OCR_ Dnepr MT10-36_Owner_Manual_1980

Due to continuous development of the product aimed
at the improvement of its reliability and operating conditions there may_ be so me negligible discrepancies between the product design a nd its description in this publicat ion.
•
To the Customer's Notice
Check the comp leteness of the motorcycle set. Each
motorcycle is sold complete with:
I. Certificate.
2. Operating Instructions.
3. Brief Instructions on the Use of Storage Batteries.
4. Tool Kit.
5. Spare Pads Kit._
.
Due to the constant· ..9evelopm~nt of the motorcycle
design some minor modifications not indicated in this
manual can be expected in the purchased machine.
Before starting motorcycle operation do not fail to
fill the air cleaner bath with 150 cm3 of oil.
To avoid burning through of the silencer in case of
the engine operation on too rich mixture and with late
ignition advance angle, care should be taken to correctly
adjust the carburattor and to set the ignition advance
angle (see "Adjusting the Carburettor" and "Ignition Timing").
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MOTORCYCLE
"Dnepr" MTI0-36
OPE RATING INSTRUCTIONS
VfO AVTOEXPO RT
e
U SS R
0
MOSCOW
CONTENTS
Page
Introduction
Specifications
. . .
.
Controls and Instruments
Preparing a Motorcycle for Use
Operating Instructions
.
.
.
.
. . . .
.
.
.
.
. . . . .
Driving Procedure
Design, Operation and Adjustment of Motorcycle B11sic
Troubleshooting . . . . .
.
.
. . .
Technical Servicing
Storage
.
.
.
.
.
Bea rings Used in Motorcycle .
Rubber Collars Used in Motorcycle
3
5
7
. .
. .
Units
. .
11
12
14
1!1
81
85
89
89
93
8004
INTRODUCTION
The "Dnepr" motorcycle model MTl0-36 is a roadster-type heavy-class vehide designed for operation with a sidecar.
T·h e general view of the motorcycle is given in Fig. 1.
Fig. 1. Motorcycle "Dnepr" MTI0-36
This manual is the main guide for carrying out correct maintenance and operation of the MTl0-36 motorcycle. It states, though
briefly but rather clear, the main motorcycle specifications, its design, and principle of operation of its basi c units and mechanisms.
The m anual .iists the necessary data on troubleshooting. The terms
and scope of the motorcycle maintenance operations are given taking into account the .peculia rities of its operation as well as the
storage rules between the operating periods.
It should be borne in mind that neli able and troublefree operation
of the motorcycle depend first of all on strict adherence to therequirements set forth in these Operating Instructions.
The book ·c~mtains the following basic sections:
3
General Information;
Safety Precauti ons
S.pecifications;
Controls and Instruments;
Preparing a Motorcycle for Use;
Operating Instructions;
Design, Operation and Adjustment of Motorcycle Basic Units and
Mechanisms;
Troubleshooting;
Technical Servicing;
Storage;
A,ppendix.
GENERAL INFORMATION
When buying a new motorcycle be sure to check its completeness.
Each mo torcycle is sold complete with the following:
l. Certificate
2. Operating Instructions
3. Storage battery brief mairutenance instructions
4. Tool bag
5. Bag with s-pare parts
Prior to motorcycle operation do not fa il to fill 150 cm3 of oil
into the air cleaner oil bath.
The storage batteries should be operated in accordance with their
operating instructions shipped complete with the motorcycle.
Never leave the motorcycle with the ignition switched on, even
for a short period of motorcycle parking. This will lead to discharge
of the storage batteri es and failure of the ignition coil.
To lubri cate the mot•orcycle units a.nd assemblies use should be
made only of oils and lubricants specified in the operating instructions.
Do not use oils and lubricants not specified in the operating instructions.
The jobs of technical .servicing listed in the operating instructions can be performed by the customer himself but if it is possihle, it is desirable to apply to a service station since it is provided
with special equipment and skilled personnel.
SAFETY PRECAUTIONS
When applying ethylated gasoline for feeding the engine do not
forget that it is very toxic. The ethylated gasoline, when penetrated
into the gastrointestinal tract, ap plied to the skin ·or when its va pour
is inhaled causes heavy poisoning.
When usi ng ethylated gasoline (in contrast to gasoline without
anti-knock dope the ethylated gasoline is of blue, orange or other
bright colour) observe the following safety precautions:
4
do not suck gasol-i ne rt hrough a hose with your mount;
never use gasoline for washing hands and parts of the motorcycle;
do not spiil gasoline in closed rooms;
before removing carbon deposit from the surfaces of cylinder
head combustion chambers, piston heads, and valve heads wet the
carbon deposit with kerosene or light oil, this will prevent f,o rmation
of lead-containing dust.
When .i nspecting the mechanisms and during technical servicing
do not use open flame for lighting or heating oil in the cases of the
motorcycle assemblies.
In mounting a.n d dismounting the motorcycle electrical equipment
first discon11ect them from the storage battery to avoid short circuiting.
Before starting and warming the cold engine in a closed room
make sure that the room can be well ventilated. Remember that the
engine exhaust gases are t~oxic since they contai.n carbon monoxide.
SPECIFICATIONS
General Data
Wheelbase, mm, not more than
.
Road clearance, mm, not less than
. . . .
Overall dimensions of motorcycle with sidecar,
mm:
length
width
height
.
.
.
.
.
Dry mass, kg, not more than:
with sidecar .
without sidecar . .
. . . .
. .
Weight-carrying capacity of motorcycle with sidecar, including the mass of driver and two passengers, kg
.
. .
.
. . .
Maximum speed, km/h, not less than
.
.
.
Braking distance at 60 km/h speed, m, not more than
.
.
.
.
.
.
.
. . .
Average fuel consumption per 100 km run, 1 .
Oil consumption per 100 km run, 1, not more.
than
.
. . .
.
Noise level, dB, not over
1500
125
2430
1680
1080
335
220
260
105
30
8*
0.15
86
Engine
Type of engine
Displacement, cm3
Compression ratio
Cylinder bore, mm
Piston stroke, mrn
. .
.
.
Maximum power, kW (h. p.), min
*
roadster, four-stroke, with
two opposed cylinders, overhead valve, rod-driven
649
B.5
78
68
26.5 (36)
Consumption can increase by 15 % in winter
time.
5
Number of revolutions corresponding to maximum
.
. .
.
power, r. p. m.
.
Maximum torque, N · m, (kgf · m)
Number of revolutions corresponding to maximum
torque, r. p. m.
.
Ignition system .
Type of carburettor
Fuel
Air cleaner
Coolin g
5600 ... 5900
47.0 (4.8)
4900 ... 5200
battery-type, 12 V
I<301ll
petrol with octane number oi 1
76 OJ '/~ ~.3
combined, inertial and oil
bath type
air-cooled
Power Transmission
dry, double-disk; driven disks
with facings of friction ma terial on either side. Double
declutching drive: manual
drive- actuated by lever on
the handle-bar, and footoperated drive - interlocked
with gearshift mechanism
four -speed,
with
reverse
speed
foot pedal for en~aging
four speeds, hand lever for
reverse gear engagement
Clutch
Gear box
Gearshift
Gear ratio:
first gear
second gear
third gear
fou rth gear
reverse gear
Main drive
. . . .
Gear ratio of main drive
3.6
2.28
1.70
1.30
3.67
spiral bevel gear
4.62
Running Gear
F rame
.
Rea r wheel suspension
Front fork
Wheels
Brakes
Tyre size, mm (inches)
Sidecar
fra me
tubular welded, closed-type
levered, using double-acting,
spring-and-hydraulic
shock
absorbers
telescopic, with spring-andhydraulic shock absorbers
interchangeable, easily removable, with cast housings and
adjustable tapered roller bearings
shoe-type, adjustable a t front
a nd rear wheels
95-484 (3.75-19)
single-seat,
passen~er-type
body sprung by means of rubber springs; the wheel with
levered suspension,
using
double-acting spring-and-hydraulic shock absorbers similar to those of rear suspension
tubular, welded
Electrical Equipment
3MT6,2 pes (or 6MTC9,2 pes)
f424
PP330
Storage battery
.
.
.
12 V, 150 W a. c. generator
Current-and-voltage regulator
. .
. . .
Ignition system supplied from 12 V battery, with
.automatic regulation of ignition advance angle:
lgnition coil .
Contact breaker
Spark plugs
Horn
.
Speedometer
.
.
.
Speedometer flexible shaft
Stop light switch
Light switch
.
.
Turn indicator switch
.
.
.
Interrupter-relay of turn indica tor
Emergency oil pressure transmitter
Storage battery charge control lamp
Oil pressure warning lamp
.
Indicator lamp of neutral position of gearshift
mechanism
.
.
.
.
High beam switched-on lamp
Turn indicator control lamp
Headlamp
.
.
.
Rear lamp of motorcycle
Rear lamp of sidecar
Front lamp of sidecar
Turn indicator lamp
Master switch
62&i 6
ff5
~~rfi·~~ t:itet ~A IV.8
C38
CTI102
f8127
BK854
TI25A
TI201
PC427
MM126
TIJJ,20E
TIJJ,20E
TIJJ.20.U
TIJJ,20JJ,
n.z:r.zo.z:r.
<I>r137
<I>TI246
<l>TI219B
TI<l>232B
YTI223B (f0ur)
BK857
Priming Capacities, I
Fuel lank
Crankcase
.
Gear box case
.
Main drive casing
Front fork blade . . .
Suspension shock absorber
19
2.2
1.5
0.110
0.130
0. 105
Basic Adjustment and Check Data
Clearance between rocker and valve on cold engine (at 15 to 20°C), mm
Breaker point gap, mm
Spark gap, mm .
.
Tyre pressure, kgf{cm2:
of front and sidecar wheels
of rear wheel
.
.
.
.
.
. .
Clearance between discharger and ignition coil
terminal, mm
• IS.._"-!12....,. T
AJ
1'
t>
wr
. to CJ. r•p ·_; 1 ;:~ ._~E..~ .
0 4
0 6
/fd' _....
~ J
0 .6 to 0 . 75
1. 5+0.1
2. 6+0.l
8 to 9
CONTROLS AND INSTRUMENTS
Clutch release lever 15 (Fig. 2). When the lever is depressed, the
clutch 0·ecomes released. When the lever is returned to the initial
position, the clutch becomes engaged. The clutch is use d when starting from rest, braking, and gear-shifting.
7
Fig. 2. Motorcycle controls and instruments:
I - master switch; 2- oil pressure warning lamp;
3 - speedometer;
4 - handlebar
shock absorber; 5 - parking
brake
lock;
6 - fro nt brake lever; 7- turn indicator switch; 8- throttle control grip; 9- rear wheel brake pedal; 10- reverse lever; /1kick starter lever; 12 - gearshift lever; 13 - horn button; 14- dimmer sw itch; 15 - cl utch release lever;
16- handlebar; /7indicator lamp of gearshift mechanism neutral position; 18- battery charge control lamp; 19- high beam control lamp; 20~urn
indicator control lamp
Front br ake leve r 6. Depressing this lever causes the actuation
of the fr-ont wheel brake. It is good practice to apply the hand brake
in conjunction with t'he foot brake.
Dimmer switch 14 has three positions: middle position- neutral
and two extreme posi1tions at which either high or lower beam of
the headlamp large buJ,b is switched •on (in this case the master
switch must be turned to the extreme right-hand .position (II).
Horn button 13 is fitited in the b ody of the high or lower beam
switch.
Turn in dicator switch 7 has three positions: the neutral position
(turn indicators are switched off) and two extreme positi·ons at
which the turn indicators are switched on either on right- or lefthand side of the motorcycle.
Throttle control g rip 8 is used to control the thr.ottles of the carburettors. When the grip is turned backward ("to the driver") the
throttles are raised and the amount of fuel mixtu re being fed into
the cylinders increases making the engine crankshaft rotate at a
higher speed.
When the grip is turned f·orward ("from the driver"), the throttles are lowered, the amount ·of fuel mixture entering the cylinders
decreases thus reducing the engine crankshaft speed. The travel of
the throttles of a new engine that has not been subjected to runningin is r estricted by the stops . Do not apply force to overcome the resistance of the stops as this may cause rupture of the cable.
Kick sta rter lever 11 is available at the left-hand side of the mo
torcycle a nrl serves to start the engine.
Gea rshift pedal 12 is at the left-hand side of the gear box and
has two bearing pads. One is for the driver's toe and the other for
his heel. When the pedal is depressed with the toe, the gears are
changed from high to low, and the gear is engaged from the main
neutral position, and when depressed with the heel, they are changed
from !·o w to high.
The sequence of gearshif.ting is illustrated in Fig. 3.
After each depression the peda l automatically returns to its init ial position. As the pedal moves away from the middle position declutching is also effected.
Reverse lever 10 (Fig. 2) is located at the right-hand side of
the gear box and has two positi·o ns: withdrawn (gear is disengaged) and forwClrd (gear is engaged).
Parki ng brake lock 5 is to be found at the right on the front brake lever base. To lock the front wheel depress the front brake lever
and insert the lock taper into t'he sector formed between the base
and the lever.
Rea r wheel brake ped al 9 is at the right-hand side of the motorcycle frame.
The master switch with ignition lock is mounted onto the dashboard.
1'he ignition lock sli de can be set by means of the ignition key
into the following four positions (Fig. 4):
1. The key is inserted as far as it will go and the ma ster switch
is in position 0- all the devices are turned off.
)
Fig. 3. Gearshift:
I - first gear; I I - second, third, and fourth gears
2. The key is inserted as far as it will go and turned anticlockw ise. The following lamps are lighted: parking lamp, rear .l amp of
the motorcycle, front and rear lamps of the sidecar, speedometer
lamp . In this position the ignition
key may be tak!en out not disturbing
the above mentioned switchin g (night
parking light).
3. The key is inserted as far as it
will go and turned clockwise into
diagram the first fixed position. The ignition
Position of key
s ystem is on, the power supply is
·
iif 0 T 7T
I qnz·t ton
f.e d to the hom button, stop light
1
switch, turn indicator switch (riding
Head I amp --+--t--,---.~
in day time).
Marker light5 ,._+--+--+--+-~
The foHowing lamps on the dash"-r• of power ~>--+--+--+--+-_.J
supply
bo ard are lighted with engine not running: charge control lamp 18 (Fig. 2),
Fig. 4. Switch commutation
emergency oil pressure transmitter
diagram
lamp 2, neutral position indicator
lamp 17 of chan ge-speed box (when the main neutral position in
i.he change-sp·eed box is turned on between the first and second
gears ), control lamp 20 of turn indicators (if they are on) .
~
~utation
·10
With the running engine of the sound motorcycle, charge control
lamp 18 and emergency oil pressure lamp 2 go out.
At low speed of i,dling engine the carge control lamp slightly
_glows or blinks.
4. The key is inserted fully home a.nd turned clockwise into the
second fixed position: The ignition system is on, the power s upply
is fed to the horn button, stop light &witch, turn indicator switch,
and light switch (riding at night). The following lamp are lighted:
rear lamp of the motorcycle, front and rear lamps of the sidecar,
speedometer light, parking lamp. The following lamps on the dashboard are lighted: charge control lamp 18, emergency oil pressure
transmitter lamp 2, neutral position transmitter lamp 17 of changespeed box (when the main neutral position in the change-speed box
is turned on between the first and second gears), control lamp 19 of
the ·high beam (if 1he ,Jatter is on), 'Control lamp 20 of turn indicators (if they are on) .
In the first and s·econd positions the ignition key is not taken out.
The lock of the antijoy ride devi·c e is in the bag of spare ·parts,
tools and ac<::essori·e s. It is to be instal'led in the housing arranged
at the left on the steering column. To ins~alil the device put the
spring on the lock insert rod, introduce the insert in the lock housing and fix ihe housing cover with a rivet.
The lock is closed by turning tlhe key clockwise with simultaneous
sinking of the insert, the handlebar being turned fully to the right.
The handlebar -c annot be turned and thus the motorcycle riding
is impossible with the antijoy ride device inserted into the lock,
otherwise the lock shall be broken.
PREPARING A MOTORCYCLE FOR USE
On purchasing a new mo'to-r·cycle, it is necessary to:
dean off the protective (antirust) varnish coating from the
chromium-plated parts of the motorcycle, using a soft doth moistened with petrol, then wipe them dry;
check all the fastenings for proper tightening; particular care
should be taken to ensure that the wheels, sidecar, handleb ar and
fr·ont fork are reliably secured, if not, tighten u·p the fastenings;
fit the s'p ark plug tips, r ear-view mirror and, if required, mud
gua,r ds;
.
oheck the operation of the gas throttles, clutch, front and rear
brakes controls, as these may be distur·b ed during transpo rtation;
check the oil levels in the engine, gear box, main drive and air
filter; add oil, if necessary;
gun grease al l the lubrication points of the mot·orcycle in accordance with the Lubrication Chart (Fig. 44);
check the air pressure in the tyres and pump them up, if necessary;
11
prime the motorcycle with petrol a.nd make sure that the fuel
sy.stem does not leak;
charge t:he storage battery in compliance with the appropriate
instructions and install it on the moto rcycle;
verify the .o peration of the lighting equipment of the motorcycle.
OPERATING IN STRUCTION S
PR.EPAR.ING FOR. A R.IDE
A thorough check-up of the motorcycle before starting out will
ensure faultless operation and trouble-free t ravel. Prior to starting
out, inspect and check the motorcycle as prescribed by the dail.Y
maintenance instructions (refer to the Secti·o n "Technical Servtcing").
Particular care should be taken to ensure that the wheels, sidecar
and handlebar are properly secured and the brakes, turn indicators.
stop light switch and lighting equipment are in good working order.
When fill'ing the t a nk, take care to keep it clean since dirt, Ji.nt
or hairs that have got into the tank during filling may clog the
passage holes and thus block petrol supply. To avoid tlhis, pour in
petrol through the filter in the tank or through a gauze-fitted funnel.
During a heavy rain or snow-fall, the motorcycle must be primed
in a location protected against precipitation, in order to keep water
out of the petwl ta nk.
When preparing tlhe motorcycle for a ri de, check the oil level in
the engine crankcase gear box casing and main drive casing. The
oil level is checked w.i·t h a dipstick fitted in the plug of the filling
hole of each unit. The d ipstick has two gauge marks: the upper
full level mark and tlhe lower mark indicating the lowest permissible level.
The dipsticks of the gear box and main drive are sim il ar in design and differ only in t·h ei r length. To ensure correct oil level do
not fail to insert the shorter dipstick into the gear box case. In
checking the oil level, insert the plug w ith the dipstick into the
hole up to the thr-ead, but do not screw the pl ug in . Check the tyre
pres5ure with a pressure ga uge a nd pump up the tyres, if necessary.
On completing the inspection and priming of the motorcycle,
proceed t-o starting the e ngine.
STAR.TING TH E ENGlN E
In order to sta rt the engine, do the followi n g:
check and, if necessary, set the reverse lever to th e rear position;
set the gearshift mechanism to tlhe main neutral position (between the first and second gears). In this case, if the ig.nition key
is inserted into the lock, the neutral position indicat-or lamp fitted
on the dashboard mu st light up. With a certain amount of skill. t'he
12
neutral position can be found without referring to the light indicator
on the dashboard, just by a specific click produced in the gear box,
when the first or second gear is being •engaged;
open the petrol cock (see Fig. 12) by setting its knob to position
0 - "open". The letters on the cock designate: 3 - t•h e cock is closed; 0 - cock is open; P- cock is open for consumpUon of fuel reserve;
when the engine is cold, it is necessary to overfill the float chambers of the carburettors with petrol by pressing down the depressors and by closing vhe air choke; depress the kick starter lever
several times to feed the fuel mixture into the engin~ cylinders; slightly turn the gas grip backward ("to the driver"). Wi·t·h the engine
warmed up, the float chambers of the carburettors must not be overfilled, ~he air clean er choke should be left open and the mixture not
be fed. The gas grip must be in the above mentioned position;
insert the ignition key as far as it will go and turn to the right
to the first fixed position. This will cause the battery charge control,
emergency oil pressure transmitter and neutral indicator lamps to
light up;
by gradually depr·e ssing the kick starter !'ever w ith the foot, bring
the toothed quadrant of the starting mechanism shaft into mesh
with the small gear of the intermediate shaft (refer to the Section
"'Starting Mechanism") and then, with a sudden jenk, start up the
engine. If the quadr ant fails to be engaged (a hard resistance is
:felt), roll the motorcycle forward and backwar.d.
Do not try to overcome the starti.n g resistance by applying excessive force as it may lead to some breakdowns f·or wlhich the ManuIacturer will not bear any responsi bility. During repeated kicks do
not take away your leg. To avoid blows at eary ignition depress the
]ever with the toe.
·
After the engine has been started, warm up the engine at small
speed. On fini shing the warming-up , open the air choke, if closed.
The warmi.ng-up of a cold engine is mandatory since a thick oil
insufficiently lubricates the friction surfaces of engine parts thus
leading to their premature wearing.
Bear in mind that after starting the cold engine (at ambient air
iemperature below 0 °C) it must not be given high speed. This may
lead to the extrusion of the centrifuge gasket and oil will not be delivered to the crankshaft bearings which may cause their melting.
Once the engine has been started , the charge control and oil
·pressure warning lamps will extinguish. Engagement of any of the
forwar d motion gears will cause the neutral position indicator lamp
to go out. Shifting to reverse will make the lamp to light up. The
properly adjusted engine must operate steadily at a low speed, with
the gas grip turned all the way forward ("from the driver").
The motorcycle may be started only after the engine has been
warmed up and is steadily operating at a low speed.
13
/
DRIVING PROCEDURE
Before starting off, engage the first gear. For this purpose depress the clutch o.perating lever, then engage the first gear by pressing down the front arm of the foot gearshift pedal •With the toe.
Turning the gas grip backward ("to the driver"), increase the engine s-peed, at the same time gradually releasing the clutch operating
lever. The motorcycle will slowly start off.
Do not allow the engine to develop a high speed with the clutch
disengaged. The speed must be such as not to allow the engine to
die out at gradual engagement of the clutch.
Under no circu·mstances should the clutc:h operating lev.er be -s uddenly released, since it ca.n lead to the motorcycle breakdown. Also.
when engaging the first gear, avoid depressing with too great a force or tapping the front a·r m of the g-earshift pedal with your foot.
After the mot-orcycle has reacJhed a speed of 10 to 15 km/h, engage the second gear. To do so, depress the clutch lever and at the
same time decrease the engine speed by turning the gas grip; press
down the rear arm >Of the foot .gearshift pedal and gradually release
the clutch lever, simulbaneously increasing the engine speed.
When the speed reaches 20 to 30 ·k m/h, engage the third gea r in
the same manner, then, at a speed of 35 to 40 km/h, the fourth
t··~
gear.
Following that, the speed should be regul ated by operating the
throttles of the carburettors.
Since the gear box has provision for clutch ,o perating device, some other methods of gearshifting may be used in addition to those
described in this Section (refer to the Section "Gear Box").
Riding at a speed lower than is recommended f,or second, third
and fourth gears is inadmissible, as this will overload the engine,
making its o·p era:t ion erratic.
The friction-type handlebar shock absorber is designed for t•akingup the lateral shocks on the front wheel occuring during riding on
a rough road. This absorber is made up of two movable washers 17
(Fig. 25), fixed washer 18 and wing nut 1 of the shock absorber.
The degree of tightening of the shock abs·orber dep ends on the
road condi:t ions and riding speed . When riding at a high speed, es-pecially on a roug.h (cob-ble-stone) road, the handlebar shock absorber wing nut should be screwed tighter; when riding on a twisty
road at a low speed the absorber wing nut must be rele.as·ed beca use, with the shock absorber tightened too much, it will be difficult
to steer the mot.orcycle.
Travelling for a long time wibh the first or. second gear engaged
is not advisable unless this is necessita·ted by the road conditions,
since the engine in this case devel·o.ps a high speed, overheats and
wear.s out more rapidly. Besides, travelling at lower gears leads to
excessive fuel ·c onsumption. Starting from rest should be performed
only at the first gear.
14
The brakes should be applied gradually since a hard braking
may cause a breakdown. A hard braking is especially danger·ous on
sHppery roads.
When moving at slow speeds, use the lower gears, maintaining
the appropriate speeds as mentioned below. In case the gears have
to be frequently changed over, avoid altering the speed by partial
engagement of the clutch (.by caus_ing th~ clutch to slip), as this
will lead to premature wear of the clutCh d1sks.
In order to change over from a higher gear to a lower one, it is
necessary to reduce the engine speed (to throttle down). When the
motorcycle ~peed decreases, disengage the clutch (press down ~he
clutch lever). Then engage the lower gear by depressing the front
arm of the foot gearshift pedal, engage the clutch and increase the
engine speed (give full throttle).
To rapidly reduce the travelling sp~ed of the motorcycle, the brakes should be applied. The following three methods of braking can
be used: applying the brakes; engine braking; engine braking and
applying the brakes at the same time.
The first method (applyi.n g the brakes) may be resorted to when
the motoncycle has to be quickly stopped, provided there is a good
road adhesion of the wheels. When application of the brakes is intended, disengag·e the clutch, at the same time reduce the engine speed
(throttle down) and gradually press down the rear wheel brake pedal and the front brake lever. Using two brakes at the same time
ensures a better stabil'ity of the motorcycle. Braking may be also
effected by using only the foot brake.
In the case of engi.ne braking, it is necessary to reduce the engine speed without disengaging the clutch. If the engine speed is considerably reduced during braking, disengage the clutch to prevent
the engine from stopping and, if necessary, stop the motorcycle by
applying the brakes. As a rule, the engine braking must be resorted
to when riding down a continuous J.ow grade or over straight stretches of the road, and also whenever it is necessary to reduce the
speed on a slippery road.
To slow .down the motorcycl-e by simultaneously applying the brakes and braking by means of the engi.ne, reduce the fuel mixture
supply (throttle down), without disengaging the clutch, then gradually press down the rear wheel brake pedal and the front br.ake
•lever. In doing so, take care that the driving wheel is not completely stopped as this may result in ·t he engine stoppage and even a
breakage of the power transmission components. This method of
braking (by simult·aneously applying the brakes and braking by
means of the engine) is used when riding down steep grades a.nd
over a sJi.ppery road, in order to avoid skidding. The brakes must
be applied ~arefully as there is a great risk ·Of the motorcycle
~k idding and overturning during hard braking. Particularly dangerous is a hard braki·ng in the winter time and on a slippery
road.
15
When moving uphill, rate your actions and the motorcycle speed
so as to avoi d a forced stoppage. If the gr.ade is low, s peed up the
motorcycle before upgrading in order to pass the entire grade or the
greater part of it with the high gear engaged. In case the speed
sta rts to decrease noticeably during upgra ding, change over to a
low gea r. Avoid partial disengagement of the dutch in a n attempt
to negoti ate the upgrade by increasing ihe engine speed at the expense of the clutch slipping. This method will lead to a r.apid wear
of the cl utch components.
If the motorcycle approaches a high upgrade at a speed that is
not enoug h .to over-come i-t, engag•e one .o f the low gears and do not
cha nge it until the upgr ade is overcome. If the engine dies out during upgrading, actuate the front br.ake to hold back the motorcycle,
start the engine, engage the first gear and at the same time release
the brake lever and clutch operating lever.
The stretches of dry qu icksand or mellow snow should be overcome with the second or first gear engaged, at a high speed, maint aining a consta.n t speed of the engine and rectilinear motion. When
passing over the san d, avoid sharply turnin g the handlebar, releasing the clutch, shifting the gears and ab rup tly increasing the engine speed. This may cause 1fue rear wheel to s lip and the engin e to
stop.
When overcoming the s tretches of thick sticky dirt, follow the
same procedune as when crossing the quicksan d. If mu ch dirt piles
up under the fenders thus hinderi ng t.he rota t ion of the wheels, stop
the mo torcycle an d clean off dirt.
The moto rcycle stability is not the sam e at the right- and lefthand cornering. When turning to the right, i. e. in the direction of
the side-car, the motorcycle loses more of its stability and is mo re
5ubject to overturning than when t urning to the left.
It must be borne in mind th at the m aximum permissible angle of
t he handlebar turni.ng is dependent on the motorcycle speed. As the
t ravelling speed increases, t he permissible angle of turning diminishes. T he handlebar should be tu rned gradua lly, avoiding jerks, es·peci ally when turning to the right.
Particular caut ion should be exercised when travelling under
poor v is ibility conditions (at night, in a fog, etc.).
When using the motorcycle, proper a ttention should be given to
ihe thermal conditions under which the engine, power transmission
un its and the running gear mechan isms operate. If the t hermal
con ditions of the engine ar e norma l, the temp eratu re of the·
c.ylinder head (under the spark plug) does not exceed 200 °C in
s ummer time, operation due to self-ign ition is not obs:erved in
this case.
· The normal operation of the engine is evidenced by good pickup of the motorcycle and the absence of knocks in the crank gear.
The symptoms of the engine overheating are the followi ng: the engine operates under self-·ignition conditions; power loss by the en16
gine, as a result of which the motorcycle is slow in gaining speed;
shrill metallic knocks in the ·Cr•a nk gear.
When listening to the engine, try to distinguish the knocks caused by overheating from those caused by the advance ignition setting. ln case the advanced ig.nition is set, knocks are produced simultaneously in the both cylinders. The knocks caused by the engine overheating are first heard in the left-hand cylinder. This is attributed bo the f,act that the temperature of the left-hand cylinder
(when operating the motorcycle with a sidecar) is always 20 to
30 oc above the temperature of the right-hand cylinder. The normal temperature of the crankcase oil must not be higher than
90 °C. A lengthy ride with the oil temperature exceeding 90 oc is
inadmissible.
It must be remembered t.hat a long-time travel with the engine
overheated may lead to a breakdown or accident.
To avoid the overheating, the driver should run the motorcycle
over those parts of the road that are most favourable for riding and,
therefore, excluding the possibility of engine overloading. In order
to cool an overheated engine, sto·p the motorcycle, switch out the
engine and allow it to cool down.
Avoid using water for cooling purposes, as this may cause damage to the cylinders or their heads.
To stop an overheated engine, reduce ~he engine speed to a minimum and, without switch'ing off the ignition, fully close the choke
of the air corrector. The engine must stop wiJ!:hou t knocks and back
·impacts. Following that, switch off the ignition.
It is not advisable to stop an overheated engine by switching off
the ignition, since the engine usually continu es running with the
ignition switched off, owing to f!he fuel mixture being ignited from
the high temperature surfa·c es of the spark plugs, valves and cylinder heads. Besides, stopping lhe engine in this way may cause back
impacts and damage to the components of the crank gear.
Operation of the engine at a slow speed under overload conditions, (erratic operation of the engine) is harmful to the engine itself and to the moto rcycle tr.a nsmission.
The overheating is equally detrimental to bort:h the engine and the
transmission units. The temperature of oil in the gear box and the
main dr·ive casing must not oxceed 85 °C.
In service, take care to keep water out of the petrol tank, crankcase, gear box, and main drive casing. Always keep the motorcycle
units clean, especially this r equirement applies to the electrical equipment devices and cooling fins of the heads and cylinders of the
engine.
When parking the motorcycle, close the petrol cock. P articular
attention should be given to the tyre condition. The tyre pressure
must be strictly maintained within the limits specified in the relevant instructions. If the tyre pressure has increased due to their hea2.8004
ting during motorcycle run, do not reduce it. Low pressure will lead
to excessive heating of the tyroes and their premature wear.
.
Clean the motorcycle after eac:h ride. For cleaning the engine
and the gear box, it is preferable to use a bris'tle brush moistened
wi.th kerosene. The chromium-plated parts should be washed with
water using a soft cloth or spon·ge, and then wiped dry with cotton
wastes, rags or chamois leather. To make the chromium-plated parts
lustrous, it is advisable to polish them after drying with a piece of
chamois leather.
Only a cooled engiine may be flus:hed with water from a hose.
When flushing, avoid using too strong a water jet, do not aim the
jet directly at the generator, cur-rent-and-voltage regulator, headlamp, ai r filter and canburettor. The moisture that gets inside some
of the units may cause corrosion and lead to difficult-to-repair damage. The air choke of the air filter must be closed during washing.
Avoid driving the motorcycle into water for washing pur.poses or
stopping the engine while overcoming the ford, if the water level
is above the silencer openings.
RUNNING-IN TH E NEW MOTORCYCLE
The correct running-in of a new motorcycle prolongs its service
life.
The running-in of the motorcycle is divided into two stages: an
up to 1000 km run and 1000 to 2500 km run.
Permissible speeds during Running (km/ h)
Running, km
Speed gears
first
second
third
fourth
up to 10!)()
from 1000 to 2500
10
15
35
35
50
65
20
55
The carburettors are provided with motorcycle speed-limit devices. After the first 1000 km run, these devices should be made shorter, and, after 2500 km, remov,ed at all. However, the throttles must
not be fully opened, since the speed-limit devices cannot be completely relied on. D uring the entire running-in period, the load
on the motorcycle must not exceed 50 per cent of the maximum
figure.
The motorcycle must not be overloaded by ·riding over heavy
road s.
18
To avoid the engine overheating, it is not advisable to make long
non-stop travels or to ride at a speed exceeding the permissi.ble limits.
Particular attention should be given to the lubrication of the engine, gear box and main drive. After first 500 km, drain the used
oil, wash out the casings, remove a nd wash the engine oil pan and
pour fresh oil into the engine, gear box and main drive ·u p to the
required level.
At the end of the running-in period (after 2500 km) replace oil
in all mentioned units. After the running-in period (up to 2500 km)
it is good practice to wash the wheel bearings and replenish the
lubricant.
After first 2500 km, it is not advisable to undertake long travels
at maximum engine speed. The following maximum permissible
speeds must not be exceeded: in first gear- 20, in second- 40, in
third- 70, in fourth - 105 km/hr. Riding at these speeds must be
short-time (not more than 2 to 3 min).
T:he recommended operating speed for the mo'torcycle that has
been subjected to running-in shonld be equal to 60-70 km/h, when
moving over an improved road.
During the running-in period do not fail to periodically check the
tightening of the frame steering column radial bearings. No radial
pJ.ay in the radial bearings is admissible. Following the taking-up
of the play the front fork s hould freely rotate in the bearings to
both sides up to the stop.
DESIGN, OPE~ATION AND ADJUSTMENT OF MOTO~CYCLE
BASIC UNITS
ENGINE
As regards its design specifications and technical characteristics,
this engine (Figs 5, 6, 7) is classified as a motorcycle hopped- up,
roadster-type engine.
The horizontal arrangement of the cylinders ensures a good cooling of the engine and balancing of the crank gear. Each cylinder
is provided with an individual carburettor. This facilitates the starting procedure and increases the engine power.
Crank Gear
The crank gear consists of the cra nkshaft with the connecting
rods, pistons, piston rings, and piston pins, and of the casing and
two cylinders wit:h the heads.
2*
19
Fig. 5. Engine (cross-section):
I - rod; 2- sealing cap; 3- engine crankcase; 4 - tappet;, 5- outlet. tube of
breather; 6 - specia l nut ; 7 - hi gh -voltage wire
to the cylinder pl ug; 8 - cylinder gasket; 9 - crankshaft Wi th connecting rods; 10- sump; I I - sump gasket; 12 - drain pipe·
13 - oil scraper
ring; 14 - comp ression ri r.g; 15 - piston; 16 - pin
'
Crankshaft
The double-bearing cr ankshaft is a casting made of highstrength cast iron and has two cranks arranged in the same plane
at an angle of 180°. It con.sists of two (front and rear) journals, a
web and two crankpin s.
The crankshaft ts installed in the engine crankcase in two bearings 30 and 39 (Fig. 6). Fitted on the fro nt end of the crankshaft
are driving pinion 4 of the t iming gear and a centrifuge, the tapered and of the rear journal is provi ded with flywheel 22.
If operated under normal conditi ons, the crankshaft together with
the crankpin sliding bearings will h ave a long service life. But in
Fig. 6. Engine (longitud inal section) :
I - oil pump drive gear; 2- front bearing bod y with oil pump; 3 - centrifuge screen;
4- driving timing pinion; 5- gasket of driving tim ing p inion ; 6 - centrifuge washer;
7 - sea ling r ing; 8 - gasket of centrifuge washer; 9 - centrifuge body; 10- centrifuge
cover; I I -centrifuge sealing r ing; 12 - contact breaker holder with cleat; /3- mo·
torcycle contact breaker DM302·01; 14- cover fastening nut; I S- breather; 16- lock·
ing ring fo r covers; 17- ignition coil 6204; 18 - crankcase front cover; I9- cams haft front bearing; 20- ramshaft with gear; 21- generator with gear; 22 - flywhee l
with clutch pins; 23- camshaft rear bea ring; 24- cr ankshaft g land; 25 - clutch driving pressure disk; 26 - clutch driven disk; 27- flywheel lock washer; 28- flywhee l
Woodruff key; 29- flywheel fastening bolt; 30- cran kshaft rear bearing; 31 -clutch
driving bearing disk; 32- clutch d riving inter mediate disk; 33- su mp gasket; 34drain plug; 35- clutch pressure spring; 36- oil header; 37- oil intake pipe; 38- distributor box gasket; 39 - crankshaft front bearing; 40- dist ributor box cover
22
the case of major repairs, it is recommended that the
crankpin bearing bushings be replaced. This will protect .the crankpins from pr.ematur.e wear.
Connecting R.ods Assembled with Bushings
The connecting rods are steel, forged, having an
I -shaped cross-section. Pressed into the connecting rod
small end is a bronze bushing whose opening is made
with a great accuracy to ensure the correct fitting of
the piston pin. The big end of the connecting rod is detachable, not symmetrical, with ~hin-wall'ed interchangeable bushings. For correct installing of the connecting rods on the crankshaft, the connecting rod blades
are provi.ded with lugs which must be directed outwards with respect to the crankshaft web (for the ·righthand connecting rod, the lug should be directed towards the flywheel; for the !·eft-hand ·c onnecting rod,
towards the centrifuge) .
The connecting rod caps are not interchangeable.
The nuts of ·the connecting rod bolts <lire tightened up
and locked by cotter pins. The use ·of old cotter pins is
inadmissible.
Piston, Piston R.ings and Piston Pins
Engine piston 15 (Fig. 5) consists of a spherical
head, skirt, and bosses. The piston is provided with
four groo ves in which the piston rings are fitted.
Two upper compression rings 14 provide the required
air-tightness of the cylinder, thus preventing the gas
ieakage from the combustion-chamber into t he crankcase. Two lower oil scraper rings 13 are used to remove excessive oii from the cylinder walls.
The axis of the piston pin hole is displaced by
1.5 mm from the piston centr eplane. For 1his reason,
the pis·t on moves smoothly, without shocks, within the
clearance between the piston skirt and the cyl'inder
walls \Vihen the direction of movement is ohanged at the
upper dead centre. Fitted on the piston head is a pointer to indicate the correct position of the piston in the
cylinder. When mounting, s~e that the pointer, on the
both pistons, is dir.e cted forward, i. e. towards the
centrifug.e.
The piston rings are manufactured f·rom a special
grade of cast iron and are provided with straight
locks. When installing the piston with rings into the
cylinder, ensure that piston ring gaps are within 0.25
and 0.5 mm.
23
When installing the cylinder.s on the pistorJs, turn the compressiOn rin.gs so that their locks are set apart in order to reduce the
gas leakage.
The pis•ton is linked with the connecting rod through floating pin
16, which is prevented from axia,J displacement by two circlips 17
(Fig. 7), inserted into the ring grooves of the piston bosses.
Crankcase
Crankcase 3 (Fig. 5), cast from aluminium alloy, is the basic
structural component of the engine.
Installed on and secured .to the -crankcase are the cylinders with
the heads and auxiliary mechanisms. I n addition, the crankcase serves as an oil reservoir. Rotating inside the crankcase are the crankshaft and camshaft, at the front of it is a timing gear box, the generator is located a.t the top.
The bottom of the •crankcase is closed w ith a stamped sump 10.
Inserted between the crankcase and the sump is sealing gasket 11.
During engine operation, pa-rt of the gas mixture and of exhaus t
gases burst into the crankcase through the clearances of piston rings;
also, as the pistons move to the bottom dead centre, the V·Olume of
the crankcase decreases, the gases filling the crank chamber become compressed and force the oil outwards through the packi ng
gland,s and crankcase-and-•cover joints. To avoid this, the crankcase is
provided with a fopced air supptly. To open the crank chamber to the
atmosphere, when the pistons move down, or t o shut it off, .when
the pistons move up, breather 15 (Fig. 6) is provided in the central
hole of the distribution box cover 40.
The gases escaping from the •crankcase th rough the breather a lways contain some water va·p our. Therefo re, during operation in the
winter time, an ice lock may form in the rubb er tube of the breather, thus obstruCting .the gas outlet and causing oil leakage th rough
the packing glands.
To prevent this from happening, it is advisaib le to remove the
rubber tube when operating the vehicle in winter time at a temperature 0 °C and below.
Cylinders
Engine cylinders 6 (Fig. 7) are similar in design, interch angeable, (bimetallic aluminium jacket with a cast iron liner). The lower
part of the cy1linder has a flange with holes passing through all the
fins. These holes are intended for anchor studs to secure the cyli nders and the cylinder heads .to the ·crankcase. The upper pa.r t of the
cylinder is fitted with a collar •w hich ·e nters the groove of the head .
Placed between the cylinder and the head is sealing gasket 4.
24
Cylinder Heads
Cylinder heads 3 and 12 a re manufactured from aluminium alloy
and are furni.shed on the outside with fins to increase the cooling
a-rea. The combustion chamber is of .the hemispherical type. Provided
on the head, at the sid-e opposite to the combustion chamber, are
four !brackets with the rockers fitted in their holes. In the upper part
of the head is a threaded opening for the spark plug.
Care of the Crank Gear
When carrying out a daily inspection, dean the c-rankcase, cylinders, and cylinder heads to remove dirt and dust. Alrs o, keep the fins
clean, since dirty fins worsen the cooling conditions of the engine.
Periodically tighten up the nuts fastening the cylinders heads, the
bolts fastening the front cover of crankcase and the covers of cy-.
linder heads. Make sure that the.r e is no oil leakage and the crank
chamber is air-tight. If the air-tightness is disturbed as the r·esult of
the paper or rubber gaskets of the packing glands being incorrectly
installed or damaged, an air in1leakage will take place and the pressu.r e in the crankcase will rise. This will cause not only an increased
oil leakage at the det·achable joints and through packing glands, but
also premature con taminat ion of oil and excessive wear of engine
components.
A fter every 10000 km run, clean the comb ustion chambers to remov-e carbon deposit. The presence of carbon deposit in the engine
causes knocking which reduces the service life of the engin e.
If the oil consump tion by the engine ex•ceeds 0.25 1 per 100 km
run, the piston rings must be repla ced .
Valve Timing Gear
The valve timing gear regul·ates the opening and closing of the
exh aust and inl et valves at the ·r equired moments of crankshaft turning. Th e va lve timing gear consists of camshaft 3 (Fig. 9), tappets
4 (Fig. 5), push rods 1, rockers 21 (Fig. 7) and 29, adjusting bolts
23, check nuts 24, exhaust valve 22 and admission valve 18 with
caps 20, springs 26, 27, retai ners 25, 28, and slide blocks 30. Fitted
at the front of the camshaft is driven pinion 2 (Fig. 9) which is
engaged with driving pinion 4 of the valve gear and with gear 1 of
the generator drive. The camshaft is installed in the crankcase in
two ball bea rings 19 and 23 (Fig. 6).
Valve Timing
The admission valve open s as the piston does not reac h the upper
dead centre by 10° (crankshaft turning angle) which is the admission lead, and closes 50° after the piston passes the bottom dead
centre, which is admission closing lag (Fig. 8). The admission -dur ation is 240°·
25
The exhaust valve opens 50° before the piston reaches the bottom
dead centre, and clos~s 10° after the piston passes the upper dead
centre whi-ch is exhaust closing lag. The ~xhaust duration is also
240°.
The above timing values are giv:en for the theoretical clearance
between the valve stem and the rocker end equal to 2 ~~·
.
Tlhe correct valve bmmg IS ensured by matching, during assembling,
the marks on timing pinions 2
(Fig. 9) and 4.
Valve Adjustment
The n ormal oper ation of the engine depends to a great extent on
the size of the expansion clearance
between the valve stem and the
rocker end.
When checking or adjusting the
clearance, place a tray under the
cylinder head, remove the cylinder
head cover and drain the oil that has
accumulated. Set i:he piston to the
Fig. s. Valve timing diagram
upper dead centne of the compression stroke, turn the crankshaft so that the mark "B" on the flywheel is matched with the mark
on the crankcase. In doing so, observe through a sight hole in the
crankcase, after first removing the rubber p lug. In this position,
the both va lves will be completely closed, whereas their rockers
must freely swing on their pins. Then, using a flat feeler gauge,
check the clearance betw.een the both ·rockers and the valves.
If the clearance is found to be incorrect, slacken ·check nut 24
(Fig. 7) and, by rotating adjusting bolt 23 in one direction or the
other, obtain the required clearance. Thi s done, tighten up the check
nut. The clearance is adjusted on a cold engine and must be equ al
to 0.07 mm. If the clearance is absent or too small, the valve wi ll
not fit closely to its seat at the moment of closing; if the clearance
is too l·arge, the valve opening will be delayed.
The clea rance value should be ·checked whenever required when
checking the clearance in the other cylinder turn the cr ankshaft
through 360° an d proceed with checking and adjusting as it is described above.
Care of Valve Timing Gear
In case knocking of the valves increases, check and a djust the
clearances between the va lve stem (cap) and the rocker end.
It must be borne in mind that on the air-cooled engine the operation of valve gear drive is well audible owing to the absence of a
26
,..,_,
~
Fig. 9. l nstallalion of camsha ft:
I -
genera lor gear; 2- ca mshaft driven pi nion; 3- cams haft: 1- drivi ng timi ng pinion; 5- oil pump d•i vc gea r; I - m arks
water jacket and the provision of numerous fins on the cylinders~
crankcase and cylinder heads. Therefore, some recurrent knocks of
the valves a nd tappets, at normal clearances between the valve·
stem (cap) a nd the rocker en d, as well as an even high-pitched (not
s hrill) noise produ ced during operation of th e valve timing gear
drive should not be regarded as an indication of malfunction.
In the case of partial disassembly involving the removal of the
cylinder heads, the thread of the n ut s fasten'ing the exhaust pipes,
a nd of the cylinder head filters should be lubricated during assembly with graphite grease type BBH-1 GOST 5656-60.
Aft-e r 10000 km run do not fail to check the condit ion of valves.
a nd la p them into their seats, if r equired.
Lapping the Valves
To lap the valve into the seat of the cylinder head, slip a spring:
over t he stem of the valve to be lapped , apply a thin layer -of abrasive paste to the chamfe r of valve head and, a fter inserting the valve with the pressing-out spring into the guide bush, fit an appliance
for .rotating the valve (a bit brace or a drill) on t he end of the va lve
stem.
Use may be also made of a piece of a petrol hose by turning it
between the pa lms of your hands. Using the above appliance, rotate
t he valve in either direction in such a manner that the turn in one
direction is about twice as lon g as the turn in the opposite direction,
i. e. ensure that the va lve is gradually turned in one direction. When
changing the direction of turn"ing, the valve must be lifted off its.
seat.
Lap the valve into the head seat carefully .so as n ot to remove
t oo mu ch meta l from the working chamfers as this will reduce the
nu mber o.f permissible repa irs. Towards the end of lapping, reduce
the amount of paste and, a t the last stage, perform lapping with the
use of clean oil.
A lustreless unifo rm colour appearing on the wo rking surfaces.
of the valve head an d seat is an indi cati on of a satisfactory lapping. After la pp ing, thoroughly wash the valves, the valve seats,
guide bushes, filler and compression chamber of the cylinder head
until the abrasive paste is comp·letely removed.
Followi ng that, check whether the valves are fitt ed ti ghtl y, fo r
which purpose insta ll the valves in place, and pour kerosen e fi rst
into the inl et, then into the exhau.st port of the cylinder head. The
ke rosene mus t not leak out within 30 s after filling. If the kerosene
starts to leak before the speci.fi ed period elapses this means that an
ad ditional la pping is required.
Spark Timing
To faciilitate the setting of the igni tio n advance angl e, the engine f lywheel i<> provided on the out side with marks a nd letters " B"
28
(upper dead centre) and "P" (advanced ignition), another mark is
on the crankcase, next to the oil filler and the hole that i·S dosed
with a rubber plug.
The advanrced igni·tion must be t imed in t·he foHow ing order:
Check and, if necessary, adjust the break-er point gap which must
be equal to 0.4 to 0.6 mm, with the breaker contacts fully open. Connect a test lamp with a socket so that one en d of its wire is attached to the low-tension terminal of the coi1! (the terminal to which
the wire leading to the breaker is connected), and the other end, to
"earth".
Such test lamp can be easily made by any amateur. It consists ol
a 12 V 1 cp bulb, lamp holder and two conductons provided, if pos~ible, with two clips of the alligator type.
Turn the crankshaft in the direction of its mtation until the mark
on the crankcase is made to coincide with the mark "P" on the flywheel. Bring apart the weights of the automatic device, and rotate
the pody of the breaker (after first slackening its fixing screws)
until the test lam p comes on. This done, fix the given posi,tion of
the breaker body with screws and disconnect the lamp.
In this case the ignition advance angle with respect to the crankshaft will be equa J ,to 32 to 36° before upper dead centre.
Check the ignition adv.ance angle after every 1000 km run of the
motorcycle.
Check and, if necessary, adj ust the gap between the spark dischargers in the ignition coil. This gap must be equa l to 8 to 9 mm.
The springs of the breaker automa.tic device must not be bent
or stretched as they are calibrated according to the specified parameters.
Lubricating System
The engine lubricating system is of the combined type (using
forced-feed and splash lubrication). The general lubrication diagram
is presented in Fig. 10.
Oil is poured into .the crankcase through the fi ller which is closed with plug 12 fitted with an oil ·dipsti·ck. From the crankcase,
the oil is sucked in through gauze fi Iter 14 by means of a gear pump
installed in the body of the front bearing. The latter is actua.ted
from the gear whi ch is engage d with the driving pin ion of the timing gear. The oil pump is provided with two gears installed in its
housing, which deliver oil into main oil line 19. To prevent an abnormal oil pressure rise in the system, reducing valve 16 is provided in the housing of the oi l pump.
If the oil system operates properly, an excessive oil pressure forces the reducing valve open and an excess of oil is allowed to flow
back into the suction duct of the oil pump.
An oil pump installed on the motorcycle engine provides an access to the reducing valve without removing the front cover. The r.educing valve does not need any adjustment while in servi·ce.
29
From the main line the oil is fed to the annular groove in the
front bearing body and, from there, is directed through the channel
into the centrifuge body. After being cleaned in the centrifuge, the
oil is supplied through the oil-out passage of crankshaft 6 and oils upply passage 2 in the web to catchers 4 located in the cra nkp ins,
and further, through holes 3, gets into connecting rod bushes.
Fig. 10. Engine lubricating system:
I - oi l drain passage; 2 - oil-supply passage in web; 3 - hole for lubrication of connecting rod bearing; 4 - catcher; 5 - hole for lubrication of piston pin; 6- oil-drain
passage of crankshaft; 7 - oil-supply passage of crankshaft; 8 - hole for supplyi ng oil
into centrifuge body; 9- hole in screen; 10- oi l pump ; II- suction channel; J2filler plug; 13 - by· pass channel; 14- gauze filter; 15- dr ain hole plug: 16- redu·
cing valve; 17- oil·supply passage of reducing valve; 18 - drain pipe; 19- main oil
llne; 20- hole for draining oil from centrifuge; 21- slot in tappet for s upplying oil
to cyli nder head; 22- emergency oi l pressure transmitter; 23- oil-supply passage in
rod housing
The fast-moving parts of the crank gear contribute to intensive
splashing of oil and the form ati on of oil mist in the crankcase. The
oil mist is used to lubricate the working surfaces of the cy.linders,
piston pins, connecting rod small ends, tappet guides, crankshaft
antifriction bearings, timing pinions, ball bearings, camshaft cams,
tappets and other friction parts.
The atomized oil, after getting into tappet slots 21, comes into
the housings of the rods, settles there and flows down into the cylinder heads. In them, the oil is splashed by the valves and springs,
thus lubricating the valves and rockers. An excess of oil flows down
drain pipe 18 back into the crankcase.
3:)
To discharge the accumulated oil, baff,Jed by the flywheel gland,
the crankcase is provided with oil-drain passage 1.
To prevent the oil leakage from the crankcase to the clutch, the
flywheel hub is fitted with a rubber gland; the breaker is protected
against oil contamination by means of a rubber gland on the camshaft.
The centrifuge is used as a s·e condary oil fil~er. Before reaching
the centrifuge, the oil is cleaned by passing only through the gauze
of the oil header. Aluminium body 8 (Fig. 11) and centrifuge cover
7
16
6
5
4
2
Fig. 11. Centrifuge and front crankshaft ball bearing:
1- centrifuge fastening bolt; 2- Jock washer; 3 - centrifuge washer: 4- sealing ring;
5- gasket; 6 - centrifuge cover; 7- sealing ring; 8- centrifuge body; 9 - screen; /0-
timing pinion gasket; I I - driving timing pinion; 12- front bearing body; /3- front
crankshaft ball bearing: 14- crankshaft plug; 15- crankshaft; 16 - screw; A - from
oil pump
6 which are mounted on the front pin of the crankshaft, are fixed
by key and secured by bolt 1, us·ing special washer 3 fitted in the
centrifuge cover. To keep bolt 1 from loosening, lock washer 2 is.
fitted. Provi'ded between the centrifuge body and the cover is screen
9 with an elongated hole for the passage of oil from the body into
the centrifuge cover and further on through the channels to the
ha nkpin bearings. The correct position of the hole on the screen
(w-ith respect to the channels) is ensured by means of a tab which
enters the centrifuge body. The centrifuge body and cover are sealed by special rubber ring 7. To reduce the oil leakage between the
washer and the crankshaft end, sealing ring 4 is pr ovided.
3t
Care of Lubricating System
During daily preventive inspection, check the presence of oil in
the crankcase. If necessary, a·dd oil by pouring it from a clean vessel, through a dense gauze with a mesh sizing not more than
·0 .63X0.63 mm. The oil dipstick is provided with two ma rks to indicate the lower and upper limits of oil level. Before checking the oil
level, wipe the dipstick and lower it into the crankcase t'iller to the
full depth without screwing up the plug. Oil should be changed in
i he hot engine.
When changing oil in the crankcase, thoroughly clean dirt from
the plugs of the drain and filling holes of the crankcase and uns~rew the plugs. Then drain the used oil, screw in the drain hole
plug, pour in 1.2 to 1.5 1 of industrial oil 12 (spindle oil 2) and
scr·e w in the filler plug. Now start the engine and allow it to operate within 2 and 3 min, then drain oil again. Following that, pour
fresh oil in the crankcase until it reaches the upper mark of the dipst ick.
In the winter time, oil should be warmed before filling. Oil
should be filled from a clean vessel taking care not to allow dirt,
dust, and moisture to get in the engine crankc-ase.
Remember that even a short-time failure of the lubricating system may cause a brea~down of the engine.
Overheating of the cylinders and their heads, power drop and
knocks in the engine are an indic-ation of insufficient lubrication.
The operation of the lubricating system is monitored by means
of an emergency oil pressure transmitter, diaphragm-type, 22 (Fig.
10), which operates when the pressure in the system drops to
1.7 ~8:! kgf/cm2 .
The pres.c;ure drop is signalled by a warning lamp fitted on the
dashboard. When the ignition i·s switched on, the oH •p ressure warning lamp comes on; after the engine is started, the lamp extinguishes. If the lamp is on under operating conditions, this indicates that the Jtransmibter or the engine is a·t fault. In this case the
engine must not be operated until t-he fault is traced and eliminated.
In case the emergency oil pressure transmitter warning lamp is
on at the average crankshaft speed, the engine pan must be removed, the reducing valve disassembled and its seat cleaned.
In case the engine is overheated or operates at low idling speed
(n=650-700 rpm) the lamp can be on even if the lubricating system is sound.
It is good practice to periodically screw out the transmitter and
to check the oi1l pressure with a reference pressure gauge. The oil
pres·s ure at the average crankshaft speed, with the engine warmed
up (at the oil temperature of about plus 80 oq must be not less
than 3 kgf/cm2 and not more than 6.0 kgf/cm2 •
The centrifugal forces developed during the engine operation
32
cause dirt particles to separate from the oil and set1le on the walls
of the centrifuge body and cover. F or this reason, .t he centri'fuge
must be cleaned after every 10000 km run.
Fuel System
The fuel system includes the following: petrol tank, three-way
cock with filter a nd settler, two carburettor,s, air cleaner, air duct
and petwl pipelines.
Petrol Cock with Settler
The petrol cock is screwed into the threaded bushing of the petrol ta nk. Provided in the lower part of the cock is settler 5- (Fig. 12)
with filter g a uze 8. P etrol is fed throu gh on e of two petrol pipes
12 and 13 of different height.
Fig. 12. Petrol cock:
1 - body; 2 - knob ; 3 - slide valve; 4 - slide valve scaling gasket; 5 - settler;
6 - filter bowl; 7 -filter spring; 8- filter gauze; 9 - settle r sealing gasket; 10 -
sea ling gasket of petrol cock body; 1I- threaded bushing; 12 - petrol pipe for
reserve fuel; 13 - petrol pipe for main fuel
Inside the cock body is slide valve 3 having one axial a n d two
radial holes. One of them, a through one, is matched with the hole
of a higher petrol pipe (main fuel), and the other coincides with the
channel of a lower petrol pipe (reserve fuel).
At the other side of the body are fitted two unions for connection
of fuel supply r ubber hoses extending to the carburettors.
The cock knob may be set to one ·of the following positions
(Fig. 12):
0 - cock is open; 3- cock is closed; P- cock is open for con sumption of reserve fuel.
The reserve fuel capacity is equal to 2 1.
3 . 8004
33
Carburettors
The engine is supplied from two (right-hand and left-hand) carburettors K30l.U or K301 13, which are similar in design but not in'terchangeable. The carburettors are installed on the cylinder heads.
The carburettor design is shown in Fig. 13.
Fig. 13. Carburettor:
I - throttle stop screw; 2 - depressor; 3 - rioat chamber cover: 4- float needle: S- iloat:
6 - filter plug: 7- gasket; 8- filter spring; 9- fuel filter; 10- main jet; /1 - plug; 12gasket; /3-gasket; 14- plug; 15- idling jet; 16 - air filter body; J7- air filter gauze; 18-
air-fuel ratio adjusting screw (for adjustment at slow s peed); 19- atomizing hole of idling
jet; 20- atomizer; 21- headpiece; 22 - adjusting needle; 23- throttle "''edle retainer ; 24throttle body: 25- throttle expansion s pr ing; 26 - carburettor body; 27 - throttle valve stop;
28- carburettor cover; 29- spring; 30- detent check nut; 31- union; 32 - throttle s ide piece; 33- idling jet air passage; 34- atomizer air passage; 35- fuel·supply passage to atomizing hole; 36- main fuel supply passage
34
Adjustment of Carburettors
When operating the motorcycle, it is necessary to check an d a·djust the engine operation at low-speed idlin g, synchronous operation
of the car burettors, operating economy, and also the operation of
carburettors con tro-1 drive.
Before attempting to adjust the carburettors, check the following: the size of ·s park gaps (0.6 to 0.75 mm), breaker point gap
'(0.4 to 0.6 mm), as well as the clearance bet·w een the valve stem and
the rocker ends (0.07 mm).
Each carburettor must be adjusted separately when the engine
is warmed up.
To adjust the left-hand carburettor during low-speed idling of
the engine, remove the cap from the spark plug of the right-hand
head, slacken check nut 30 (Fig. 13), screw in union 31, ensuring
that the clearance between the cable end piece and the union is 2 to
3 mm. Then loosen off the check nut fa stening screw 1, and screw
in t he latter so that the thro ttle is slightly raised and the engine
can develop a higher speed. Following that, turn home air-fuel ratio adjusting screw 18 and, as far as possible, reduce the engine
speed by turning screw 1 back. Aflter that, tmn back screw 18 until
such a position is ensured wherein the engine would operate smoothly and develop t·he maximum speed. Then, by turning screw 1 back,
reduce the rotat ional speed to the lowest possible steady speed (on
completing the adjustment, lock screws 18 and 1 by means of check
nuts) .
Taking hold of the cable, raise the throttle of the carburettor
being adjusted, if this will cause an increase in the rotational
sp·eed, the adjustment may be finished.
Fit the cap on the spark pl·ug of the right-hand head, switch off
the left-hand cylinder and proceed to the adjustment of the r ighthan d carburettor. The adjustment procedure for this carburettor is
the same as for the left-hand car,burettor.
T he carburettors must ensure a uniform speed of the engine with
the left- and righ t-hand cylinders operating under idling conditions.
The accuracy of the adjustment is to be checked in the following
manner. On the operating, warmed-up engine with the carburettors
a djusted, switch of.f the cylinders one after the other, by alternately
removing the caps from the spark plugs of the right- and left-hand
cyl·inders.
Listen to the engine to check whether its speed is changing when
passing from operation at one cylinder to the operation at the other.
If the engine speed at the right- an d left-hand cylinder·s is different,
the canburettors must be adjusted hy turning in or out stop screws
1 of the throttles unt-il a uniform speed is obtained. Following that,
tighten up the check nuts of the stop screws.
To achieve a uniform, synchron ous operation of the cylinders
set the motorcycle on a su pport, start the engine and engage the
fourth speed. Then switch off one of the cylinders (detach the high3*
35-
tension wire from the spark plug), increase the engine speed until
the speedometer reads 50 km/h. Wait several seconds to make. sure
that the condition achieved is steady. Switch on the second cylinder
and, at the same time, switch off the first one. By turning the unions on the carburettor covers, raise or lower the throttle until the
speedometer indicates the same sp.eed. Since it takes r elatively much
time to perform this adjustment, care must be ta·k en to prevent 'the
engine from overheating.
When the throttle is fully raised, the amount of fuel passing
through the atomizer is dependent mainly on the throughput of the
main jet.
The engine operation under average load conditions depends on
the position of the needle in the throttle, therefore, the adjustment
of the carburettors wilil consist in the selection of the proper position of the needle. Whenever it is necessary to enrich the mixture
(for instance, when passing from the summer operating period to
the winter, or during running-in period) or if the eng·i ne power has
to be increased at the expense of its operating economy, the carburettors are also adjusted by appropriately changing the position of
the needle.
The adjusting needle is linked to the throttle body by means of
reta·i ner 23. The needle is provided with six annul ar grooves. By
bringing the retainer into each of the grooves, it is possible to obtai n six dif.ferent positions of the car,burettor a·djustment. The lower
the position of the needle, the weaker the mixtture, the higher the pos·ition of the needle, the richer the mixture.
In the case of the average load opera~ion, the carburettor is checked for proper adjustment by sh arply inc-reasing the engine speed.
If, as the result of such an increase, bangs are heard in the carburettor, the mixture must be enriched by lifting the needles being adjusted, by one or two divi·s ions.
Care of Carburettors
It is good praotke to wash and blow through the carburettors
after every 5000 km. Before washing the carburettors, screw off
plug 6 (Fig. 13), take out fuel filter 9 and wash it. Following that,
blo~v through the jet in the channel from plug 14 end. If idling jet
15 is clogged, screw it out and bl·ow through.
Never attempt to use a steel wire to clean the j ets as this may
dis'tunb the jet cross-.section and, consequently, will ·i mpair the carburettor operation.
Do not screw out the main jet, unless it is necessary to do so, as
this may cause damage to the jet itself and to its gasket.
In case the throttle has to be dismanbled (change of the position
of the adjusting needle, removing of the thrott1e cable) , detach the
throttle body and its s·i de piece by overcoming the effort of the expansion ~pring . The latter is also used as a check spring to prevent
an occasiOnal separation of the body and the side piece.
36
After the throttle needle and cable end piece are inserted into the
corresponding nests of the throWe body, ensure that the side piece
enters with Hs tenons into the slots of the throt'tle body. In doing so,
try to overcome the tension of the expansion spring.
The assembled throttle must be installed into lthe carburrettor body with the thrott.le recess (side piece) turned ~awards the inlet
branch pipe. When assembling the carburettor cover, see that the
lug on the cover enters the appropriate slot in the carburelttor body.
During da ily ma-intenance check the carburettors for good condition. In case a fuel leakage is detected, tighten up the fasteners or
replace the sealing gaskelts.
If fuel leaks through the draining device of the carburettors thi·S
is an indication of poor tightness of the shuf-of.f valve of the float
chamber. In this case, lap the float needle, but never try to plug the
hole of air filter body 16.
Ai.r Cleaner
The both carburettors have a common air deaner (Fig. 14), mounted in the gear box casing, and a coupled control of the throttles. T he air cleaner is provided with an air choke to facilitate the
starting and warming-up of the engine in cold we ather.
7 6
Fig. 14. Air cleaner:
1 - breather pipe; 2- ai~ filter; 3- lock screw for securing air filter; 4- air choke
handle; 5- carburettor a1r passage; 6- tightening clamp; 7 - sealing coupling of -:fir
passage
37
When the air choke is comp letely closed, handle 4 is in the front
end position (handle in the upp·e r position) . The choke should be
used on ly in case of sta rting the engine from cold.
.
.
One of the main .causes fo.r premature wear of the cylmders, plstons, piston rings and of the other fri ction pra r ts of the engine is
dust and sand that get inside the engine through the carburettors.
The service life of the engine much d·e pends on the good condition of the air cleaner.
Air is cleaned in the follow ing manner: when passing under the
c.i r cleaner cover, ai r is flung by the deflector (provided on the cover) onto the oil bath surface, vhen, suddenly ohanging irt.s direction,
is f,e d into the air clea ner throat filled with a cappon stuffing.
H eavi·e r particles of dust, su·cked in by the air, hit th e oil surfa.ce
a nd settle down to the bottom of the oi:J bath. The finer p articles,
carrired a1way by the air flow, are retained in the throat containing
oi l-soaked stuffing packs. From the throat of the air cleaner, the air
is supp Jired through the air passages to the carburettors.
Provided inside the a ir filter body is a disk which is used as an
oil damper.
Care of Fuel System
1During 'daily inspection, make sure tha t the tank is filled with
fue·l a nd the petrol lines a-re properly connected; also check the fuel
s upp ly to the carburettors a nd the operation of tthe carburettor
throttle control drive.
When operating the motor cycle, .check the presence of oil in the
oil bath of the air filt er. 111: is recommended that the air filte r be wa shed and the oil ch anged at the fol lowing intervals: under very dusty conditions, the air filter shoul.d be washed, without dismantling,
and the oil changed after ev.ery 500 km run; under normal conditions, the same should be done every 1000 km.
When washing the air filter it is recommended to clean the gear
box casing filler.
Wash the filter in a bath filled with kerosene or sweet petrol. For
't hi s purpose imnnerse the fi lter in the bath, rinse the filter and then
sharply shake it up,
Note: The oil used for the filling of the air filter should be the sa me as for
the priming of the engine (the filter m ay be also filled with the used oil of the
same grade, provided this oil has been prelimi na rily filtered).
After every 2500 km run, it is advisab le to remove t he sludge
from the petrol cock settler; rinse and clean the fuel filters.
· .If the fuel suppl y is insufficient, the engine power drops sharply,
flashes appear in the carbur·e ttor, and the engine speed does not correspo nd t o the given position of t he thrott le control grip . In this ca se, first of ai"I check that the vent holes in the plug of the fuel tank
2re not clogged. Then, on turning off the ·petrOl! cock, unscrew the
settler, clean and wash out the latter together with the fi lter con 38
tained in it. After assembling the settler, open the valve and blow
it through with compressed air.
Periodically check the connections for air-tightness and the
packings in the inlet passage for good condition, since the inleakage of dusty air will cause premature wear of the engine parts.
POWE~ T~ANSMISSION
The power transmission system of the motorcycle consists of a
number of interconneoted units intended to tr.ansmit the torque from
the engine crankshaft to the rear wheel, and also to change the tractive effort at the driving wheel.
The power transmission includes: the clutch, gear box and main
drive.
Clutch
The clutch is int-ended for the 1ransmis•sion of torque from the
engine to the gear box, disengagement of the engine from the gear
box at gear.shift, and for the smooth engagement when sta.rting the
motorcycle from rest.
The dry double-disk clutch consists of ~he driven and driving
parts, and of the clutch release mechanism. The driving parts include flywheel 7 (see Fig. 20), pressure di•sk 8, interm-ediate disk 9,
and bea.ring disk 11, all of the disks being fitted on the il)'!Wheel
pins.
At the centre of the pressure disk is a square hole into which
en'ters the dutch release ro.d.
The bearing disk is fastened to the pin ,ends by screws which
ar.e secured by punching the bearing disk at the slots of the screw
heads.
The driven parts of the clutch include t!Wo driven disks 10, having ring-shaped facings, made of friction m atetiial, on either side.
The disks are meshed with the sp·lined part of the gear box primary
shaft.
The co-rrect use of the clutch will considerably prolong its service life.
Never ride the motorcyde with bhe clukh incompletely engaged
(by causing it to slip). When starting from r·est and changing gears
engage the clutch smoothly. The sharp engagement of the clu tch at
hi·g h engine speed will cause not only a rapid wear of the friction
facings of the dqsks but will a'lso overstrain the transmission components and increase wear on the tyres.
The clutch control drive and its operation are described in Section "Gear Box".
Gear Box
The double-shaft four-s•p eed gear box is provided with a reverse
gear and clutch release mechanism actuated at gearshifts.
39
Shafts
The primary shaft is installed in two ba·ll bearings. The shaft is
made integral with the crowns of the reverse, fi rst and second speed
gears. The third and fourth speed gears are fittted on the shaft. The
fourth gear is kept from turning on the shaft by means of a Woodruff key. The third speed gear is linked to the fourth speed gear with
the aid of end face lugs.
The secondary ·s haft which is also supported by two ball bearings, has a toothed crown for the reverse sliding gear. Pressed on
the shaft are two splined sleeves that are prevented from turning on
the shaft by keys. The first, second and fourth speed gears freely
rotate on metal-ceramic bushings, while the fourth s.p eed gear tums
on a bronze bushing. The gears are linked •to the shaft by means of
gearshift movable sleeves. No special provision is made to feed oil
to the friction surfaces.
Starting Mechanism
The starting mechanism incorporates two shafts with geans : starting shaft 33 (Fig. 15) and intermediate shaft 5. Two gears wi1h
twelve ratchet teeth on their end faces are free to rotate on the intermediate shaf1t. The front end of the shaft is pressed into the casing.
Pressed onto the splines of the starting shaft is a toothed qu adrant. The quadrant is .p ressed to rubber .Pecoil buffer 5 (Fig. 17)
by a torsion spring.
The spring is wound up by -giving bushing 1 (Fig. 15), fitted in
the front wall of the casing, a haLf-turn counterclockwise.
The bushing is sealed by a rubber ring, and the shaf·t, by a double-rim carcass-type gland. The kick sta·rter lev1er is secured to the
starting s haft by means of a key bolt. When the kick lever is depressed with the foot the quadran1 meshes with the small gear of the intermediate shaft, which gear is enga ged, by means of the end face
ratchet with the large gear being in constant mesh with the second
speed gear of the gear box primary shaH . After the engine has been
started, and the foot taken off the kick lever, the latter together with
the quadrant .returns to the inHial position under the adion of the
return spring. The quadrant imp a·ct is t aken up by t.h e rubber buffer
with a steel facing.
Gearshift Mechanism
Four forward speeds are engaged by splined sleeves 13 (Fig. 15)
which are fitted on the secondary shaft and moved along it .b y means of g-earshift forks. The specia l lugs of the forks enter the shaped
notches of the gearshift disk. As the disk is rdtated, the forks move
to a corresponding position on shaft 6 (Fig. 18) installed insi de the
casing. Fitted on the gearshift disk are three pins and the spring of
40
the neutral position transmitter. In the neutral position the t ransmitter spring closes, through an insulated contact, the electric circuit of the warning ]·amp fitted on the dashboard. When one of the
arms of the foot gearshift pedal is depressed wit h the foot, shifter
shaft 9 (Fig. 16) linked with the crank-cam, obtains a rocking motion. T·he crank is fitted with a pin which enters the slot of the pawl
sliding along a smooth shaf·t .
The pawl acts on one o~ the gears hift disk .pins, thus causing the
disk to turn. The disk is fixed by mean s of a lever ca tch. The reverse gear is engaged with lever 5 (Fig. 19), provided at the right-hand
side of the gear box . The lever, being flexible, can be fixed in a certa in posit ion on the bevels of the casing and the cover with the help
of a round-head screw. When the lever handle is shifted forward, the
rev•e rse shift fork and ,the sliding gear of the second ary shaft are
also moved forward. As a result, t he sliding gear comes into m esh
Fig. 15. Lay-out of shafts:
I - starting shaft
bushing; 2 - scaling rubber ring; 3 - starting shaft spring; 4 - sp ringstop; 5 - intermediate shaft; 6- third :;peed gear of primary shaft; 7- fourth speed gear of
primary shaft; 8 - gland; 9 - primary shaft; 10- secondary shaft; 11- splined sleeve; 12fo urth speed gear of secondary shaft; 13- gearshift sleeve; 14- third and fourth gear shift
fork; 15 - third speed gear of secondary shaft; 16- second speed gear of secondary shaft;
17- first and second gear shift fork; 18 - first speed gear of secondary shaft; 19- reverse·
shift fork; 20 - reverse sliding gear of secondary shaft; 21 - idle gear axle; 22 - reverse
idle gear; 23 - driving gear of spe~domete r drive; 24 - driven gear of SI_Jeedome~er dnve;
25- gland; 26 - elastic coupling disk; 27 - slotted nut for securing
elasttc coupltng disk;
28 - large gear of starting mechanism, with end face ratchet; 29 - small gear of startingmech anism with end face r atchet: 30 - starting mechanism shaft toothed quadrant;.
'
31 - spring; 32 - gland; 33 - starting shaft
41
with the idle gear fitted on the cover of the gear box. The id le gear
is in constant mesh with the reverse gear of the primary shaft.
The peverse gea·r may be engaged only when the m otorcycle is
a t rest and the g·earshift mechani sm ·is in the main neutral position
(between first and second speed gears).
Fig. 16. Cross-sectional view of gear box:
l - starting m«;chanism s halt ; 2.- intermediate s halt; 3- idle gear stop ; 4 - installation place of 1 d l ~ gear; 5 - pnmary shaft ; 6- secondary shaft; 7- gearshift fork:
8- gland; 9 - sh1fter shaft; 10- crank-cam; II -
crankpin; 12- gearshift mechanis m
pawl; 13- gearshift disk pin
Putting the motorcycle in reverse, when any of the other ·g ears is
engaged, is excluded by a special lug on the reverse sh if1t fork
w hich enters t.he corresponding recess on the gearshift disk, when
changing over to reverse.
The reverse s hift lever is secured on the tapered part of the lever shaft a nd is set to the required position before tig htening the
nut.
Clutch Release Mechanism Actuated at Gearshifts
When gear shi.ftin g is effected, a rocking motion is imparted to
t he cra nk-cam, moving it forward or backwar d from its mid·dle po42
sition and ratsmg its long ar m wi•th the roller of double-arm lev·e r
located insi de the casing of the gea r box.
The short arm of this lever acts on the intermediate compound
rod whose outer end presses on the adjusting .bolt of t.h e outer
dllltch release lever.
Fi g. 17. Starting
mechanism:
1- intermediate shaft: 2kick starter lever; 3 - wedge
bolt; 4 - starting mechanis m
shaft; 5 - rubber buffer of
s tarting mechanism quadrant;
6 - buffer facing; 7- toothed
quadrant of starting mechanism s halt; 8 - primary shaft
The outer lever, rocking on its pin, act uates the clu tch release
rod through the sli de block, bearing, and end piece.
Servici ng the Gear Box
Servicing of the gear box consists in ti mely replenishment o·f oil
jn the casi ng and adjustment of the clutch release mechanism, when ever required.
J. Oil must be changed at in ter•vals specifi-ed by the present instructions. The oil level in the casi ng should be checked with a dipISti·ck, as described in the Section "Prepa ring for a Ride". The dipstick is provided wi th a red-painted polyethylene .h ead which is used
as a breathei. The hea d may be r emoved in case the breather has to
be clea ned.
43
2. As declutchi ng is effected automatically during a gearshift, the
driver, w hen s hifting gears, does not have to use t he hand clukh
lever.
G iven below are various methods of clu tch control at gearshifts:
4
Fig. 18. Gearshift mechanism
(neutral position):
~-contact
J - pawl s pindle; 2- gearshift mechanism
pawl; 3 - gearshift disk with shaped not..
.
ches (slot cam); 4 - gearshift disk pi n ;
or neutral pos1hon p1ck-up; 6 - shalt or !orks; 7- lever catch; 8 - spring or neutral pos ition pick-up
a) not using the hand clutch lever. I n this case, a-fter turning the
gas gr ip forward, ("from the driver"), dep ress the gearshift pedal
abruptly, but avoiding an impact. The speed gear engaged, gradually let the gearshift pedal return to the middle posi·t ion. To ensure
a smooth return movement of the pedal, try to r et ain it with both
toe and heel. In doing so, never a.Uempt to take your foot off the
gearshift pedal, as this wi ll cause shocks in the motorcycle transmission;
b) using the hand clutch lever. In this case disengage the clutch
before shifting gears a nd gradually release the clutch lever after
removing the foot from the gearshift peda l as indicated in the Section " Drivi ng Procedure";
c) dise ngaging the clufch simultaneously by hand (using the
clutch lever) and foot, when s hifting gears. Gradually release either the hand leveT or ped al, wh ichever you choose;
44
d) clutch control with the gearshift pedal, w.hen starting from
rest, is also possi,ble. In this case, after engaging the gear, retain
the ped::.~l by both toe and heel, gradually returning it to the middle
position.
A
--"-- Casinq
Gear enqaqed
... (front position)
2
6
Caver
Gear disenq,aqed
(rear position)
Fig. 19. Reverse shift mechanism:
1 -reverse idle gear; 2 - reverse gear of primary shalt; 3 - reverse shift fork; 4 - reverse
s liding gear of secondary shaft; 5- reverse lever; 6 - round head screw; 7- sealing rubber ring; 8- reverse shift fork lever; 9- pin
3. Coasting for a long time or lengthy engine operation with the
clutch released is inadmissible as the clutch release bearing will
overheat and become unusable.
4. The clutch release mechanism is adjusted, whenever required,
by means of a'djusting bolt 6 (Fi1g. 20). With the proper adjus-tment,
there must be a small clearance between the end of the adjusting
bolt and the intermediate rod. The presence of the clearance can be
checked by swinging the clutch r elease lever or gearshiift pedal. The
free travel, when swin ging the upper head of the clutch rel•ease lever, must not exceed I mm. The free travel, when swinging the front
arm of the gearshift pedal, should not be .greater than 10 mm. Improper adjustment will lead to premature failure of the gear box. On
completing the adjustment, lock the adjusting bolt with a check nut.
The manual drive of the clutch release mechanism is adjusted by
means of the adjusting screw of the clutch cable. The manual drive
must be adjusted in such a way that the travel of rod 12 during manual disengagement of the clutch, is not greater than the travel of
the rod during disenrgagement of the clutch. Proceed as folloWis to
45
check the proper adjustment of 1he manual arive: depress the foot
gearshift pedal to fully engage any of the speed g.e ars. The hand
cl ukh release lever is withdrawn in the dir·e ction of the handlebar
grip. The pe:-oeption of the cahle tightening (resistance) should appear only at the end of travel at close proximity of the lever to the
grip (about 1-5 mm) .
Fig. 20. Clutch and release mechanism actuated at gearshifts:
I - [oot gearshift pedal; 2 - crank-cam; 3 - roller; 4 - inner lever; 5 - intermediate rod; 6adjusting bolt; 7-engine [!ywheel; 8- pressure disk; 9 - intermediate disk; 10- driven disk;
I I - bearing d isk; 12- clutch release rod; 13- rod end piece; 14- sealing rubber ring; /5th rust ball bearing; 16- slide block; 17 - outer clutch release lever; 18 - pin; 19- clutch
hand drive cable; 20 - clutch cable adjusting screw
The motorcycle must not be operated until the clutch release me·c hanism is properly adjusted.
,5_ The sequence of gea r engagement irs described in the Section
"Controls and Instruments".
6. The motorcycle is put in reverse only when the g@arshift mechanism is in the main neutral position, that is, when it is between
the first and second gears. This position is indicated by the lighting
-of the neut.ral position indicator lamp.
Applying t oo great an e ffort when, shifting to reverse at other
posi.tions of the gearshift disk, may result in breakage. A failure may
a-lso occur when too mu ch effort is applied to engage any of the
speeds with the reverse gea r engaged.
46
Do not engage or disengage the reverse gear by foot.
7. The gear box has yet another fixed neutral position between
the bhird and fourth gears. This neutral should be used when coasting.
The neutral position should be found with the clutch disengage·d,
by using the hand lever. Before the necessary skill is acquired, the
front and rear arm of the gearshift pedal should be simultaneously
depressed with the foot.
In order to engage the third and fourth gears without impacts
after coasting, increase the engine speed and only then shift to the
required gear.
8. The engagement of either forward or reverse gear i'S accompa nied by the meshi•ng of t-wo members of the gear box, the tooth of
one member ent-ering the space o.f the other.
T·he teeth of the meshing clutches or gears are not always arranged in such a way that the space is opposite the tooth. In this case,
the gear engagement is impossible. To facilitate gear engagement,
the space in the splined joints of the gearshift mechanism is made
much wider than the tooth thickness.
Difficulties during gear engagement may arise only when the
coupling members are at rest, which might be in the case when the
motorcycle is kept at a standstill and the engine is not operating or
the clutch is disengaged with the engine operating.
Therefore, it is advisable to ·s et the neutral or a gea•r Cilose to
neutral (fi,rst or second) before the motorcycle comes to a standstill
during a slowdown. Should a given gear fail to become engaged,
with the motorcycle at a standstill, release the clutch lever (at which
point the primary shaft starts rotating) and then depress the clutch
lever again and engage the gear.
Tc engage the first or reve.r:Se gear without impacts, when starting from rest, it is necessary, after declukhing, to wait a few seconds before engaging the gear until the primary shaft slows down
its rotation.
9. During the col•d season, the starting mechanism ratchet may
o'pl€!r·a~e with noise (.r attling) if the gear box has not yet warmed
up. This being ~he ca.se, do not operate the engine at high speeds.
As the gear box is warmed up, the noise will disappear.
Dismantling and .Assembling of the Gear Box
Dismantling
Dismantling should be carried out in the following order:
1. Remove the kick lever, clutch release lever, slide, thrust bearing and the end piece of the clutch release rod. Take down the disk
of .the elastic coupling.
2. Tum of.f two screws securing the bushing of the starting mechanism shaft to the front wall of the casing and release the tension
("winding-up") of the spring of the starting mechanisrm shaft.
47
3. Unscrew the nine bol.ts fastening the cover.
4. Inst all the pin of the clutch release lever and r-un a soft cord
throug.h it. Holding the cover by the cord, drive out the prima·ry and
secondary shafts with light taps. Remore the cover, When doing
this, take care to keep the gasket intact. Remove the ~>everse idle
gear. Take off the reverse gear with the fork from the ts econdary
shaft.
5. Extract the starting mechanism shaft assembly an d remov-e
the spring, gears and washers f.r om the intermediate shaft.
6. Remove the fork shaft from the hole in the casing (!Without
extracti ng it from the forks).
7. Take the forks with the shaftt out of the slots of the gearshift
disk.
8. Fit the elastic coupling disk on the secondary shaft and secure
it with a nut.
9. By lightly tapping the nose of the primary shaft and the elastic coupling disk, drive out the shaft with the forks f.rom the casing.
10. Pull back the lock slightly and remove the gearshift disk
from its axle.
11. Extract the pawl spindle, the pawl and spring.
12. Remove the covter pin and unscrew the nut securing the
crank-cam, take off the crank-cam from the splines of the shifter
shaft and extract the shifter shaft.
13. Remove the reverse lever handle and take the pin an'd lever
out of the case.
Assembling
1. Install the gearshift mechanism.
2. Install the primary shaft assembly in the casing in such a way
that its front bearing sinks halfway into the casing seat.
3. Insert the .g earshift forks into the slots of the gearshift sleeve
of the secondary shaft, pass the fork shaft throu gh them and install
the secondary sh aft in the casing. Slightly tapping the shaft with a
soft metal hammer, drive the shaft into the casing, ensuring that the
gear crowns of the primary and the secondary shafts are properly
aligned, drive the shafts into the casings as far as they will go. Insert the forks into the slots of the gearshifts disk, and introduce the
fork shaft into the casing.
Further assembla.ge does not involve any difficulty and is carried
out in a sequence reverse to that of dismantlin-g.
Main Drive
The main drive comp.rises the cardan drive and the reducer with
a pair of bevel gears (of the ma in drive).
The cardan drive consists of three basic components: an elastic
coupling, propeller shaft and univers al joint assembly. The universal
4.8
joint is coupled to the main drive by means of a toothed joint and
wedge bolt.
Provided at the rear end of the propeller shaft are several annular grooves to accommodate a locking ring. The latter is used to set
the length of the propeller shaft and the total clearance between
elastic coupling 31 (Fig. 21) and the elastic -coupling disks. The
clearance, with the propeller shaft in a horizontal position, must be
within 3 to 6 mm.
The servicing of the ·cardan drive is confined to lubrication of the
uniYersal joint bearings, using a pressure lubricator screvved into the'
universal joint cross, at the intervals specified in the Section "Technical Servicing".
In order to lubricate the universal joint, t ake down the ,rear
wheel, shift sealing rubber ring 28 to the middle of the propeller
shait, and, by means of a wrench, screw off the universal joint casing 27. When unscrewing, remember that the casing has a lefthand thread and, therefore, must be turned clockwise.
The main drive is essentially a pair of bevel gears· with circular
teeth. These gears are arranged in the casing which is also used as
a disk for the rear brake, as an oil reservoir and support for the
right-hand end of the rear wheel axle.
At the bottom, the casing has an oil drain hole closed with a
plug. At the top, there is a filling hole into which a dipstick with a
breather is screwed.
Avoid dismantling the main drive unless it is necessary to do so.
If the dismantling has been carried out for same reasons, it is s~tron­
gly recommended to use, during assembling, the same adjusting
washers 9 and 20 as t hose fitted at the Manufacturing plant. After
tightening up all the nuts, the gears, when rotated by hand, must
turn freely, without jerks and seizing. The backlash between the
teeth of the gears should be easily fe lt with the h and, when swinging the dr.iving spindl·e, with the hub of driv·e n gear 18 being locked.
The backlash between the teeth of the gears must range from 0.1
to 0.3 mm.
The dipstick head is fitted with a breather which is similar in
design to that of the gear box.
To keep the main drive is good order, regularly check the oil level and cha nge the oil in due time, at intervals specified in the Sedion "T,e chnica l Servicing". During operation periodically check
the proper tightening of the nuts securing the main drive cover and
the nuts securing the main drive to the rear suspension lever.
Dismantling and Assembling the Main Drive
In order to dismantle the main drive, remove the sealing gland
cover (unscrew seven screws) and the gland itself. After that, take
· d0\\"11 the casi ng cover which is secu.red with five nuts and on~
screw.
4. 8004
49
To detach the cover of the main drive casing from
1he hub of the driven gear, insert the rear wheel axle
into the hub, holding up the driven gear with one hand,
and, by lightly tapping the axle end, knock the cover
out of ·the bearing pressed into the hub. The bearing is
pressed out through ~hree holes in the hub.
After unscrewing the nut securing the driving gear
bearing (left-hand thread), 1he :latter is knocked out
through a special slot in the casing.
When installing the driven gear and hub assembly,
the needJ·e rollers (45 pes) mu sl~ be lubricated with
consistent grease. (to keep them from falling out). Take care not to damage the casing gland and not to J.e t
spring jump off the latter.
It is good practice to use a special mandrel for this
purpose.
Dismantling !llnd Assembling the Universal Joint
(Main Drive Removed)
1. Remove the propeller shaft from the universal joint
unscrew the casing (left-hand tthread) , holding back
the nut. Uncotter the wedge bolt, unscrew the nut;
using a soft drift, knock out the wedge bolt, .remove the
universa.] joint from the shank of the driving bevel gear.
2. Take off the four lock rings of the universal joint
bearings. Place the propeller shaft fork on a support
and partially press out one of the bearings through the
cross and the opposite bearing. Grip the protruding
part of the bearing in a vice and extract it from the
fork. Turn the universal joint, press out, through the
universal joint cross, and then extract the second bearing.
Remove the bands and sealing rubber rings from
the cross pins and take down the propeller shaft fork
from the universal joint cross.
3 Press out the rema ining two bearings in the same
manner and detach the universal joint cross from the
second fork.
4. When assembling the universal j oint, install the
bearings and packing parts in pairs, one after another,
on the opposite pins of the cross, after first mounting
the cross with its pins to be inserted into the fork.
WHEELS
The motorcycle wheels (Fig. 22) are reinforced with
a stteel brake drum and are fitted with tapered roller
bearings. The wheel housings have labyrinth packings
4•
51
at the joint with the front wheel disk, main drive casing and the
protective disk on the sidecar axle.
Servicing the Wheels
To prolong the service life of the wheels, it is essential to tighten up in due time the spokes that have lost their tension. The loosening of the spokes is particularly noticeable during a running-in.
At least once after every 100, 300, 500, 1000, 1500 and 2500 km, it
is necessary to check (by tapping the spokes with a wrench or any
other metallic, objeot) and, if necessary,
to tighten up the loose spokes.
Ensure that the spokes are tightly and
uni,formly tensioned.
During a running-in period, daily
check together with the spoke tension the
play of the wheels and tighten the bearings, if necessary.
The adjustment procedure for the bearings is as follows:
raise the wheel above the ground;
unscrew and extract t he axle;
remove the dust-protect ing washer;
insert and tighten up the axle (without the washer);
slacken t he bea ring a djustment check
nut·
ho,lding up the w heel with one hand,
screw in the nut until t he bear·ings are properly adjusted (the wheel must turn
freely in the bearings, without noticeable
play). It must be borne in mind that the
over tighteni ng of the bearings as well as
too large a play will disturb the proper
operation of the wheels thus causi ng them
to wear out fast;
tighten up the check nut r eli ably, taking care not to disturb the bearing a djustment;
unscrew and take out the axle;
fit the dust-protecti ng washer back in
its place, insert and s.c rew up the axle;
make sure tha t the wheel rotates
freely, w ithout any noticeable play;
lower the wheel t o the ground.
The same a djustment may be also carF ig. 22. Motorcycle wheel:
ried out on a removed wheel (Fig. 23) ·
1 - bearing adjustment nut:
Subsequent adjustments of the wheels
2- check nut; 3-tapered
s hould be carried out >every 2500 km.
roller bearing
52
The wheels ::~re to be lubri·cated in terms specified under "Technical Servicing".
When dismantling, do not press out the hearing outer race which
is pressed into ·t he hub on the end
.
. . .. . ,
of the splines.
\:;/;~,.;;:<·:;:,;_::;~;;~·:·\ : : , .
TYRES
Servicing of the tyres is ,confined to checking the proper air
pressure in the inner tubes (refer
to the Section "Specifications").
In case of long-time operation
of the motorcycle, at incomplete
load (including only a driver and
one passenger in the sidecar), it
is recommended that the air pressure in the rear wheel tyre be Fig. 23. Adjusting the wheel bearing
red uced to 2+ 0 · 1 kgf/cm2 .
The r-ear wheel tyre operates under more arduous oonditions. In
order to ensure a uniform wear of all the tyres, it is necessary to interchange the positions of the wheels every 2500km. On the motorcycle with a sidecar fit the :rear wheel in place of the front one, the
front wheel in place of the sidecar wheel, the sidecar wheel instead
of a spare wheel, and the spare wheel instead of the rear wheel (in
the clockwise direction). Do not allow long-time (over 30 days)
standing of the motorcycle on wheels. In case of storage the motorcycle should be put on supp-orts ensuring ·complete unloading ·of the
tyres.
Dismantling the Tyres
To .r emove the tyre, proceed as foHows:
fully deflate the tyre tube;
unscrew the nut fastening the valve and push the latte r into the
tyre;
place the wheel on the floor, stand with both feet on the outer
casing and press the tyre bead into the rim recess;
.having moved away from the valve by appr-o ximately 1/4 of the
rim circumference, lever off the tyre bead (fnom the valve end) with
the tyre irons and draw it over the rim edge. As this i·s being done,
the opposite part of the bead must be sunk in the rim recess, otherw.ise the wire ring of the bead wiN be inevitably broken;
moving both the tyre irons along the rim edge, gradually take
out all the tyre bead and then remove the tube.
If required, remove the other bead in the same manner.
53
Tyre Repairs
The damaged spot on the tube is easily detected by the noise of
leaki ng air. If a puncture is too small, immerse the tube inrto wat~ r
and locate the puncture by watching air bubbles escaping from the
water.
Ciean off t he damaged spot, using a file or a n emery cloth, and
wash it with a clean petrol to remove 1the dust. If special patches a re
not availabl·e, use a part or a piece of another tyre tube ,of a size
somewhat larger tha n a patch ~o be cut out. Clean this piece of tyre 1tu'be and wash it with clean petr·ol. Coat the damaged spot and
thus treated piece o•f tube (to be used as a patch) with rubber cement, ensuring that the rubber cement-coated area on the tube ove:-r eaches the edges of a patch to be made by 10 to 1·5 mm. After 10 to
15 mi n, apply another layer of rubber cement and wait until it dries
out well, then cut out a patch to a required size, apply it t o the damaged spot on the tube. Roll on the patch (to remove the air), starting from centre and working t owards the edges.
If the tyre repair kit contains special patches ooated with a layer
of rubber cement and special prDtective cloth, these must be used
after first removing the layer of protective cloth. Such a patch does
not need to be coated with rubb er cement, but it must be refreshed
with petrol.
'
The faulty slide valve must be replaced . If the ai r leaks between
the valve and tub'e, tigthten up t he n ut securing the valve, by using
two wrenches.
Mounting the Tyres
To mount the tyres, proceed as f,ollows:
m ake sure that the outer casing is free 10f forei,gn matter that
might cause damage to the tube, and, using a paper packet with talcum, evenly pOIWder the inner space of the casing;
if the rim band was removed during dismantling, fit it ·b ack on
the rim, ensuring that the 'band hole is matched with the rim hole
(the rim band must completely ·c over all the ni pple heads) ;
on pl acing a porhon of the tyre bead in the rim recess, fit it on
the rim by using tyre irons, and shift the tyre bead towa.r d the rim
bead;
powder the slightly inflated tube with talcum, insert its valve
into 'the ri m h ole, give the nut 2-3 turns inwards a nd place the
remaining part of the tube into the casing, taking care that the tube
is not creased;
before fitting the other tyre bead, depress the valve to the full ext ent so that the tyre bead can enter the rim recess at this place;
raise the other tyre bead at t he side opp,osite the valve an d hold
the casing in this position with both feet;
fit the tyre bead ,on the ri m by h and, .gradually moving all the
way around the casing circu mference;
54
after having iitted about 2/ 3 of the bead length, squeeze the casing in such a way that the fitted part of the bead enters the rim recess; by tapping the bead base with a hammer (without using tyre
irons), insert all the bead;
depress the valve into the casing, pump up the tube and tap the
casing with a hammer all around the circumference until it seats
uniformly all al,ong the rim circumf.erence;
screw up the valve nut home, inflate the tube to a required pressure then fully deflate it and again inflate it to avoid tube creasing
in the tyre, screw in the slide valve and cap.
If the casing is properly pressed down into the rim recess, all
the job can be d!one using two tyre irons. When r.efitting the tyres,
do not apply too great an eff1ort to the tyre irons, as this may cause damage to the casing or the wire rope of the bead.
FRONT FORK
The front fork design is illustrated in Fig. 24.
Dismantling the Front Fork
The front fork should not be dismantled unless it is necessary
to do so.
Prior to dismantling, unscrew nut 20 (Fig. 24) of the left-hand
end piece, screw out 't he ffiOnt wheel axl·e (left-hand thread) and,
after removing the front wheel from the brake disk, take down the
wheel (after first disconnecting the front brake cable). Screw out
shock a1bsorber wing nut 1 (Fig. 25). Unscrew nuts 4 and 2, take
down traverse 6. U!'ldo scr ews 22 (Fig. 24) of the drajn holes and
discharge the oil. Rel,ease nuts 25 of bolts 26 and remove end pieces 17 and 18 of the fork blades tog·e ther with guide tubes 10. Screw
out the body of gland 8 and extract guide tubes 10 of the fork from
end pieces 17 and 18. Remove locking ·ri.ng 12, bushes 11, 9 and
gland 8 from guide tubes 10.
In order to dismantle the fmk shock absorber, unscrew bolt 16
securing the shock absorber and take out the shock absorber 13 assembly. Then screw off the nut at the upper end of the ·r.od, 'I'etnove
the upper end .piece and the fork spring. Screw out bhe lower end of
the spring and extract the rod together with the piston, taking care
not to damage the shock absorber tub.e.
To disassemble gland 8, fiorst unscrew the gland nut, take out the
felt ring, remove the packing ring spring and the ring itself.
When removing upper casing 7, detach the headlamp, unscrevv
nuts 26 (Fig. 25) and extract holts 24 securing the fender to the casing. Unscrew nuts 28 fastening the front fender to the bridge and
tal~e off fender 22. Extract bolts 26 (Fig. 24) and remove casings 7.
55
Fig. 24. Front fork desig n:
clamp nut: 2 - n ut washer: 3 -traverse:
4 - scaling ring; 5- s teering column bar wilh
bridge: 6 - guide s leeve; 7 - casing; 8- gland;
9 - upper bush of fork blade tube; 10 - fork
blade tube: II - lower bush of fo rk blade t ube; l l - locking ring of fork blade; 13 - fork
shock absorber; 14 - s pecial washer; 15- washer; 16- bo!t ; 17- left-ha nd end piece of fork
blade; 18 - rig h t· hand e nd piece o f fork blade:
19- washer; 20 - nut; 21- coupling bolt: 22screw; 23- washer: 24- washer; 25 - nut;
26- bolt
J -
19 20 2 1 18 17 16
56
Fig. 25. Front fo rk installation on frame:
I - wing nut of handlebar shock absorber; 2- clamp nut; 3- washer; 4 - special nut;
5- lock washer; 6 - traverse; 7 - bearing nut; 8- ball bearing protective washer;
9 - gland; 10- ball bearing; 11-scaling ring; 12 - right-hand bracket of head lamp:
13- left· hand bracket of headlamp; /4- gland; 15- ba ll bearing protective washer:
16- friction washer of handlebar shock absorber; /7- friction washer of handlebar
shock absorber; 18- handlebar shock absorber washer with shank; 19- spring washer; 2(1 - special nut of handlebar shock absorber; 21 - front wheel fender: 22;rent fork ass'y; 23- bolt; 24 - washer; 25- nut ; 26- hand lebar shock absorber washer; 27- nut
51
Assembling the Fork
Prior to assembling, all the fork parts must be thoroughly cleaned of dirt an d washed with kerosene.
The assembling should be carried out in the following order:
Assemble shock absorher 13 (Fig. 24), fit the spring, insert the
absorber together wi-th the spring into fork end pieces 17 and 18 and
't ighten with bolt 16. Fit the body of a-s sembled gl and 8, guide bu·s hes 9 and 11 and locking ring 12 ·on tube 10. Insert tube 10 into
end pieces 17 and 18 and screw the gland body on the end piece.
Coat the thread of the gland body with minium or bakelite lacquer.
'Insert tube 10 with end pieces 17 and 18 into casings 7 with guide
sleeve 6 and pass it through bridge 5 of the steering column.
First secure tubes 10 in the bridg.e <by means of coupling bolts
26. Then insert screws 22 with washers 23 into the drain holes of the
end pieces and ti·ghten the screws. Pour 130 cm 3 of oi'l AC-8,
GOST 10541-<63 in each fork blade.
Before imstalling the front fork •on the frame, check the number
of balls in the steering column bearings (there must be 24 balls in
each bea ring). When fitting balls in the races of the bearings pressed into the frame head, use grease Lithol -24. Insert the fork into
the frame head and secure with nut 7 (Fig. 25), then install traverse 3 (Fig. 24) on the cones of tubes 10. Screw the ends of •shock albsonber rods into nuts 2 (Fig. 25) and lock them with nuts.
Ensure that the clea·rance between the end faces of the check nut
and the upper tip of ·t he spring is within 0.2 and 0.4 mm. Slightly
screw in nuts 2, slacken bolts 26 (.Fig. 24), screw home nuts 2
(Fig. 25) .on traverse 3 (Fig. 24) and tighten bolts 26; S'Crew up nut
4 (Fig. 25), also screw up absorber wing nut 1 and cotter it.
Connect the front brake cable to the lever on the hrake disk, insert the disk together with the wheel in ·b etween the fork blades.
Pass the fnont wheel axle through the hu:b and brake disk and screw
it up (left-hand thread) .
.Secure the axle in the left-hand end piece of the fork blade by
means of nut 20 (Fig. 24).
REAR SUSPENSION SHOCK ABSORBER
Dismantling and Assembling the Shock Absorber
To dismantle the shock absorber, proceed as follows:
a) grip lower end piece 13 (Fig. 26) in a vice or in a special
appliance if the shock aibsorber is arranged ver.Ucally;
b) by pressing down upp,e r casing 3, compress suspension
spring 4 f,o r 5 to 10 mm and take out sliding blocks 2;
remove the upper casing, spring, carrier ring 10 and movable cam
11;
~8
2
.3
I;
5
s
]
10
11
12
/J
Fig. 26. Shock absorber construction:
J - upper head piece; 2- block; 3 - upper jacket; 4 - spring; 5- buffer; 6- nut; 7-
shock absorber body; 8 - working cylinder ; 9 - rod; 10 - bearing ring: II- movable
cam; 12 - fixed cam; 13 - lower head piece; 14- valve body; 15- rebound valve nut;
/7 - r ebound valve spring; 18 - rebound valve
washer; 19- rebound valve retainer; 20 - rebound valve disk; 21 - rebound valve
throttle disk; 22- valve retainer; 23- by-pa ss valve spring; 24- by-pass valve limiting retainer; 25 - compression valve stem; 26 - compression valve ass'y; 27- piston:
28 - rod guide; 29 - gland spring; 30 - gland; 31 - gland yoke; 32 - gland washer:
33 - rod g land (rubber); 34 - rod gland (fe lt) ; 35- pressure washer
16- rebound valve adjusting shim;
59
d) by moving upwards, extract upper etid piece 1 with rod 9, unscrew the nut of the reservoir with the help of a special w ren ch and
extract the rod (by moving it upwards) together with gland hou•s ing 31 and working cylind er 8. In doing so, be careful n ot to damage gl and 30 10f the reservoi r nut;
e) hold ing the w-orking cylinder wit h one hand, remove the shock
absorber rod together with the gland housing, rod guide 28 and piston 27 assemlbly. P our the fluid out of the working cylinder and
shock ab sorber body 7 into a vessel;
f) press out t he C·O mpression valve assembly fr om the working
cy linder by sl ightly tapping a wooden drift wi th a hammer;
g) secure the rod at the upper en d pieoe and unscrew rebound
valve nu t 15;
h) remove the piston with all the va lve components, rod guide
28, spring 29 and gland housing 31 assem bly;
i) extrad felt gland 34 fr.om its h ousi ng, rem ove the reservoir nut
gla nd and, by using a wooden ·b ar, push out rubber gland 33 from
the upper side of the housing.
The sh ock absorber is to be assembled in rever.se order.
In orde r to keep the rubber .gland intact, use a ta pered end piece
when fitting the gland housing on the rod.
Pour 150 cm3 of damping fluid into the shock absorber. The fluid
should b~ poured i ~ ':'hen the. working cylinder together with the
compressiOn valve IS m serted mto the shock absorber body. Fill the
woTking cy linder with fluid up to the brim the rest .of the fluid to
be poured int.o the shock absorber body. Aft~r this is done, insert t he
rod with th.e piston into. the working cylinder, close the cylinder wi th
the rod guide a nd, havmg carefull y moved the gland housing close
to the guide, screw up the reservoir nut.
After the reservoir n ut has been ti.ghtened, manually pump the
rod with the piston to remove air from the wo rking cylinder.
Note: Tota l disassembly should be performed only in exceptional cases when
the worn-out pa rts have to be replaced. In case inspection or replacement of damping fluid is intended, the dismantl ing must be carried as prescribed in items
a- d.
Servicing the Shock Absorbers
A mi xture consisting of 50% of turb ine oil 22 (turbi ne -oil .Tl)
G OST 32-74 a nd 50 % of tra nsformer oi l GOST 982-68 is used as
the pressure fluid.
Substitute: industrial oil 12 (spindle oil 2) GOST 1707- 51. Oil
AC-8 GOST 10541-63 ca n he used as well.
It is advisible a fter every 10 000 km run to take off the sh ock a bsorbers, dismantle them and wash a ll the parts in pure kerosene or
petrol and to prime fresh pressure fluid . In th is case on ly p u tial
disassembl ing is carried out (see "Disman tli ng a nd Assembling the
S hock Absorbers" ).
60
BRAJ<ES
The brakes of the 'front and rear wheels are provided with mechanical drive and have the following similar components : shoes in assembly, springs, and tappets.
Front Brake
T he two-oam brake is pr.ovided with two active shoes. It differs
from the previous models both in design and higher efficiency.
The design of the brake is illustrated in Fig. 27.
Brake shoes 1 rest with their spherical nests against the heads of
tappets 5, and with their pressur~e pads, against cams 3 fitted in disk
4. Driving and driven disks 7 a nd 8 respectively are tooth connected
to the cams. The levers are located on the face side of the brake
disk.
The levers are interc.onnected by rod 2 adjustable in length.
The driv ing lever is connected with the brake lev,er on the motorcycle handlebar by means of a rope. When the hand lever is being
depressed the rope actuates the driving lev·e r and both levers simultaneously turn the cams which m akes the shoes to go apart and
press to the brake drum of the wheel. Acted by two springs 6 the
shoes r eturn to the initial position.
Special devices serve to comp.ensate the wear of the brake shoes.
I nitially the com pensation of wear is perfonmed lb y tightening the
rope sheath which is done by tu rning out adjusting union 11. Further on, when the adjustment !by means of the union becomes impossible it is required to fully unscrew the union, remove both levers
(driving and driven ones) from the cams and fit the former into a
new position having turned them thro ugh 10° countercltOckwise (by
one tooth) with respect to the cams.
This done, a djust the brakes by turning out the union. When in
the process of operation and further wear of the linings the length
of the union becomes insufficient for adjustment, it is required to disassemble the brake and rotate the cams through 180° around their
axis.
Now, due to the asymmetry of the cam with respect to its pin axis
the brake shoes occupy the position at which the diametrical wear tOf
the linings is compensated by 3 mm.
If the wear is less than abov·ementioned the turning of the cam is
.pr.emature and it can result in that th e shoes in the assembled brake will fail to enter the wheel brake drum.
There may be some cases when the turning of the cam through
180° can be possible without preliminary rearrangemen~ of the !eYers.
The additional compensation of lining wear, if required, may be
per.formed by putting adj usting washers of simil a·r thickness between
61
C!>
~
ti
5
8
6
J
10
2
"
7
g
Fig. 27. Front brake:
1 - brake shoe; 2 - rod with lurks; 3- cam; 4- disl<; 5 - tappet; 6-spri ng; 7- driving lever; 8- driven lever; 9 - return spring; 10 - pin;
I I - adjustinll' union; I - w~sh~r not sh9w n conv~q ti on allr; A-11 -revol v~d
·
the tappets and their rests in the brake disk (spare washers are not
supplied by the ma nufacturer) .
The brake is assembJ,e d in the following succession:
insert the c<~ms in the disk openings;
hook return spring 9 in the disk opening;
fit the shoes with springs on the ta1ppet spherical ends and on the
caun bearing surfaces;
install and fix the driving and driven levers on the
cam splines maintaining the size of 82:b5° as illustrated in Fig. 27.
The parallelizm of levers .should tb e within 5°.
Upon fitting the brakes on the motorcycle connect the rod with
the driving lever. Turn each lever clockwise ti.U the shoes thrust
aga inst the wheel brake drum.
By turning the rod out/in the fork adjust the distance bet-ween
the f.ork holes centers so that the pin connecting the fork with the
driven lever freely enters the holes of the lever and fork.
In this case the rod should screw in the fork for not less than
5 mm. At the end where there is no lock nut the fork should be screwed onto the rod up 'to the end of thread. Cotterpin the rod in
the fork, connect the ·rod with if:he driven lever and cotteroin
the joint.
·
Wind up the return spring. If the above assembling requirements
are observed and necessary conditions for the reliable operation of
the brake at the expence of simultaneous pressing of both shoes to
the wheel br ake drum wil1 1be provi ded.
When assemlbling the brake ca re should be taken to fit the shoes
in their former places, otherwise their wear-in will lbe disturbed and
for some time the effici·ency of the brake will be poor.
It is also necessary to pay a ttention to the ca m surfaces a.g ainst
which the shoes thrusted since the cam surf aces are asymmetrical
with respect to its axis of ro tati<on. Both shoes must rest on the cam
planes equally offset ·relative to the pin.
The brake should be adjusted in the course of run as required by
turning out the adjustin g union as desuibed above.
The adjustment over, cotterpin the union .
Adjust the brake on a motor.cycle so th at the raised wheel freely
rot ates without brushing against the blocks an d during braking the
required effectiveness an d convenience of gripping the lever with the
hand is obtained.
For the sake of safety try the braking efficien cy a t low speeds.
Lubricate the br akes in accordance with the instru ctions cited in
the Section "Technica l Servicing".
After washing and lubri·c ating the excess oil must be removed to
prevent oiling of the lin ings.
63
Rear Wheel Brake
Fig. 28 illustrat·es the design of the rear wheel brake.
Brake shoes 8 bear with the spherical nests against the heads of
tap,pets 2 and with the pressure areas, on -cam 5. The cam has a slot
accomodating equalizer 6. When the cam with the -equalizer a-re turned the shoes are not pressed to the .brake drum.
Fig. 28. Rear wheel brake:
I - adjus ting taper; 2- tappet ; 3- lever axle; 4 - lever; 5 -cam; 6 - equalizer;
7 -lever screw; 8 - brake shoe; 9- brake shoe spring
As the friction linings wear out the gap between the brake shoes
and the wheel drum increases. To mainta in this gap within the requi•red limits the brake is provided with a wear compensator which
is made as taper 1. The taper is screwed in, as need arises, from the
exter.n al side and moves ap art tappehs 2 which bring the brake shoes
closer to the drum and cam with equalizer. Lon gitudinal gwoves on
the taper surface are provided for fixing the tap er ,position. The tappets acted upon by springs 9 which tighten the 1brake shoes enter
these grooves.
The necessity in brake adjustment is judged by the free travel of
rear wheel brake lever end. The free travel is considered normal if
it does not exeed 35 mm. If it exceeds 35 mm, tha n using a wrench
with 8 mm span turn the protruding square of Lhe adjusting ta.per
clockwie {as it is shown in Fig. 30) through one or several fixed in t ervals which are perseptible by the ·effort ·required for its turning.
In this case the length of the rear draw rod should be a djusted so
as described below.
The rear wheel brake draw rod leTIIgth is adjus,ted during its installing on a motorcycle as well as during rep air operations. The
front draw rod is not to be adjusted.
The a djustment is made with the wheel removed and the rear
brake pedal ,pressed from below to the footstep in the following order:
64
turn lever 10 (Fig. 29) towards rod 8 and remove nut 11 from the
lever;
lby screwing nut 11 on or off draw rod 8 ensure that the clearance between nut 11 and pin 9 of th e lever is within 0.5-1 mm. The
threaded part of the dnaw rod must not be .sunk in the nut; if necessary, release the check nut of the forke d end piece and set the .requi-
Fig. 29. Rear wheel brake drive:
I - footstep; 2- pedal; 3 - pedal hinge with lubricator; 4- stop light switch: 5iront draw rod; 5- intermediate lever; 7 - intermedoate lever hinge with tubri·
cator: 8 - rear draw rod; 9 - lever pin ; 10- brake cam lever; l J - nut
Fig. 30. Adjusting the rear wheel brake
5. 8004
65
red length of the draw rod within narrow limits by screwing the end
piece on or off the rod, following which secur·e the forked end piece
with a check nut.
The b.rake action is checked during riding.
The brake system is considered sound if the braking distance is
within the value specified in section "Specifications".
Never adj'ust the front ibr·ake for the locking (.skidding) of the
front wheel. This can lead to motorcycle overturning.
ELECl RICAL EQUIPMENT
The electrical .equi·p ment, whkh consi:sts of electric power sources and consumer·s, auxiliary devices and wi·ring, is intended to ensure the ignition of gas mixture in the engine cylinders, lighting,
sound and f.Iash signalli.ng. The motorcycle electrical equipment diagram is presented in Fig. 31.
The power sources include two stonage batteries 3MT6 and a. c.
generato.r f424 with curr·e nt-and-voltage regulator PP330.
The consumers of ·electrk power include the following: ignition
devi·ces (ignition coil, contact breaker and spark plugs), lighting and
sLgnalling devices (headlamp, motorcycle and sidecar lamps, turn
indicators, horn) .
The auxiliary devices are as follows: .master switch with ignition
lock; indicator lamps of storage battery charge and generator operation, of oil emer.gency pressu.re, of gearshift mechanism neutral position, of 'turn indicator, of high and lower beam and turn indicator
switch; turn indiaator interrupter; oil emergency pressure transmitter; stop light switch; dip and turn i.ndi·c ator switch.
The electric circuit consisting of low-tension wkes is of the single"wire type, i. e. the consumers are ·s upplied from power sources
through one wire (conn-ected to the ·positive terminals of a storage
battery and generator), while the frame and other metallic parts of
the motorcycle and of the devices proper ar.e used as the second wire
("earth"). The negative terminals of the storage battery and generator are connected to "ea•r th".
To monitor the -c harging of a storage battery, a ·c harge control
lamp T111.20E (red light filter) is used. The lamp goes out to indicate that the battery is on charge.
The oil pressure in the engine system is monitored by an emergency oil pressure tnansmitter MM126, emergency pressure is signalled by warning lamp ITLL20E (red light filter) on the dashboard.
Pilot lamps ITLL20.U (green light filter) are intended to indicate
the gearshift mechanism neutral posi-tion, the switching on of a high
beam and swi1khing on of the turn indi<:ator lamps.
To ensure a safe and convenient riding light signalling is provided including lamps <PD246 and YIT223B on the motoncycle, lamps
ITri>232'B· and <PI1219B on the sidecar. Switch il1201 is for switching
on left-hand or right-hand turn indicator lamps whos·e operation is.
ensured by turn indi·c ator lamp interrupter PC427.
66
(J1
*
'l
~~P
c
'
'\ •
' li==J ~~r·12 "
\ \·
Fig. 31. Electrical equipment
circuit diagr am:
I - turn indicator lamp YI12235 ;
2- bulb A12-21; 3 - sidecar front
lamp IT <I> 2325; 4-bulb Ai2-21+6:
5- bund le of wi res of s idecar
lamps; 6 - turn indicator switch
I120 1; 7- bund le of wires of motorcycle; 8 - contact plug; 9oil emergency pressure t ransmitter MMI26; 10- sto1> light switch
BK 854; 11- bund e of wi res of
slop li gh t switch and rear lamp;
12 - sidecar rear lamp <I> IT 2195;
13- turn indicator control lamp
I1.U20.U; 14 - bulb Al2- l ; 15 27
neutr al position indicator cont rol lamp I1.U20.U; 16 - emj!rgency oil pressure control dwe1
2
I1.U20E; 17- turn indicator interru pter PC 427; 18 - block of
fuses ITP IIB ; 19- current-andvoltage regulator
PP330; 20 storage battery-to-earth- PP330
relay-to-earth wire; 21 - storage
battery wire; 22 - storage battery 3MT6; 23- dashboard; 24-generator r424; 25 - plug tip; 26lamp
holder nnl-200; 27- moijp
YIP
torcycle rear lamp <I>I1 246; 28Switch commutation diagram
- 2
bulb Al2-3; 29- bundle of wires
of control la mps; 30 -motorcycle
t.:_I!f_-\_j Iqnition ~
PI o z z
BK857
head lamp <l> r
137; 81 - bulb
Head/amp
rr;
~
"""'
;;
;
:;;
,~c,;;·t.
'
""'r."'"erm
~
in
a""<'
zna
m
_e
___,l
2"
Al2-45+40; 32 - bulb Al2-4; 33Marker liqhts
.
I I
"+ olbOWfrfUP/iW
high
beam
control
lamp I1.U20.U;
0
2
34- generator
control
lamo
"+"of power supplij .
~=
-,;rar~~r
~hts
1 -. 1 ..~-·u"'"
35- master
switch
1 I1.U20E;
BK857; 36- speedometer lamp
Position of kelj
·
·- ·fjl15
wi re; 37- dip switch I125A; 38motorcycle horn C38; 39 - bobbin-to-interrupter wire; 40 - tips 510~01/540402; 41 - ignition coi l B2!!'t; 42- ignition plug A:iil'H'J'.i. 43- motorcycle·
type interrupter I1M302·01; 41- high-voltage wi re; 45 - bulb A12-8
A 17o
Designations of wire colours; EJ/ - white; r J[ - bl ue; )I(J/ - yellow; 3J/ - green; KP - red; K'l - brown ; OP - orange; CP - grey;
<f>J/ - violet; LJP - black
10
"'{ir,'.
r-SID
______________ j
iijji+"'
l
l
l
0>
""!
~1
Electric Power Sources
Storage Battery
The motorcycles are equipped with two series -connected storage ba.tteries type 3MT6, having a rated voltage of 12 V and a capacity of 12 A ·h (at 10 h discharge rate).
The storage batltery serves to supply p·ower to all the consumers
of the motorcycle, with the ·engine inoperative or running at slow
speeds. When the engine orperates at a speed greater than 10001200 r. p. m., the load is switched over, either completely or partially, from 1he battery to the .g enerator which is also used to charge
the storage battery.
When using and servicing the storage battery, follow the instructions for- using the storage battery.
Generator
Specifications for the 1[424 Generator
14
150
200
3.7
Rated voltage, V .
Rated power, W
Maximum power at short-time loads, W
.Mass, kg .
Generator Design
The generator (Fig. 32) is a synchronous three-phase machine
with elec-tromagnetic exciLation and has the followin g structural and
design features : cover 1 h as., at the drive end, a cylindrical boss
(which is eccentric to the rotor axis and is intended to adjust the
11
10
g
8
7
6
5
4
3
2
Fig. 32. Generator f424:
1- cover; 2 - gland; 3- rotor; 4 - stator winding; 5-terminal block; 6 - rear cover; 7- brush holder; 8 - rectifier
unit; 9 - fan; 10- protective casing; Jl- bearing
68
centre distance of the drive gearing), an d a flange for securing the
gene ra tor on the mCPtoncyde eng ine cr.ankcase.
The generator is provided a t the drive end with rubber gland 2
to isolat-e the inner space of 1Jhe generator from t he aggressive m edium of the 'C rankcase. Rotating in sealed-fo r-life bearings 11 , pa cked on both s ides, is rotor 3 with a field winding and slip rings.
Three-phatse w inding 4 of the stator is star~connected with a n
insulated n eutral wire. The phase leads are soldered to the heads of
bolts securing rectifier unit 8. Two covers, 1 and 6, as well as stator
ane f·itted together by mea ns •of three ·screws M6. The brushes with
current-carrying plates are secured t-o brush hold er 7 and cover 6
wit h the help of screws which are !prevented from falli ng-out.
The generator incorporates semiconductor rectifier unit 8 type
B5f-·2A w hi ch permi ts a di rect current to be obtained fro m the generator terminals.
The recti·fier unit consists of three monoblocks which are cast
from aluminium al loy and provided with fins ,for heat dissi·p ation.
Each of the monoblocks is fitted with two semiconductor elemenfs
of opposite ,polarity, the electrical connection between them is ensured by two tbusbars (one of which is insulated and the other connected to "earth"). The insula1ted busbar is provided with a -clamp ing s crew.
The rectifier unit mu st never be disassembled .
Moun ted on the extension of rotor 3 shaft, under protective casing 10, is axia l fa n 9, w hich is intended to coo l the rectifier unit.
The terminals for connection of the generator to the electric circuit
of the motorcycle are avai!table on common termin a l block 5 and are
fitted with limiotin g was her s to avoid the possibility of ·confusing the
conduct ors during wiring and to ·p revent occasiona l disconnection of
the conductors in operation .
0 perating Principle
The operating principle of the f424 generator is similar to that
of a ny other three-phase synchronous m achi ne wi·th el"ectromagnetic
excitation, but this generator h as the fo llowi n g distinguishing featu res:
when startintg from res t an d during speeding-up, flhe field winding of the generator must tb e ener.gized fr om an extern a 1 d. c. so<J rce (a storage battery), and the genenator starts to operate as the
res ult of self-excitation only a fter being exdted f·r om the storage battery at i.he rotor speed exceeding 2400 r. p. m .
Operating the generator with the storage battery completely discharged is impossible sin ce the g enera tor fails to be excited.
I n case the genera'tor i•s 01perated without load (the wires lead ing to the consllil11ers bei ng rup tured or disconnected) at a high
speed, the a. c. voltage between the phases reaches a v alue that may
cause th e semiconductor elements of the unit to be punctured and t he
generator to be damaged.
6()
It is strictly forbidden to operate the generator without load:
Installing the Generator on the Motorcy.;le
Insert the fitting boss of the cover, at the drive end, into the fitting hole of the engine crankcase. At the same time, ensure that the
gears become engaged and the pins enter the •ellongated holes of the
generator flange. A packing must be provided between 'the end faces
of the generator a.n d the cnankcase.
Fit the spring washers on the pins and screw on the nuts until
the generator is .slightly pressed to the crankcase. Connect wires tcthe terminal block and put on protective c~ps. After having started
the engine and let it run at slow speed, slowly rotate the g.e nerator
clockwise ,and anticlo.ckwise until such a position of gear toothing ·i s
found at which the gears can operate with the least possible noise.
Without changing the genera'tor position, tighten up the nuts.
Important. Maladjusted meshing of the drive gears may cause
dama.ge to the ,g enerator shaft.
Technical Servicing and Maintenance of the Generator During Operation
The design of the f424 .g enerator permit-s the technical servicing
and maintenance of the generator to be reduced to minimum during
operation. The use of sealed-fo.r-life bearings eliminat·e s the need for
r·e gular lubrication of the bear.mgs duri.ng periodic servicing. The factory-filled grease of the bearmgs is intended to last throughout the
entire peri·od of generator usage. The sHp rings of the f424 generator do not form a ca·rrbon de,p·osit during operation, pradically are
not subject to wear, are kept clean from brush dust and thus do
not require frequent grinding and periodic polishing.
· The electric brushes fitted on the f424 generator are intended to
last for as long as the generator is used.
When operating the generat·or, it is necessary to:
check the proper tightening of the nuts of termina l bolts and the
cable shoes, of the generator coupling screws, of the fan attachrrnent
screw and the nuts .securing the genenator;
check the state of charge of the battery operated in conjunction
wi'th the generator;
•see that the insulation and the wiring of the motoncycle is lntact.
After expiration of the operating time of the generator (after
20 000 km run) clean the cover surface, f.acing the s!hp ringis, to remove brush and c·opper dust. For ease of cleaning, it is advisable to
remove the generator from the motorcycle, to take down the casing
and the brush holder together with the brushes.
Total disassembly of the generator must not be undertaken until
the expiration of the guarantee term.
Dismantling, Replacement of Bearings and Assembling the Generator During
Major Overhaul of the Motorcycle
In order to dismantle the generat-or taken down from the motorcycle, proceed as follows:
70
remove casing 10 (refer to Fig. 32) after finst unscr€\ving two
screws M4 and removing the angle bar ;
r·emove fan 9 after first turning off screw M6;
remove rectifier unit 8, terminal block 5 and brush assembly after
first unscrewing the .appropriate screws and nuts;
mark the points of disconnection -of cable shoes;
s.Iightly push the output s'tuds of the stator into cover 6;
unscrew the coupling bolts and remove eover 6, by evenly tapping the coupling screw bosses with a wooden hammer;
take the stator out of cover 1.
To replace the bearing from the end of slip rings, remove this
bearing from the srhaft by means of a lifter and then press fit a new
one onto the shaft.
To r·eplace the bearing from the drive end, proceed as follows:
uncotter and unscrew the .slotted nut;
remove the gear and key;
clean off the metal from the splines of the screws securing the
bearing ·cover, extr.act these screws and take down the cover;
pre.s s out the shaft out of the bearing wi'th the aid of lifter set
against the centre hole of the rs haft and the flange of cover 1;
press out the bearing from the nest in the cover, by means of a
lifter set against the bea·r ing inner r.ace;
insert a new bearing and assemble cover 1 in ·r everse order;
aifter turning home the screws securing the bearing cover, punch
the cover metal into the splines ·o f the screws.
When assembling the generator, foll'ow the order ·r everse to that
of dismantling. The locks on the covers of the generator and stator
must be arranged in a single straight line.
Before assembling cover 6, pass the output studs into the Oipenings in such a way that the insulating bushes fitted on the studs are
sunk into 'the appropriate recesses of the ·c over, and the heads of output studs are inserted into the appr·op·r iate recesses of the bushes.
The f424 generator operates in conjunction with the PP330 current-and-v:oHage regulator.
The PP330 current-and-voltage regulator is intended for closing
and opening the circuit between the generator and storage battery
(or several storage batteries), for p·rotecting the generat-or against
overload and for maintaining constant voltage worked by the generator within preset limits, and for monitoring the glow of the control
lamp indicating the charge of the storage battery- when the battery is being discharged, the lamp glows and vice versa. The currentand-voJta,g e regulator is of dust- proof desig n and i·s made up of a
voltage vibration regulator and reverse current relay (charge control lamp switching relay). The current-and-voltage regulator is factory adjusted and needs no servicing. Never violate factory a·djustmen't and -open the current-and-voltage regulator.
Its body is sealed and in case of seal removal no claims on its
malfunction will be consider·ed.
71
When installing the current-and-voltage regulator on a motorcycle care should be taken to r-eliably connect it with the "earth".
The curren't-and-voltage regulator "ea·r s" is its body provided with a
special terminal which is to be connected w-ith the motorcycle
"earth" by the screw wh ich fastens the current-and-voltage regulator.
Electric Power Consumers
To .produce a thigh-voltage ·current, a distributor-and-contact breaker TIM302-01 and ignition coil 5204 are provirded. The position of
the i•g nition coil and of the contact breaker is shown in Fig. 33.
Fig. 33. Ignition coil and distributor-and-contact breaker
installed on the engine:
I - ignition coil 5204; 2- dis!ributor·and-contact breaker
DM302·01
Ignition Coil
The 5204 igniti·on coil (Fig. 34) has two taps for high-voltage
current. Each of the 'taps is intended to feed current to the appropriate spark plugs of the cylinder
and is used in conjunction
with the contact breaker having
an ignition advance automatic
device.
The clearance between the
dischargers and the high-voltage terminals is set equal to
Fig. 34. Two-lap ignit:on coil 13204
8-9 mm. During operation,
·c heck to see that the clearance
is within the specifi·e d limits (not to .b e increased), also make sure
that the current-carrying wires are properly connected to the terminals; keep the wir·e s and terminals clean.
72
Contact Breaker With Ig n ition Advance Automatic Device
The TIM302-0l contact breaker (Fig. 35) cons ists of body 13, contacts 3 and 4, cam 5· with a centrifugal regulator, capacitor 15, and
cover.
6
7
8
9
I
Fig. 35. Contact breaker with ignition advance
automatic device Hlv\302-01:
1 - lock sere"· of
contact leg; 2 - contact leg; 3 - fixed cont~ct; 4 - breaker lever with contact; S- contact breaker cam; 6 - plate w1th axles; 7weights; 8 - fixed plate; 9 - spring guard ; 10 - automatic device securing
bolt; I I - automatic device spring: 11- adjusting screw: 13- contact breaker body; 14 - felt -fitted post; 15 - capacitor
The body is secured by screws to the cover of the crankcase distributing box using three ears with cam slots, two screws, and
breaker cover holder. On releasing the screws and the holder, turn
the body until the required ignition time is established.
At the centre of the b ody is a through hole into which enters the
E:nd of the cam shaft having a cylindric neck with two flats at the
end, and a threaded hole.
The clearance between the contacts is adjusted to 0.4- 0.6 mm by
screw 12 after first releasing lock screw 1. The adjusting screw has
an eccentric head which enters the slot of. the contact leg. When the
screw is turned in one direction or the other, the 'Contact leg approaches the breaker lever or moves away from it.
The centrifugal regulator (ignition advance automatic device)
consists of fixed plate 8, on which are secured two pins used as ax les for weights 7.
Prior to installing the ignition advance automatic device on the
camshaft, sii ghtly lubrica te the protruding end of the shaft a nd the
cam hole with grease UHATHM-201.
When the camshaft is rotated, the weights tend to part, turning
on their axles. The angle of rotation of the weights is adjusted by
calibrated springs 11, one end of w h ich is fastened to the fixed plate, the other, to the pins of cam plate. As the weights move apart
due to engine speed being gradually increased, the cam turns with
respect to the shaft thus automatically setting an earlier ignition advance angle. The cam is secured against axial displacement by the
fixed plate.
73
The spr ing tens ion and the mass of the reg ulator weigh ts are so
selected that an increase in engine speed will automa1tka·lly lead to
increased ignition advance a ngle. As the rotation al speed is reduced,
the centrifugal forces dec-rease, the sp rings become compressed ret urning t he weights to t heir position, an d the ignition advance angle
dimi n ish es.
Seruicing the Contact Breaker
When operating the motorcycle, it is necessa ry to:
l. Check whether t he contacts are fir mly secured.
2. Make sure that the friction parts aTe clean and properly lubri<:a ted.
3. Every 1000 km, check th e contacts for good condit ion and adjust the clearances, if necessary. When cleaning the contacts, remove
a pimple on one of them. It is not advisable to completely eliminate
.a !Crater (lfecess) on the other contact. The contacts should be ground with a n eed le file or a piece of 1 mm thin abr asive disk, or a
fine-gra ined sa n d paper No. 150. Following that, clean and wash the
contacts (using a clean petrol).
!Lubricate the breaker lever axle with a drop of machine oil.
Three or four drops of the sarpe oil will s u ffice to lubricate the felt.
T he axles of the plate and the ho les of the weights should be lubricated with grease U I1ATHM-201.
Operation of the Ig nition System
When the ignition is switched on, the circuit of. the ign ition coil
primary winding bec-o.mes energized a n d at the same time the circuit of the battery charge control lamp closes (the lamp lights up).
When the contact breaker points are opened, a high-tension current (10 000 to 15 000 V) necessary to ignite t he fuel mixture is generated in the secondary winding. The sparks are simultaneously
prod uced between the electrodes of the plugs of the left- and righ'thand cylinders: one of t he sparks is produced when the comp ression
stroke comes to an end in one of the cylin ders, t he other spark being
generated during exhaust stroke. As soon as the engi ne crankshaft
attains a certain speed, the re lay contacts close and the power supply for the primary winding 1s switched over from the battery to the
generator.
Headl amp, Dashboard, Motorcycle and Sidecar Lamps, Horn, and Stop Light
Switch
The motorcycle is equipped with a headlamp type <D rl 37. T he
headlamp .contains a high and lower beam lamp and pa'fking lamp.
The battery charge control lamp, oil pressure warni-ng lamp, indicator lamp of gearshiit mechan ism neutral position, turn indicator and
high bea m switched on lamps, interrup ter-relay of turn in dicato:-s.
74
-speedometer with lighting lamp, master switch with the key are fitted on the dashboar.d.
When parking the motorcycle, never leave the ignition cut in since the storage battery may discharge through the primary winding
o f the ignition coil, thus causing damage not only to the batte ry, but
.a lso to t he ignition coil (causing t he latter to be burnt out) .
To correctly install the headlamp, proceed as follows:
install the motorcycle (with a load) on a fl at ground in front of
.a white wall or screen, at 10 m dis tance from the headlamp glass
to the wall (Fig. 36);
Fig. 36. Headlamp adjustment diagram
slacken the bolts securin g the headlamp and adjust the latter to
such a pos ition at which 11:he axis of t he high beam is set horizontally, i- ·e. the centre of the light spot on the screen and the centre of the
headlamp are at an equal distance from the ground;
now check the lower beam. The upper boun dary of the light spot
projected onto the screen must be not less than 10 em below the
h eadlamp centre (with the lower beam filament switched on);
secure the bolts fas teni ng the headl amp.
Provid ed at the front an d rear of
the motorcycle are turn indicator lamps
YIT22313 with orange-coloured light
filters and bulbs .A l2-21 (Fig. 37). The
motorcycle on its rear wheel mudguard
is fitted with ru.by-,coloured lamp
<I>IT246 with bulbs Al2-21 ,and Al2-3,
the la mp has a tra nsp arent organic
glass fi tted in its lower part for ligthting up the number plate.
Provided at the front of 11:he sidecar
fender is a two-section lamp IT<P23213,
Fig. 37. Turn indicator
lamp YI1223B:
with bu ib A12-8 (Fig. 38) fitted in the /-bulb A 12_21 ; 2 -diffuscr: 3_
white filter section, and bulb A 12-21 in
screw: 4 - gasket: s- body
the orange filter section. At the sidecar rear is a two-section lamp <PIT219l3 (Fig. 39) with bulb Al2-2 l
fitted in the orange filter section, and bulb Al2-21+6 in the ruby
filter secti on.
75
...;J
C>
-- --......_,
~
'-~­
~
.........-........
/./
/--
rt / / / -
/; 1;-;-:
....................
/
- -- '-.
::::~" \ \\.....-:
{JI{I/ r -... '\\ \\\\
I H \ f- I I ~ '-1-lll
\'
/ t !IJ;II
\ \\ \ \\~~ :-/I;
Jl/
~\\~.:::_:£-::.---/!If
~ ~f
·/.......-"/
:/""
" ,.:::::.__- _ ///
5-5
{j - {j
2
'1.
7
7
3
9~~
6
5
5
Fig. 38. Sidecar front lamp cr>n23213:
I - panel with contact; 2- panel w ilh coni act; 3- board; 1 - base; 5orange diffuser; 6- colour l ess diffuser;
7- refl ector;
8 - protective
hood; D - gnsket;
10- bulb A 12-21; II - bulb A12-8
Fig. 39. Sid ecar rear lamp <l>ill2J95:
I - p anel
with conta ct; 2 - panel with coutact; 3 - base; 4 - orange
di[[user; 5- rod diffuser; 6 - r eflector; 7 - protective hood ; 8 - gaskd ;
9 - b u lb i\12-~1; 10- bulb Al2-21 -l-6
The motorcycle is equip·ped with horn C38 which is activated
(when the ignition is switched on) by depressing the horn button
at the left-hand side of the handlebar. The horn is regulated by
means of the adjusting screw located at the rear of the horn body.
The BK854 switch (Fig. 40) is used as a stop light switch. This
switch, enclosed in a protective rubber
cap , is
secu·red
by two
screws
to the bracket which is welded to the
right-hand lower side tube of the fra~~-.
me. The terminals are protected against
moisture by a rubber cap.
rr--The switch rod is linked by means
of a spring to the upper arm of the foot
brake pedal.
When the brake is ap plied, the
spring is tensioned and moves the rod
which closes the contacts. As a result,
the red lights of the motorcycle and
+H-- - - 1
sidecar rear lamps come on. The con1_!,!.-----.J
tact system of the switch is of the sliding (self- clea ning)
type, with rapid
opening of the contacts,
The full travel of the switch rod is Fig. 40. s top light switch BK854
equal to 10.5 mm.
The switching-off is effected by means of a return spring of the
switch, rapid o.pening of the contacts is ensured by the switch auxiliary spring.
The switch is not liable to repair under- operating con ditions.
8.'
Electric Wiring
The sources and consumers of electric power, as well as the auxiliary devices are connected together by means of p. v. c.-insulated
~vire grade ITf'BA. For convenience of wiring operation, the wires
(except high-voltage ones) are gathered in bu ndles. The wires are
joined together and with the consumers through the use of metallic
couplers which are protected against earth fault by means of rubber
tu1bes, all the wire tags being p rotected by rubber caps.
The bundles of wires are fastened to the motorcycle and sidecar
frarne with the help of bands and are tightened together by clips.
P rovided on the motorcycle frame under the saddle is a block of
fuses ITP 11 B.
Servicing the Electric Equipment
During daily maintenance, check the operation of the headlamp,
horn, lamps, storage battery, generator and ignition system.
If the electric bulb s of the headlamp are out of order, they should
be replaced. To do this, undo the screw securing the headlamp rim
77
to the he adlamp body and detach the rim together with diffuser and
reflector from the headl amp body. Then press out the bulb holders,
remove the connecting block from the double-filament bulb of the
high and lower beams and fit a new one following the procedure reverse to th at described above.
In order to replace the parking light bulb take out the socket with
the bulb and take out the bul,b from the socket.
When rep lacing a burnt-Gut bulib in the pilot lamps (tl1LI.20E and
DLI.29Ll.), take the lamp out of the panel and detach the bu lb from
the socket.
When replacing a broken diffuser or repairing the hea dlamp, it
is necessary to clean the reflector by bl owing it round and carefully
wiping with a clean flannel cloth or soft brush. The diffuser with the
reflector may be disassembled only in exceptional cases, since frequently performed dismantling may cause damage to the reflector.
When assembling the diffuser take care to ensure its correct installatio n.
•In case the sound of the horn deteriorates, the latter should be
a djusted by turning the adjusting .screw in one di·rection or the other.
Every 1000 km, it is necessary to check:
the condition of the working surface of the contact breaker points
and the gap between them (if the breake r contacts (points) are worn
or burnt, remove the moving contact and fixed contact, clean the contacts with a needle file and wash them with petrol).
Every 5000 km run check the following:
the spark g ap of the plugs (the gap should be equal to 0.50.6 mm); if required, clean the p.lugs to remove the carbon d.e posit;
the wi res for r eliaib le connection ;
the bulbs in the lamps for proper fitting and working condition ;
if necessary, clean off dust f·rom the headlamp reflector and wipe the
glass of the lamps.
Wipe the storag-e b attery to remove dust and dirt, clean out the
holes in the plugs, clean off oxides from the b attery terminals and
coat the latter with technical petroleum jel ly, check the level of electro lyte and verify the electr.o lyte density with a battery densimeter.
In summer, when irt is hot, check the electrolyte density every 5
to 6 days, during other seasons, every 10 to 15 days. The level of the
electro lyte in the battery must be 10 to 12 mm above the protective
shiel'd. If the 'level of the electrolyte is below the s·pecified limits, add
distilled water (water evapor ates during usage of t he b attery). Electrolyte is to be added on ly wh<!n it is exactly known that it has
been spilt.
Checking of the electrolyte density makes it possible to determi ne the state of charge of the battery and, consequently, its working
condition. Particular attention should be given to the electrolyte density in winter. A discharged battery may get f·rozen. The storage
b attery may be utilized when discharged by not more than 25 per
cent in winter time, and by n ot more than 50 per cent in summer
time.
78
Whatever the condition of the s t orage battery, whether it is in
use o-r in long-time storage, send it once a month to a charging station for recharging, a nd once every three months, for undergoing a
checking and training cycle.
SIDECAR.
The motorcycle is intended for use in conjunction with a si decar.
The sidecar is of single-seat light-weight type with a levered suspension of the wheel, using a spring-and-hydra ulic shock absonber. The
sidecar frame is of the welded tubular type.
The passenger-type body of the sidecar is all-metal, welded, manufactured from steel sheets. The walls of t he body are reinforced
wit h a tuibe that forms a h andle at the front of the sidecar. The body is equipped w~th a soft seat made up of two spring cushions (the
seat and the back cushion). The sidecar floor is covered in front of
the seat with a rubber mat.
The inside of the .sidecar is closed with a leatherette cover fastened to the body by means of clasps and belts.
The spare wheel is fitted over the trunk. The folding, easily remov.a ble seat back -p rovi des access to the trunk. In order to open
the trunk, depress the button of the lock located on the seat
back. The tr un k can be locked with a special key.
P rovided on the left-hand side of the inner wall of the trunk are
brackets used for fastening the air pump.
The sidecar body is .secured to the front tube of the frame by
means of two clamps with rubber pads. The rear portion of the body
is secured to two rubber sprin gs attached to the brackets of the rear
tube of the frame.
To r•e strict the body vibr ation, an arrester w ith a rubber buffer
is provided at the rear of the frame.
To protect the shock a1bsorber against heavy shocks which may
occur during riding with a full load over rough roads, the right-hand
longitudinal tube of the sidecar frame is fitted with a shock absorber arrester whose rubber buffer takes up the shocks when the carrying lever of the wheel deviates to the utmost in downward direction.
The sid~car is attached to the motorcycle at four points (Fig. 14).
The two lower fixing points are collet hinges (Fig. 42) embracing
the ball brackets of the motorcycle frame. The rear collet hinge is
mounted in the 'b racket secured to the sidecar frame by two coupling
bolts.
With the coupling bolts slackened, the bracket can be turned or
extracted f,r om the tube of the .sidecar frame.
The upper fastening is ensured by two draw rods adjustable as
to length. The rods are hinged to the ears of the sidecar frame and
to the brackets of the motorcycle frame.
The wheel is fitted on the overhung axle in the lever which is
hinged to the frame.
79
Fig. 41. Sidecar attachment to the motorcycle:
1 -
front draw rod; 2 - rear draw rod; 3 - rear collet; 4 - . front collet
The vertical vilbrations caused by the roughness of a road are ta ken up by the spring-and-hydraulic shock absorber. The absorber is
installed on the frame
-b ow and the ca rrying lever of fhe wheel, using
rubber hinged bushes.
Fig. 42. Collet hinge for
attachment of sidecar:
/-jaw; 2-nut; 3-bolt
The lever of the wheel suspension is linked to the frame by means
of n.tlbber hinged bushes which are of the same type as the bushes
of the motorcycle rea-r wheel suspension.
80
The motorcycle with correctly attached sidecar is easy to steer
and does not deviate from the desired travel direction (wear on tyres being reduced to mi-nimum).
In order to make the service life of tyres
as long as possible, it is necessary to maintain the r equired camber angle of the motorcycle and sidecar wheel's in the vertical
plane as well as the toe-in of the wheels in
the horizontal plane.
The recommended toe-in should be equal
to 10 mm over the length of the motorcycle
wheel base. The measurement must be performed <by applying a straight-edge to the
points of tangency on the rims of the rear
wheel and s·idecar wheel (Fig. 43). The camber angle, that is, the deviation of the motorcycle axis from the vertical plane, should be
set to 2 deg.
When adjusting the toe-in, slacken the
coupling bolts securing the sidecar attachment bracket. By moving the bracket in or
out of the rear tube of the frame, achieve
the r·equired toe-in, which is checked by
Fig. 43. Motorcycle
means of two straight bars to be applied to and sidecar installation
t he wheels at a height of 90 to 100 mm from
diag•ram
the ground.
The required camber angle is obtained by increasing or reducing
the length of the adjustable draw rods. When installing the sidecar,
lubricate all the hinges with grease Lithol-24.
TROUBLESHOOTING
Trouble
Cause
Remedy
Engine
Engine fails to start
8001
No spark produced at plug
contacts;
maladjusted gap or contact Adjust the gap, clean
breaker points;
breaker points burnt;
clean, adjust the gap if
plugs out of order;
necessary,
install
new
plugs;
replace with a new one;
ignition coil burnt;
fit a new one;
capacitor punctured;
wire connections disturbed; connect the wires;
adjust the valve gaps;
no cl~arance in valves;
petrol supply to carburettors
disrupted;
a hole in petrol tapk cover clean out the hole;
cloggecl;
81
Continued
Trouble
Cause
cock or its sump clogged;
carburettors (jets, passages,
additional air filter, fuel filter) clogged;
poor quality of petrol
Ignition incorrectly set;
Remedy
clean and wash;
clean and wash;
replace petrol
Set according to instructions;
carburettors operate out of adjust carburettors;
synchronism;
rich mixture;
adjust the mixture;
wash cleaner;
air cleaner dirty;
needles of carburettor thrott- adjust needles (lower the
les incorrectly set (excessive- needles);
ly raised);
adjust the mixture;
lean mixture;
eliminate inleakage;
air inleakage at joints;
needles of carburettor thrott- adjust the needles (raise
les incorrectly set (excessi- the needles);
vely lowered);
insufficient cooling due to remove dirt
spaces between cylinder fins
and the heads being dirty
Erratic running of engi- Breaker point gap maladjust- Adjust the gap;
ne, with one of the cylin- ed;
ders functioning
one of the plugs inoperative; replace the plug with a
new one;
insulation of high-tension check wires and their
wires punctured or wire con- connections for good connection disturbed;
dition; if necessary, replace·
valve clearances out of ad- ad'just clearances;
justment;
carburettors out of adjust- adjust carburettors
ment
Knocks in engine
Ignition incorrectly set;
Set ignition according to
instructions;
valve clearances out of ad- adjust clearances;
justment;
carburettors out of ad just- adjust carburettors for
ment;
synchronous operation of
cylinders;
engine primed with old or change for A-72 01 A 7&A~5
petrol;
low-grade petrol;
much carbon on pistons and clean to remove carbon;
heads;
cylinder and piston assembly replace worn out components
worn out
Engine develops low po- Ignition incorrectly set;
Set as required by inwer
structions;
adjust for synchronous
carburettors maladjusted
operation, set the proper
or clogged;
air-fuel ratio, clean and
wash out;
Engine overheats
82
Continued
Cause
Trouble
Remedy
valves loosely seated;
Engine
consumes
much petrol
clean off carbon deposit
and lap;
air cleaner dirty;
wash out;
engine overheated
allow engine to cool
too Ignition wrongly set;
Set according to instructions;
carburettors out of adjust- adjust carburettors;
ment;
camber angle and toe-in of ad just according to instmotorcycle wheels incorrect- ructions;
ly adjusted;
low pressure in tyres;
pump up tyres;
wheel brakes wrongly ad- ad just according to injusted;
structions;
replace worn out parts
piston unit worn out
Clutch
Slipping of clu tch
Incomplete engagement due
to maladjustment of clutch
release drive;
facings oi driven disks fouled·
facings of driven disks worn
out
Incomplete
disengage- tv\aladjustment of clutch re·
ment of clutch (drag- lease drive
ging)
Gear Box
Gears fail to engage or Gearshift pedal is bent and
disengage by themselves presses
against
adjacent
parts
Oil lea king along spl ines Couplin g of prima ry shaft
of primary shaft
gland separated from bea·
ring
Oil leaking from primary Gland of clutch release rod
shaft opening for clutch damaged
release rod
Oil leaking from box Too much oil in casing
breather
Noise and jerking when Clutch release mechanism out
changing gears
of adjustment
Noise heard in gear box Gears worn out;
when driving
little oil in casing
Adjust clutch release drive;
rinse with petrol and
dry;
replace worn-out parts
Ad just drive
S traighten the pedal
Press the coupling back
in place
Ins tall a new gland
Drain oil to required level, clean out breather
Adjust by means of adjusting bolt
Install new gears;
add oil to full level
Main Drive
Oil leaking from drain hole of main drive casing or
from labyrinth between
the wheel and ma in drive
Main drive casing overheats
6* 8004
Oil level too high;
Drain to required level;.
wheel axle nut not tightened tighten the nut
Insufficient amount of oil in Add oi l;
casing;
brake shoes r ub against adjust the brake
wheel brake drum due to malad j ustment of brake
83
Continued
Trouble
Cause
Remedy
Telescopic fork
Knocks in front fork
Play of steering column bea- Tighten the bearings to
rings;
remove the play;
tubes of fork blades playing
in the traverse due to clamp
nuts being loose;
absence or lack of oil in fork
blades;
tighten nuts to
the play;
remove
trace the cause of oil leakage; eliminate leakage;
fill oil into fork;
clearance between the check set the clearance as renut and upper tip of spring quired;
is too great;
bushings of fork blade tubes replace worn-out parts
much worn out
Shock Absorbers
are Rod gland much worn;
sealing ring damaged;
rod worn out
Abnormal wobbling of Insufficient amount or low
viscosity of damping fluid in
rear suspension
shock absorbers;
upper piston valve does not
fit closely or lower valve of
shock absorber does not seat
properly;
piston, rod, tube worn out
Obstructed operation of Damping fluid is very viscous;
rear suspension
dosing ducts on the piston or
lower valve of shock absorber clogged
Shock
leaky
absorbers
Replace the gland;
fit a new ring;
install a new rod
Overhaul shock absorbers wash and fill with
app;opriate fluid;
overhaul shock absorber
and wash it, if necessary,
lap the valve and piston
end face;
replace worn-out parts
Use fluid of appropriate
viscosity;
dismantle shock absorbers
and wash
Electrical Equipment
Ignition key is inserted Fuse in block DPliB ("+"
to the full extent and tur- of storage battery) blown;
violated contact in connecned to the right:
battery charge
control tions: terminal
of stolamp, indicator lamp of rage battery- block o~ fugearshift mechanism neu- ses TIPllB, terminal
tral position and oil pres- of generator- block of fusure warning lamp will ses DPIIB, terminal "1" of
not light up (with the master switch
engine inoperative). no
sound of horn
When changing engine Generator fails to develop
speed from low to higher, the required voltage, revercharge control lamp does se-current relay does not
not extinguish
(glows operate
steadily)
"+"
"+"
Check the generator 1!_nd
current-and-voltage regulator wires for proper connection check the generator and current-and-voltage regulator for good
condition
Continued
Remedy
Cause
Trouble
When changing engine
speed from low to higher,
charge control lamp glows
with increased incandescence
Contact is disturbed at terminal Jl I( of current-andvoltage regulator;
reverse-current relay fails to
operate;
storage battery misconnected
When the large bulb of One of bulb filaments is
headlamp is switched on burnt out
(by actuation of light
switch), only high or lower beam is on
Stop lamp will not switch Sprin~ of stop light switch
off
is overtensioned;
outer end of rod dirty
When
turn
indicator Bulbs burnt out or electrical
switch is actuated, turn connections broken;
indicator lamps will not interrupter-relay of turn inlight up
dicator faulty
Restore contact;
replace current-and-voltage regulator with a new
one or send it to workshop for repair;
connect as required
Replace bulb
Adjust spring tensioning
by shifting the switch;
remove dirt
Replace bulbs, re-establish connections;
rep lace relay
TECHNICAL SERVICING
Technical servicing of the motorcycle should be carried out according to schedule, repairs to be car·ried out whenever required.
Technical servking of the motorcycle includes: daily maintenance- each time before leaving the garage (or after each ride);
technical servicing No. !-after every 2500 km run;
technical servicing No. 2-after every 5000 km run;
techni ca l servicing No. 3-after every 10000 km run.
The recommended periodicity of technical servicing is valid if the
motorcycle is driven over not very dusty roads. When driving over
dusty of muddy roads the periods between technical servicings should
be shortened.
addition to the compulsory jobs to be carried out, the aim of
daily maintenance is to prevent the departure of the m otorcycle whose technical condition does not comply with the traffic rules and the
present operating instructions.
Apart from the list of compulsory jobs carried out during ea ch
technical servicing, detected faults are to be eliminated.
Ser·v icing of the storage batteries -should be carried out observing
the rules of the storage ,b attery manufacturer.
Technical servicing should be conducted. in the following order:
wash and wipe the motorcycle dry;
check the oil level and add some oil, if necessary;
tighten the thread·ed joints and eliminate faults;
lubricate the motorcycle at the required intervals;
cqeck the motorcyde electrical equipment and perfo.rm all the
jobs :r·e quired to maintain the eledrka·l equipment in good order;
In
85
check the pres·sure in the tyres and, if necessary, pump up the
tyres.
Do not dismantle the motorcycle and its units unless it is necessary to do so; unnecessary dismantling and assemblage may disturb
the proper interaction of the parts and cause them to wear out too
fast or break.
List of compulsory maintenance jobs
Tools and
accessories
to be used
Mater ials used
in maintenance
Daily Maintenance
Clean off dirt from the motorcycle
and wash it, if necessary. Motorcycle
may be washed only after the engine
cools. Close the choke and air filter.
Do not direct the water jet at the electrical equipment and breather plugs
of gear box and main drive.
A~93
Check oil and petrol level and, if ne- Filler funnel Petrol 7\-?6 v• A 72
cessary, fill up
GOST 2084-67
Check fuel supply to carburettors and
·o peration of controls and signalling
equipment
Check tyre pressure
Tyre gauge
When checking the motorcycle for
technical cond ition, pay special attention to the fastening of the handlebar,
to securing of the front fork in steering, column, tightening of wheel axles, tightening >Of generator nuts; also,
check the wheels, tyres and brakes for
good condition, make sure that the
fastenings securing the sidecar to motorcycle and the sidecar body to
chassis are reliab ly tightened.
Engine operation is checked after starting up and on the go.
Operation of the brakes is checked on
the go.
When stopping en route, check the
wheel housings, crankcase, gear box
and ma in drive casings for overheating (to the touch). In case of overheating, find the cause and eliminate
it
Technical Servicing No.
Driver' s
Carry out daily maintenance jobs.
tools
Check ignition advance angle
Check the brakes for good condition,
clean the brake shoes and working surface of brake drums
Check s poke tension a nd tighten, if
necessa ry
86
Driver's
tools
Driver's
tools
Continued
List of com(Ju!sory maintenance jobs
Check adjustment of clutch release mechanism
Check adjustment of wheel bearings
and change around wheels
Check steering column bearing adjustment
Remove nuts which fasten the exhaust
tubes to cylinder heads and lubricate
the thread
Change oil in engine
Check oil level in gear box and fill
up if necessary
Check oil level in main drive casing.
If necessary, add oil.
Check tightening of body vibration arrester
Tools :;nd
accessories
to be used
Materials used
in maintenance
Screwdriver, fe~ler
gauge
Driver's
tools
Graphite lubricant
BBH-1
GOST 5656-60
Filler funnel Oil AC-8
GOST 10541-63; the
following grades of
oils are recommended
for use: in summerM-12f (No. 8) in winter-M8f (No. 9) or
all-weather oil M-IOf
TY38-l-267-69. Change
oil after every 5000 km
run
Feeler gau- Refer to
Technical
ge, funnel
Servicing (TS) No. 2
Feeler gau- Refer to TS No. 2
ge, funnel
Dr iver's
tools
10
7
Technical Servicing No. 2
Carry out all the jobs of Technical
Servicing No. l
Remove carbon from spark plugs and
check the size of clearance between
electrodes (clearance should be 0.5 to
0.6 mm)
Change oil in gear box casing
Lubricate the rear wheel brake drive
hinges
Lubricate the rear brake cam axle
Change oil in main drive
Feeler
gauge
Fi llcr fun- Oil AC-8
nel, dipstick GOST 10541 -63.
Use may be made of
oil TAJJ.-17 with periodicity of change after
10000 km run
Grease gun Lubricant Lithol-24*
GOST 21150-75
Grease gun Lithol-24
GOST 21150-75
Fi iter fun- Oil for hypoid gears
nel, di]Jslick GOST 4003-53. Use
may be made of oil
TA}J.- 17 with periodicity of change after
10000 km run
8
• Never mix lubricant Lithol·24 with other oils,
87
Continued
List of compulsory maintenance jobs
Tools and
accessories
to be used
Check all the wires for reliable connection and electrical equipment insulation for good cond ition
Lubricate the pins of clutch lever and
hand brake lever, speedometer drive
cable an d felt brush of contact breaker
Check and adjust the toe- in and camber angle of motorcycle and sidecar
~r heel s
(toe-in should be equal to
10 mm, camber angle - 2 deg)
Make sure that the rubber sprinf,?;s of
the s idecar are properly tightened
Wash out petrol cock sump, fuel filter
Dismantle the front brake, wa sh its
parts in kerosene, blow through with
air, lubricate friction surfaces.
Remove excessive lubricant
Take off, d isassemble and wash the
carburettor, blow through the ca rburettor jets and ducts
L ath,
p lumb bob
Driver's
tools
Driver's
tools
Materials used
In maintenance
Lithol-24
GOST 211 50-75
Oil AC-8
GOST 10541-63
14
I
1!
Petrol
Kerosene, lubricant
Lithol-24
GOST 21150-75
12
Driver's
tools
Technical Servicing No. 3
Carry out all the jobs of Technical
Servicing No. 2
Take of f the spring-and-hydraulic absorbers of rear suspension and of sidecar wheel, dismantle them partially,
rinse, assemble and charge with fresh
damping fluid . If necessary, cha nge
rubber sealing rings
Remove carbon deposit from the surface of combustion chambers and check
the valves for tightness and lap them,
if required
Change oil in front wheel shock absorbers, wash the inner cavity of the
telescopic fork with the same oil
Lubricate the collet clamps of the sidecar
Lubricate the steer ing col umn plummer bearings
Take off the wheels. dismantle them,
remove used grease from the hub, wash
bearings in kerosene and blow through
with air, lubricate them by hand, assemble, check and adjust tigh tening of
bearings
88
Driver's
tools
Grease gun
Driver's
tools
Mixture of 50% turbine oil 22 (turbine oil
JI) GOST 32-74 and
50 % transformer oil
GOST 982-68, kerosene
5
Oil AC-8
GOST 10541-63
5
Lithol-24
GOST 21 150-75
Lubricant Lithol-24
GOST 211 50- 75
Kerosene, lubricant
Lithol-24
GOST 21150- 75
16
2
Continued
.List of compulsory maintenance jobs
Tools and
accessories
to be used
Materials used
in maintenance
Lubricate the universal joint
Grease gun
Take off and dismantle the centrifuge
and clean it of dirt
Lubricate the adjusting cone, rear bra ke tappets
Driver's
tools
Driver's
Lithol-24
tools, grea- GOST 21150-75
se gun
Oil AC-8
Lubricate the control cables
Lithol-24
9
GOST 21150-75
8
GOST 10541-63
STORAGE
When preparing the motorcycle for storage in winter time proceed as follows:
carefully clean the motorcycle of dust and dirt and wash it;
thoroughly wipe off all the surfaces; remove traces of corrosion
.and paint the points where the paint has been damaged;
fully prime the fuel tank with petrol, shut off the cock;
start the engme and consume completely the petrol from the ca rburettor float chamber.s;
unscrew the plugs and pour 25- 30 cm3 of AC-8 oil into each cylinder. Turn the crankshaft through 10-15 revolutions by dep>fessing the starting mechanism lever pedal, following which screw in
the plugs again;
coat all chromium- and tin-plated surfaces with preservation
grease; make use as preservation grease petrolatum or the following protective compound: 20% colophony, 30% varnish No. 177;
50% white spirit. Wrap the silencer outlet holes with oiled paper;
put the motorcycle on supports (blocks) and reduce pressure in
the tyres down to 0.5-1 kgf/cm2.
Do not sto,r e the motorcycle close to acids, alkalis, mineral ferti lizers and other aggressive materials.
When storing the motorcycle in winter time in a cold room do
not fail to remove from it stora.ge batteries a·nd store t hem ·separately in compliance with their maintenance instmcti-ons shipped
complete with the motorcycle.
89
APPENDIX
BEAR.INGS USED IN MOTORCYCLE
The diagram showing the installation of bearings and packing glands is presented in Fig. 45.
Ske tch
T ype and No. o f
beari ng
Bearing descri J.> tio n a nd
po int of ins ta llation
204
Single-row radial
ba II bearing
Camshaft rear
ball
bearing. On the camshaft
205
Single-row radial
ball bearing
:(f"
~~ : w
L ~72 I
Camshaft front ball
bearing. On the camshaft.
Ball bearing of gear
box primary shaft. On
gear box primary shaft
1
207
Single-row radial
ball bearing
Q2
Ball bearing of driven gear of main drive. In gear hub and
in casing cover
209
Single-row radial
ball bearing
90
1
Front ball bearing of
cra nk gear. In front
bearing body
1
Continued
Sketch
T ype and No. of
bearing
Bearing descri ption and
point of instal lation
.,
..-u
.,,.,
c.u
>,0
:--0
O' E
1114.5"
p( "I:!
-~
~I
l
~
~t
I
42209
Radial roller bear- Rear roller bearing of
ing with short cy- crank gear. In the enlindrical rollers
gine crankcase
1
085
017
303
Single-row radial
ball bearing
Bearing of gear box
primary shaft
1
Secondary sha ft bearing. In front cover of
gear box casinJ;! and
in casing
2
Single-row tapered Wheel roller bearing.
In tQe wheel hub
roller bearing
8
l
047
304
Single-row rad ial
ball bearing
7204A
874901
Needle bearing
I
Bearing of driving
gea r of main drive. In
main drive casing and
on driving gear of
main drive
3086304JI
Double-row radial Bearing on driving
thrust ball bearing gear of ma in
drive
and casing
1
1
!)j
Continued
Sketch
Type a nd No. of
bea ring
Bearing description and
point of Installat ion
778707
Radia l thrust ball Ball bearing with ra bearing
ces. In steering column of frame and on
steering column bar of
fron t fork
1
904700
Needle bearing
Universal joint bearing. At universal joint
cross
4
948066
Th rust ball bearThrust ball bearing
ing without rings without rings. In gear
box, for clutch enga gement mechanism
Needle roller
92
3X l5,8W
Roller of hub bearing
of main drive gear. In
main drive casing-
Ba ll V 10 mm
Oil pump body
45
1
RUBBER COLLARS US ED IN MOTORCYCLE
Part No.
21124-B
T801190
r5004122
204151
204157
t205113-B
205033
5006350
MT804130
75008121
750 08159
63-26155
Q'ty
permotor cycle,
pe
Part to be sealed
Camshaft
Crankshaft
Starting mechanism shaft
Primary shaft
Secondary shaft
Main drive casing
Universal-joint fork
Wheel hub
Gearbox crankshaft
Front fork
Steering column
suspension shock absorber
1
1
1
1
1
1
1
4
1
2
2
~
Dimensions, mm
D
d
H
30
85
34
45
48
15
59.7
19.5
31
35.5
7
12
7
7
8
49.3
38
30
59.6
?4
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no
.9Kcn.nyaTaUHH
Ha
aHr.r:.uAcKow
BnewToprHJAaT. 2434Y /78 (8J04X).
SJJ WKe .
44
33
24
15.5
34.5
51
11.1
10
8
7
5
8