll


Pieton support 12
I g n i t i o n timing gauge wlthout
Anchor p u l l i n g ecrew (02-m 39-41 13
Drift f o r locating eleeves (1 l-MW 3-4) 14
Guide mandrel f o r gudgeon p i n (05-MW.19-4) 15
Drift f o r bearings 6203 and 6204 ( 1 7 - n 7-4) 16
Drift f o r bearing 6306 17
F i t t i n g t o o l f o r packing r i n g 30 x 72 X 7, dynamo eids 78
F i t t i n g t o o l f o r p ~ c k i n gr i n g 30 x 72 X 7, c l u t c h aids 19
Aeeemblhg bridge X)
Ball bearing e x t r a c t o r (bearing 6306) 21
Pulling sleeve (clutch - thread H 24 X 1.5) 22
Preseing epindle f o r presaing piece 23
Extracting ecrew f o r bearing 6203 24
Clamping c a r t r i d g e 25
F i t t i n g wrench f o r teleecopio fork (19-MU 22-1) without
Spacer r i n g
26
Piston r i n g p l i e r s (05-MW 141-4) 27
Clamping r i n g (05-MW 147-4) 28
Special epanner f o r ahock absorber (05-MW 82-4) 29
8.2. Drawings of Special B o l e
l a l l l l l l l P I P t l l l P I P = s P I P = . I E L I ~ t ~ I

1. E n ~ i n eAeeemblina Device
22-50.014

A l l assembling devlcee sold by NZ


u n t i l 1980 cannot be used f o r holding
t h e engine of type EU 250.
The MZ Spare S a l e Department o f f e r e f o r
modifying t h e s e o l d e r devicee
rnodiftcation s e r a c o n s i e t i n g of
clamping p i e c e 89-99.321, r e a r an'd
cEamping p i e c e , f r o n t complete,
89-99.322
t o cuetomere e n t i t l e d t o purchaee
e p e c i a l 'tools.
I n a d d i t i o n , t h e f r o n t cIamping point
a t t h e 22-50.014 device muet be modi-
f i e d according t o drawing l a ; t h i a i s
poasible by meane of t h e ueual work-
shop t o o l e . .Fig. la. Modification of the clamping
p o i n t of t h e assembling
.device 22-50.014

Fig. lb. Clanping piece, r e a r , Pig. Ic. Clamping piece, f r o n t , complete,


89-99.321 89-99 322
2. Centrlnn bolt for erinn-fork (05-MW 26-4) 89-99.052

Par* Quantity Description Material Rough Size Remarks


1 centring bolt C 15 K g 18 x 255 caee hardened
3. Extractor for bearing in control head 22-51.006

Part Quantity Description Material Rough Size Remarks


1 C 45 0 30 X 80 hardened and
1 pipe 76 X 10 St 35 hb 75 long tempered
1 St 38 b-2 0 65 10) welded part
1 St 38 b-2 K
130) welded part
1 hexagon head ecrew I
M 1 6 ~
1.5.x 35 TGL 0-96 1
1 St 38 b-2 K @ex92
l 16 Mn Cr 5 !l
36 X 30 case hardened
1 circlip 28 X 1.6 TOL 0-9045
Part 1

T e l l 8 m l t F e e t s i t z elngepaDt ='
Part 8 mounted with t i g h t f i t
Nominal dimension Allowance
Parts 4/5

Part 6

Part 7

Einzelheit X PaBmaD =
1 2 : 1 = Nominal d imene ion
D e t a i l X, s c a l e 2 : l
4. F i t t i n g d e v i c e f o r r u b b e r bear in^ i n s w i n p f o r k
22-51.445

- - -

Part Quantity Description Material Rough S i z e Remarks

St 38 b-2 070x20
c 45 $ 23 X 170 nickel-plated
S t 38 b-2 K 32 X 125 nickel-plated
- 103 -
5. Ex~andingmandrel f o r wheel bearinn ( H 8-820-3) 8.9-99.090

gehartet und angelossen


HRC 4.7.-51 l-
P

gehartet und angelaeeen =- hardened and tempered


HRC 4 7 - . . . 51 S HRC 47 to 51

Part Quantity DescrFption Materfa1 Rough Size Remarks


1 1 driver b o l t c 15 15 X 170 caee hardened
2 1 expanding bush 67 S i Cr 5 8' 25 X 65
3 1 hexagon-head bolt M 8 X 45 TGL 0-561

6. Assembly device f o r nearbox 29-50.011

5oagh S i z e Remarks
7 St Zu -A 2 2 X 88 X 205
instrument f o r end lay o f c l u t c h driver (05-ML 13-41 89-99.117

1.

36 (24 b e i MeDuhr 0 60) = a l l e unbemaDten = a l l r a d i i without dimen-


36 ( 24 f o r d i a l gauge 0 60) Radien R = l mm aions have a radiue o f
R = l m

Part Quantity Deecription Mat e r i a l Rough Siae Remarke

1 1 recept i o n c 15 0 60 X 48 caee hardened


2 1 probe b o l t silver steel fa 5 X 40
3 1 f i l l i s t e r - h e a d screw
M4x12 TDL 0-84
4 1 d i a l gauge 0 40
8. Clutch clamping device (05-MV 150-2) 89-99.071

P ~ r t Quantity Deecription hterial Rough S i z e Remarks

pipe 28 X 4 S t 35 hb 30 long
crankshaft end 05-43.058 t o be employed
S t 38 b-2
S t 38 b-2 l0 X
26
9 x40 1 welded part

S t 38 b-2) 0 45 X 45
c l i n d r i c a l pin
B
7 m6x80 1 welded
part TGL 0-7

c lindrlcal pin
g m 6 x 6 0 TGL 0-7
c l r c l i p 22 X. 2 TGL 0-9045'
hexagon-head ecrew
M8x50 TGL 0-933
hexagon nut M 8
Part 1

feinstgedreht = precision turned PaBmaB = nominal dimension AbmaB = allowance


i n a lathe
Kegel = cone gehiartet und g e s c h l i f f e n = hardened and ground
( a ) Gewinde weich = ( a ) thread s o f t

Part 2
e n t f e t t e t , phosphatiert=
degreased, phoephatieed
PaBmsd = nominal dimension AbmaB - allowance

Part 5

PaBmaB = nominal dimension AbW a allowence


\C
hertgel5tet = braeed
9. Holdina-ur, device f o r Rearbox evrocket wheel (05-MW 45-3) 89-99.051

Hartltlten P brazing

Part Quantity Deecription Mabe~ial Rough Size Remerke


1 1 wrench ) welded S t 34 K 16 X 8 X 270 TDL 0-1652
2 1 r o l l e r chain 1 Part 12.7~8.51. DIN8180
10. E x t r a c t o r f o r d r i v i n a Rear (05- MV 45-3) 89.99.064

vrwl

Gewinde verstemmen thread t o be caulked S p l t z e andrehen = t i p t o be turned I n l a t h e


-- - --

Part Quantity Description Material Rough S i z e Remarks


1 1 st 38 U-2 30~20~120 TGL 7 73
2 1 c -45 0 18 X 62 TGL 7;70
3 1 c 45 # 18x70 TGL7970
4 1 ) welded S t 38 K 0 8x145 TGL 7970
5 1 ) p a r t hexagon-head a c r e s M 12 X 80 t i p turned
6 2 hexagon n u t M 10 TGL 0-934
11. Pressing-out device f o r gudgeon .pin 22-50.010

Druckstff ck muD s i c h t h r u s t member m u s t


scharfkantig ausgefiihrt = vernietet = noch d ~ e h e n = be capable o f
provided w i t h s h a r p edge riveted laeeen being turmed
-
P a r t Quantity Description Material Rough Size Remarks
1
2
?
1
S t 38 b 2
s p r i n g s t e e l band 0.6 mm t h i c k C K 67
- 30~10x72 TGL 7973
!EL 7975
3 1 C K 45 Q 20x20
4 1 ) welded S t 38 K # 8x100 TGL 7970
5 l 1 part St 38 K 0 5x30 TGL 7970
6 hexagon-head screw ?A 12 X 100 TCL 0-933
7 4 washer 0 5.3 TGL 0-125
8 4 f l l l l s t e r - h e a d screw M 5 X 12 M L 0-84-5 S
12. Piston suvport 22-50.412

-.-. . - -.

Part Quantity Description Material Rough S i z e Remarks


1 fork HGW 2088 180x35~20 TGL 12 246

: r 4
, \ , I , '
13. Anchor ~ u l l i n nscrew (02-MW 39-4) 89-99.026 ?

Part Quantity Description Material Rough S i z e Remarks


1 1 hexagon-head screw 1 10 X 90 lug tuned in
l a f be
2 1 handle 0 8 X 125
- 111 -
14. Drift for locatin~sleeves (11-hW 3-4) 09-99.072

Part Quantity Description Material Rough Size Remarks


1 drift c 15 0 15 X 145 case hardened

,15. Guide mandrel for uud~eonpin (05 bW 19-41 89-99.051

Part Quantity Description Material Rough Size Remarka


1 guide mandrel St 38 b-2 $ 20 X 145
- 112 -
16. D r i f t f o r bearings 6203 and 6204 (11 MW 7-4) 89-99.071

a l l e unbemaoten = f o r a l l r a d i i without
Radien R = 1 mm dimension R = 1 mm

Part Quantity Description Material Rough S i z e Remarks


1 drift c 15 50 X 100 case hardened

17. Drift f o r beart= 6306 29-50.405

. -- - -...
Part Quantity Deecription &t e r i a l Rough Size ~emarka
18. F i t t i n g t o o l f o r ~ a c k i nr i~n g ( 3 0 x 7 2 ~ 7 )29-50.406 (dynamo s i d e )

p o l i e r t = polished Kegel 1 : 5 = cone 1 : 5

Part Quantity Description Material Rough S i z e Remarks

) welded part
1 3
3 1 pipe 28 X 6 St 35 hb 50 long TGL 1 4 100

13. F i t t i n g t o o l f o r packing r i n g ( 3 0 x 7 2 ~ 7 )29-50.409 (clutch side)

T e i l e 1 und 2 galvanisch verzinken = Parts 1 and 2 t o be galvanised

Part' Quantity Description Material Rokgh S i z e Remarks

) welded part
1 3
SchweiBnShte: welding seams Fraser 50 = m i l l i n g c u t t e r 50 i n d i a m e t e r
p l a n e n b i s Poe. 8/9 = t o be faced u n t i l i t e m s
Auflage h a t 8/9 make c o n t a c t
ohne schwelDnaht = without welding seem
kontrollbearbeitet = control finished

Part Q u a n t i t y Description Material Rough S i z e Remarks

1 1 U-steel 6 '/2 St 38 b-2 350 l o n g ) TGL 0-1026


2 1 St 38 b-2k $ 20 ~8 )
3 1 St' 38 b-2 5 x 6 0 ~ 1 11
5 ) welded p a r t
4 1 St 38 b-2 12x55 )
5 1 +;asher R 8.5 TGL 0-440
6 1 S t . 38 b-2 6x25~30 welded p a r t
7 1 hexagon-head screw M 10 X 70 TGL 0-931
8 1 hexagon n u t M 10 TGL 0-934
21. B a l l bearinn e x t r
bearinn 63ub C 22-

Zapfen gehgrtet = pin hardened


Part Quantity Description Material ~ o u : ~S ihz e Remarks
l 1 c 15 20x100~105 carbonitrided
2 2 hexagon-head screw M8x70 TQL 0-931
3 2 hexagon-head' screw M 8 X 100 TGL 0-933
22. P u l l i n g s l e e v e c l u t c h - thread M 24 X 1.5 (22-50.435)
--, t
9 ,i 5 '5 /"1

vergiiten .= t o be hardened and tempered

Part Quantity Description Material Rou~hS i z e Remarke


6-45 x 112 hardened and temp.
- 116 -
a. Pressing spindle with pressing piece 22-50.437

4 \ Bund entgraten

Bund entgraten = collar to be burred


Achse 22-25.003 verwenden = Use axle 22-25.003

Part Quantity Description Material Rough Size Remarks


1 1 pre~singspindle C' 60 K 0 15.4 X 169.5
2 1 pressing piece C 45 K $ 22 X 18
24. Extracting ecrew for bearinn 6203 (22-50.438)

Part Quantity Deecripffon Maf erial Rough Siee Remarke


1 1 hexagon nut M 12 TGL 0-934
2
3
1
1
hexagon-head bolt M 12 X 80
cylindrical pin 8 X 6 X TOO 1 welded
part
TGL 0-933
TGL 0-7

25. clamp in^ cartridge 22-50.439

Part Quantity Deecription Material Rough ~ i e e


f 1 olamping cartridge C 60 fd 25 X 75
2 1. bolt 10 x 40 m 0-1433
26. S p a c e r ( n o t on s a l e by MZ)

Rohr 35 x 4.5 = p i p e 35 x 4.5 Kanten 1 x 45O g e ~ r o c h e n= edges chamfered 1 X 4

Part Quantity Description Material Rough S i z e Remarks


1 pipe ) welded p a r t
1 1

27. P f s t o n r i n a p l i e r s (05-MW 141-4) 89-99.124

Ansicht X M 2 : 1 = View X s c a l e ' 2 : 1


-.- --- -
Part Quantity Description Msterial Rough S i z e Remarks
1 l o c k - r i n g p l i e r s A 1 60 TGL L 8-72 5
- 119 -
28. clamp in^ r i n a f o r p i s t o n r i n g s 05-MW 147-4 (89-99.128)

F o r t h i s t o o l a l s o u s e s p e c i a l p l i e r s 05-Msl 141-4

Part Quantity Description Material Rough S i z e Remarks


1 S t 38 U-2 $ 90 X 15

29. S p e c i a l s p a n n e r f o r shock a b s o r b e r (05-MW 82-4) 89-99.052

Rohr p r e s s e n = p i p e t o b e p r e s e e d SchweiBnaht d a r f n i c h t i i b e r s t e h e n = weld must n o t


project
- -

Part Quantity Description Material Rough S i z e Remarks


1
2
1
1
ring
p i p e 1 8 X 1.5
M ST 3
St 35 hlj
35 X 35
185 l o n g )
1
welded p a r t
ques - Cycle P a r t s
------------------
B u t e f o r t h e c y l i n d e r head 26 Bm Nut f o r c o n t r o l tube
('2.6kpm)
Screw plugs f o r t e l e s c o p i c 150 Mm
fork (15.0 kpm)
F i l l i s t er-head screws f o r 13 Mm Clamping screws a t lower 20 Nm
c a s i n g , dynamo cover and (1.3 kpm) clamping head - t e l e e c o p i c (2.0 kpm)
c l u t c h cover fork
Screws f o r s e a l i n g cap Hexagonal socket-head 20 Nm
of d r i v i n g s h a f t 5 Nm bolt (2.0 kpm)
(0.5 kpm) Clamping screw - 20 Nm
Screws f o r r e t a i n i n g cap - 5 Nm f r o n t wheel a x l e (2.0 kpm)
dynamo (0.5 kpm) Front-wheel and rear-wheel 80 Em
Screw f o r armature f a s t e n i n g 20 Nm axle (8.0 kpm)
( dynamo (2.0 kpm) Nut f o r f l a n g e 8 b o l t - r e a r 80 Nm
stud b o l t s f o r cylinder 20 Mm wheel d r i v e (8.0 kpm)
fae t ening (2.0 kpm) Suspension u n i t f a s t e n i n g , 26 Nm
C l u t c h f a s t e n i n g nut 80 t o 100 Nm top (2.6 kpm)
(8 t o TO kpm) Suspension u n i t f a s t e n i n g , 45 Nm
Nut f o r d r i v e g e a r 68 t e e t h 60 Nm bottom (4.5 kpm)
(6.0 kpm) Engine f a s t e n i n g , r e a r 26 Nm
Nut f o r sprocket wheel 60 liTm (2.6 kpm)
a t gearbox (6.0 kpm) Engine f a s t e n i n g a t rubber 26 Mm
Screws f o r end cap i n 8 Mm element ( c y l i n d e r head) (2.6.kpm)
c l u t c h cover and speedo- (0.8 kpm) Exhaust pipe f a s t e n h a t o 150 Nm
meter d r i v e cylinder (15.0 kprn)
M 8 f a s t e n i n g screws f o r
exhaust system

Swing-fork b e a r i n g b o l t
( s p r i n g s f u l l y extended)

Wiring diagram of t h e
e l e c t r i c a l aystem YIZ 6 V / 72 V