m SH6i= MANUAL HONDA 50 SERIES MODELS C50, 050M AND 550 ’ HONDA 65 SERIES ; MODELS 065665an 565 SHOP MANUAL; : HONDA 50 SERIES MODELS C50, CSOM AND 550 HONDA 65 SERIES MODELS C65, C65M AND 565. I FOREWORD This is your me" are :c: sewing ‘guide for the Honda 50 series models C50, C50M and S50, and "e — ’3: 6-5 series models C65, C65M and $65. By following “re bed and illustrated instructions contain herein, the proper servicing cc’ :6 wi-h relative simplicity, Not only will it serve the servicemen but this *: -- :—:- : .':|uable reference to the salesmen by providing him with the gene's eesz-c- :- 3‘ "e :‘ercycle as well CIS the details 37’ the various systems. The servfc 3 " " “"e diagnosis of any trouble spot and its repair to rev" ' '2 "e ':'-: : z": ::*:" :"i and the periodic inspection and preventative Tc‘ "ing in the peak condition. This manual '3 : . :e: ”'2 e g" '2 ' g'cuo being further divided into sections, The respective sectlons are --: "e ::"s‘vuction, disassembly, inspection, servicing and reassembly. By {CliC-h -; "e :5 '9: - *- s 'a'ual, proper and thorough servicing is assured. In preparing this publicatiOn, the theory and principle of operation have be? :—'*ted so that more space could be allotted to the description of the construe-ion 2*: config- uration, Further, the emphasis is placed on pictorial representation by the - :5 photo- graphs and drawing to clearly illustrate the respective components without re ‘ing to lengthy wordily descriptions. August 10, 1966 HONDA MOTOR CO., LTD. c For e Department e Division TABLE OF CONTENTS FEATURES .................... A. Engine ................. B, Frame (C50, C505! ‘1' Ci Frame [3550, $65l ....... SPECIAL TOOLS ..... 1. Tools Necessary 2. Tools Necessary ~ ENGINE 3.1 Engine ........ 3‘2 Cylinder Head .............. l. Cyiinc'er Head Design a, Disassembly .......... b, inspecvion and repair cr Reassembly 2. Valve Sear Contact Surface .............................. . Inspection of Valve Caniacl Area ........ 4. Camshaft ............................ or Inspeciion ........................ 5. Cylinder ........... ar Disassembly ...................... b. Inspection ...... c, Reassembly . Pislon .................. 7. Piston Ring .............. ar Disassembly .......... b. Pisfon and Piston Ring Inspeclian ............................ c. Reassembly 8. Valve Operating Mechanism ......... a. Disassembly ................... b. Inspection . c, Reassembly 9. Cam Chain Tensioner ......................... V ............... \IO\O~ ouw—-—- 3.3 3.4 3.5 3.6 3.7 a. Disassembly ............................................ 27 b. Inspection ............................................ 27 c. Reassembiy .......................................... 27 Righi Crunkcase Covev ....................................... 27 a. ' -‘ . 28 b. 28 i. C' 28 2. 29 :. 29 :. Reassembiy .................... . ..................... 30 2. Crunkcose .................... . . ....................... 30 3. Breather ...................... . . . . ................. 30 Crankshaft ............................................. 3] a. Disassembly ...................... . . . ................. Bi b. inspection ................... . . . ................. 32 c. Reossembly ................... 33 Transmission... 33 0. Uses: 34 34 35 35 36 . 36 c. RSCSSET '. . . . . 36 Carburetor (C50, C5004, C65. Céi 37 1. Air SVS'E'“. ........... 35 2. Fuei 38 38 39 39 39 Function of :re 40 a. Main 181 40 b. Air ie? ...... 40 c. Needle [5* 40 d. Jet needle. 41 e. Thronie v: 4i 1‘. Slow jet 4} 9. Air screw ... 42 6. Adjusting the C: 42 a, High speeu 42 b. Adiusiing ‘I'c ‘ : 42 c. Adjusting TF5 s :o 43 d. Adjusting :re 2-:- . . 43 “Hurting system) ...................................... ng the Fuel Level .................................... FRAME ........................................................ 4.i Handle ...................................................... 1. Handle Construction a. Disossembly ........................................... b. inspection ............................................. ct Reassembly i . . , . 2. Front Fork ............................................... u. Disassembly ........................................... b. inspection .............................................. c. Reossembly ............................................ 4.2 Front Cushion .................... 1. Front Cushion Construction 0‘ Disassembly ............................ b. inspection .............................................. c. Reassembly 4.3 Rear Cushion ................................... 1. Rear Cushion Construction .................................... a. Disossembly .............. b. inspection .................. c. Reossembly ............................................ 4.4 Front Wheel 01. Discssembly ................ b. inspection .............................................. c, Reossembly 4.5 Rear Wheel ................. 1. Rear Wheel Construction ........ o. Disassembly ............................................ bi inspection . t .. . c. Reassembly ............................................ 4.6 Braking System .............................................. a. Discssembly ............................................ bi inspection .............................................. c. Reossembly ............................................ 47 Rear Fork Construction . o. Disossembiy ............................................ b. inspection .............................................. c. Reussembly ............... '—IV— 43 Drive Chain ................................................. 62 o. Disossembly .... 62 b. lnspeciior .. .. 62 c. Reosse":. 63 4.9 Air Cleaner .. 63 1. Air 64 c. 64 : 64 : . . . . . 64 4.10 Frame Body ............................................ 64 4,11 Muffler ............................................. 65 5. ELECTRICAL SYSTEM ....................................... 67 5.] Starring System ............................... 67 1. Trouble Shoe" ............................. 68 5.2 Charging System. . .. . . . ............................. 69 5.3 Flywheel A.C. Generator an: lyifion Co 70 i. A.C. Gare 7O 2. 70 3. 7i i. . 72 5.4 Spark Acvcnce! ............................... 72 5.5 Battery. 73 '. 73 2. 73 3- 74 4- 74 5. 75 6» 75 7. Trc e 76 5.6 Spark Plug . 77 l. Spark F 77 2. Heat R 77 3. Spark PM; is)? , 73 4. Spark Plug G: .. 7B 5. Main Spa'k > 79 57 Tu n signal Lamp 79 l. Insicllovio." . 79 2. Turn signal 50 5.8 Headlight .......... 80 l. Headlighl Trcu: e 50 5.9 Horn ............ 30 Battery Insfallc' _ 81 5.10 Selenium Rectifier 82 Checking the C: 82 5.11 Speedometer 83 i. Speedomees' T 84 84 7» 85 35 85 '. pression ........... 85 Z. Taaaei Adiustmenl 85 3. 1;, Timing Adiustment ........ 86 4. Contact Points 88 5. Spark Plug Adiuslment 88 6. Fuel Supply System ...... 89 7. Fuel Strainer Cleaning 90 8. Oil Filter Screen Cleaning ........ 90 9. Air Cleaner Cleaning ............ , . . . . 9i IO. Clutch Adiustmenl .......................................... 91 II. Carburetor Cleaning and Adiuslmen‘ 92 B. Lubrication 93 1. Paris Not Requiring Pericdzc Oi Ci‘acge 93 2. Engine Oil Change ........ 93 3. Greasing ................ 94 C. Drive Chain Adiuslment 94 D. Brake Adjustment ....... 95 'l. Front Brake Adiustmenl .. , . 95 2. Rear Brake Adiusimenl 95 E. Mufiler Cleaning ............ 96 F. Spoke Torquing ........................................ 96 (3. Battery Inspection ...................................... 96 H. Security Inspection of Parts (C50, C50M, C65, C65MI 97 I. Security Inspeclien of Parts [550, $65i ................. 98 .2 Periodic Inspection and Servicing. 9’9 A. Daily Inspection .................. 99 B. Periodic Inspection ............................................ mi 7. TROUBLE SHOOTING I. 9°N99§WN 9. Main Engine Troubles. . ... Carburetor Trouble ........................................ 105 Engine Noise .. .. Steering System .. Clutch System ........ Gear Change System Suspensions .......... Brake System .. Drive Chain 8. SPECIFICATIONS & PERFORMANCES .................................. Specifications ....................... Engine Performance Curve.. Dimensional Drawing ................. Wiring Diagram ............................................ 122 FEATURES 1 I L FEA‘IURES CSOMV C65, C65M, 865 and 850 models are of a nd manufactured with ihe most uprtorduie fociiities under a rrw ;: arming engine at low speed, quiet in cserciion, compactly 5:: v: r , "ass of o mopet yet possessing the performcrce and feel of . 2‘ _ _ - A a :- Zghiweight and ruggedness of the new frame is far superior than ans-v»— . ‘ 3.5“”er in driving performance and comfort is hard to excei. ‘ “- ,; ore oniy few of the finer points. A. ENGINE 3.5 HEAD CAMSHAFT (0. HQ] on of the Chain driven O.H.C‘ chords uniform output extending from Vhe tow to the high speed 4: efiorl. ‘7/ 4r_.e 2 1. FEATURES 2. SELF ADJUSTING CAM CHAIN TENSION An oil damping system is employed ‘2 2: even or high speed. gin vibration and which also provides quiei opermion Cam chain Dil damper strainer 14mm sealing washer 14mm sealing boll MAINTAIN C50, C65, _ , 7;? -‘* :n operaies in coniunciion wivh ihe change pedal lo C5OM, C65M: simp $50, 565: The c e _ ., .7 : “::-:— ems '1eg lighl. 44 SCREEN AND CENTRIFUGAL OF. FILTERS The engine oil is doubl‘.’ _, me engine. engine pans wear and greaily prolong me We of 5‘ CL UTCH SVSTEM C50, C65, The cenirifugc orpordied inio the gear change sysiem is provide C50M,C65Mz easy gear ch: : ; - . ”airehanceI 6. PRESSURIZED LUBRICATION An oil pump is installed is pr lo give lhem added durabil‘ify c ‘g componenrs (Crankshaft and related purlsI 7. Full Complement of Electrical Equipmen? Complele and dislincl wish 1, io safe driving. : t, in Ilighl, iurn signal lamp and horn provide assurance \ Orl rump mmr ' 2g; “23' ml filter screen ml! (:50, csoM, C65, cesM) I. “arrive Design "he ::-:—25: ST-'[i"g is on orig‘nol Honda, unique, not found in any molorcycles or scooters the world over. HONDA 4 V 1. FEATURES 2. EASY HANDLING The cover (leg shield) incorporate: make it possible to ride in incleme— 3, 4,5 LITER (9.5 US FT: 7.9 IMF. FT FdB. TANK (C65, C65MI 3.0 LITER (6.3 U5. P 5.3 I ' FUEL TANK (C50, C50M] The large tank has made '3 distance, lurlher, a reserve luel cock is incorporated to use the final i lit. :2: . ror C50 and C5OM. together with the deep walled front and rear lenders ad road conditions, 4. EXCELLENT HANDLING AND ENG COMFORT Both the front and rear whee roads to provide stabllng h two-stage spring in the comfort over a broader r cushions to soften the shacks even from the worst ride. The rear wheel is specially equipped with a .e smooth and bad road conditions to aflord added 5. Greater Safety In comparison to the earlier C'IZ - and stoplight 3 times larger, dusk by making the motorcycle The headlight has also been at the slsaring handle has been i ridlng over bad raaas. Light c: such as for riding through tunnels. 6. INTAKE AND EXHAUST SYSTEM An expansion chamber is pravid isolate the noise caused by the i anaras a high volumetric efiicie 4 turn signal lamp is 35 times larger, and lhe taillight e. This greatly increases the satery for riding at ater distance. a wider area for a greater distance, further, the width ter improving stability and reducing lallgue when Il Incated on the steering handle to facilitate their use lcse Fiber element air cleaner and the carburetor to r w‘iih the properly designed intake and exhaust system e ei-"i‘icient mumer greatly reduces undue exhaust noises 7. FEATURES 5 C Fllli 550.565) :3.l~- E .r sleel is used lo mulnIain unrferm quumy. All onhe eemememare . glve it a clean exterior appearance. 2. BOTTOM LINK FRONT CUSHION The wear lo the respecvive componenls are lessened by vhis deslgn. The smooth luncIiOning :i lhe dumpr enlng syslem provides comforloble riding on bad roads. 3. SWING ARM REAR CUSHION The rear cushion employs a dual sIage spring which functions equally well for boIh s'vgle or double riders and aflords comfortable rldlng over a wide range of road condilions, 4. COMPLETE NOISE SUPPRESSION SYSTEM (850, 565) The motorcycle [5 equipped with a silencer incorporaled lnlo lhe alr cleaner in addlllcr re an adequcle capuc‘ny mufiler in lhe exhaust sysIem to moinmln lhe noise or a very low level. 6 2. SPECIAL TOOLS 2. SPECIAL TOOLS l. TOOLS NECESSARY FOR DISASSEMBLY AND REASSEMBLY OF THE ENGINE Drive s:ro:ke* “older (C50) m Valve lifter Valve gulde installing tool lérnrn lock nut spanner A ( - :Tuppet udiusting box Clutch oufer spanner ($65) Toppet loch-g bcx Valve seal tuners CuHer holder % Valve g. -. recmer Snap ring pliers Clutch assembly tool 2‘ SPECIAL TOOLS 7 Lch m spanner Flywheel holder DYnumo rofor puller 2. TOOLS NECESSARY FOR DISASSEMBLY AND REASSEMBLY OF THE FRAME :23 ”i Rear cushion discssembly fool Main SWNCh h°°k spanner m 36mm hook spanner Bearing installing fool Hose clump pliers Spoke nipple lightening fool (£3 3.1 ENGINE 3. ENGINE 3.1 ENGINE mbly diagrgm (H xguie 371, Eng‘me usse 7’ j 10 34 ENGINE Figure 372 5-?2 :5: ::f—.' 2 3' ENGINE V BGFE 255.3 FTION the engine a clean overall C65,C65M,565and ve consideration into red aiter extensive research c meet these conditions. The e~ mm c—Tcrds ihemostadvanfageousvalve 5 been incorporated to provide for a high s'erc/ combustion chamber design. The light e*dless chain enclosed in the left side of the e is used for the direct driving of the OH. .; er type cam chain tensioner prevents the chain 7 a. oping or vibrating, providing a quiet engine s e at high speed. A compact and a rugged e which is easy to maintain and having a high we has been developed. her, the crankshaft is built to withstand heavy “d high speed; the transmission shaft bearing and the dual centritugal and screen Filters give ine durability and provide extended service - well as stability at high speed. » -ontmst to the push rod engine, the new engine - far fewer reciprocating parts, to eliminate the e of engine noise and make possible a smooth . '79 engine tor high speed and greater output. 2. POWER TRANSMISSION SYSTEM The energy from the combustion of the fuel mix» = is transmitted to the pistonaconnecting rod—> ra-Kshai'tAciutch (drive platesl—rclutch outer—)friction ~> clutch center—t primary drive gear—r primary : he" gearafrunsmission main shaftermain shaft geurgr er shaft gear—acounter shaft.» drive sprocketfl etc the rear wheel, progressively in that sense. (Flgl 3*3) 3. ENGINE REMOVAL INSTALLATION a. Removal Loosen the 6mm cap nuts from the air cleaner :cver and remove the air cleaner. (C50, C50M, C65. C65MI 9er~3ve front cover eve ihe mufiler e tool box 'e oil pipes A and 3,1850, 565) (Fig. 3—5) (1 II F Drive-n spr'ccke i " " CBS CESM ZAIT u ii 550 : 42T ( Note Numerals li'XItCZIE mutter of gear teeth. 'Cr 050 650M 139T it " 365 2 MT lindicates gear teeth on CSD,CSUM,C65.065M Figure 3-3l Figure 3-5. Power transmission diagram Removing ail pipes 12 3. ENGINE r) Figure 376. Engiv ‘ ‘3 aria 3 T—hanaie screwdri er' . N , _1 t. Figure 3,5, Temporary installation Direction at rotation / Figure 379‘ Installing direction at ioin: I‘—'< (7) Remove the two 6mm nut installing the carburetor and separate the carburetor from the cylinder head. (C50, C50M. C65, C65M) For $50 and 565, separate the inlet pipe and cylinder head. Note] When it is necessary to remove the car- «1 on buretor on the C50, CSOM, C65 and C65M, pinch the fuel pipe with a hose clip to prevent leaks. This is necessary since the fuel cock is installed on the carburetor. Disconnect the clutch cable (550, $65) Remove kick arm and gear change pcdol Remove the left crankcase cover and the electrical leads. Rotate the rear wheel to position the chain joint as shown in Fig, 3—6 and disconnect the drive :hain. When removing the chain ioint, the task can be ’ocililoied and the chain prevented lrom coiling w the chain case by attaching wires to both cining ends ol the chain. Disconnect the high tension terminal from the snark plug, Pemove the high tension cord clip installed on "'e right crankcase cover. eve the brake pedal spring, stop lamp spring, ‘wo 8mm engine mount bolt nuts and pull :.- r‘ne two engine support bolts; the engine ‘hen be detached from the Frame. (Fig 3—7) rs'cl lation — "‘e engine installation by reversing the new val procedure in section 314a. installation can be lacilitated by using noodle screwdriver to temporarily set '= and then installing the engine support (Fig. 375) :- pedal spring and the stop spring —3Jnied together with the engine rear 'ecting the drive chain, make sure that clip is installed with the opening : 'e ‘3 the direction of the chain movement, ”Re 3*9) ' - '"e chain tension alter installation to i,40~.50 in]. 3.1 ENGINE L JOE-2's S‘STEM a'uwn » into , "e right crank. fife lubricate lhe :ase ‘ t of the oil pump)—> , q'i‘ver stud bolt (right lower sidel —— 'e rocker arm side COVer—bspmyed from :.r oil holes in the camshutt—>to lubricate respective sections of the cylinder head—> - the oil return hole at the lower end of the exhaust valve and returns to the crankcase. The Oil that passes through the camshaft lubricates the cam chain and returns to the crankcase. ln this way, the lubrication of the engine is perr formed by the two oil routes and the oil spray in the crankcase (Fig. 3—10) 5. OIL PUMP PRINCIPLE in the past, gear type oil pump using two gears were used, however, on these models a more efficient and compact trochoid oil pump is used. This pump consists of an inner and an outer rotor. The pumping action is produced by the differences in the shape and number of the teeth between the inner and the outer mlorsu (Fig. 3—11) (I. Disassembly (1) Remove the Clutch assembly as described in section 3.140. (2) Remove the three 6mm bolts and remove the oil pump as a unit. (Fig. 3—12) 13. e i E E e Figure 3710. Pressure lubrication diagram /, inner mm Untcr rum nutter Figure :Hi, Oil pump theory or opera'on Utl pump body as“! oil pump may Outer rotor =0 We rum on pump mkhn' ' Di! rump drive stun 69% Eli pump flrwe " on pump cutter Figure 342. Dzsossemblying the oil pump 14 3. u.nz~u 07 (0.000)!» ennui“) u 1~ 015 (o.oo4~ 0.006) Figure 371 3 Figure 3-16. Cyimder head assembi, ENGINE 3. b. Inspection {I} Oil pump outer roror lo housing clearance (Fig. 343) Standard value 0.l~0.15 [0.004~0.006inl Rotor lo rotor clearance Sicndurd value 0.02~0.07 (0.005~0.028ini Roior tip clearance (Fig. 344) Siondard value 0,15 max. [0.006ini Serviceoble innit—Replace ii Ovei 0.2 [ODOSW Reossembly ‘i Fir the inner roior in the ouier rotor and ".9” install Ihe pump assembly 10 Ihe right :':’l~l.3 0.040~0.05| int uvimtame ‘ . combustian ‘ .‘le ltmn~> mm, .: «e seal is recur with three types of cutter; ' and 30° cutters. :ration and the width at the valve seat can- : is accomplished with the 60° and the 30° while the 45” cutter is used for the facing e valve Contact area. (Fig. 3e25, 3-26) “ally, the valve lapping operation is performed. ‘32 a liberal amount of lapping compound on the cm face and tap the valves, applying a slight :‘essure while rotating to the right and lett, using a serian cup lapping looL Wash aft the compound ‘Filougl’lly and inspect the seating with the bluing. ‘Vatvt Euide Tn be centrally lncalctt an vatva/ Figure 3725, Valve seat contact area seat cutter ' 3. INSPECTION OF VALVE CONTACT AREA Assemble the Valve into the Cylinder head as shown " Fig. 3,27 so that the valves are well seated and the cylinder head combustion chamber with oil, -ect a blast of air in from the inlet and exhaust carts and if any bubbles should appear, it is an '-dicctlan that the valye seals are not completely sealed. (Fig. 3—27) ll inlet and Exhaust Valve Guide. (F' l, S_iandard Valve 7 Ser l0mm (0.39“ ‘ +0065 (0003‘ .l 7 [0.002 004 0065 ‘ l0.002~0.0026 in.) W 5.5mm {0217) ‘ "terfer— e» e tit Replace if over ”0'015‘0'0006l“ 5.53m. [0.199in.t —0,025 (O OOlO in.) '-slde dia 2t Exhaust Valve, l: :l values are tor C50, CSOM. $50 Standard Vulueii Serviceable Limit 7 Tatal 63.9 tuaaint :3?“ 'l “($25an Figure 3—27. inspecting valve seat ccn‘oct ength [65.3] 12.57am.) [04.9] [gym ' 5.5mm l0.217in.l . s-em dia . ‘ —0.055 l00022in.) gaff? " fawn] 70.065 (0.0026: ) l ' 7 ' ' '77'¥7 "” i 7 7 . ~0.015 ~o_ooas‘ Head 07 tome in.) Replace it under 55¢ —0.025 (0.217 —0.00i “Ickness ‘ i0t1l0.004in,) 0.4 (0.0162nt i“ Figure 3—23‘ Valve guide Figure 3729. 3. Vim spllu (uuler) 24,; Load: 5.4: mm ‘_ (li.!3:.66|hs) Figure 3730. Ouler -. Valve swing (ulnar Laaa, 2.610J5 l572:0.331h5l '— l $2.22 Figure 3—31. Inner valve spring [Camshaft mu}; 3732. Camshaft 7 ENGINE l3) Inlei valve, I: ] values are for C50, C50M, 550 7 Standard Value ifServlcaabla um . Replace if under Lengrh (E265) (féi‘tsomh a4.l (2,580 in.) . ' '"‘ 7 [65.6] (2.53%)? 5.5 mm (0.217 in. . Svem dia 70.035 (0001“ J gaff“ " “fig”, . eogogsilonglsl 1 ' ' ‘ Head 0.5 (0.020in.) Replace ll under memes: R0.l l0.004in.l ‘ 0.2 [0.008 in.) 14) Valve siem io guide'clearance, inlei Siarldord Value—>0.010~0.030 (0.0004~0.0012 inl Serviceable limiiakeplace if over 0.06 (0.00231n) [5) Valve siem io guide clearance, exhaust Siandard valueao.030~0.050 l0.0012~0.0020 inl Serviceable limit—Replace if over 0.08 (0.0032 in) (6) Ouier valve spring (Fig. Hol Standard Value l_ Serviceable len . Replace if under , Free length 5:19-38“? ) 26.2 (LDSOinJ ' ' ‘"‘ 7 [26.9] (1.060 in.l 5.4:030 kg/24.? mm lll.9:0.é6lbs/ 05800:) . Spring 7.2:0.55kg/24.9 mm Rem“ " ”"d‘" 15.2 kg/l9.7 mm pressure (16.0i12 lb/0.980‘lrl,) (33-4 Iii/0.780 in.) Replace ll under 04/243 mm ii 40 “7/038 in.i la.s:0.s kg/lm mm (370:1.7ala/ 0.7801n.) Surlng 190:].4 kg/lw mm :'esswe ”2013.1 lb/OJBOMJ 71.073330“) Replace ii under l ' ' l7.3kg/l.7 mm l i l38.0lb/0.oa-7in.l if r l"30’ l Replace if mg ‘ Replace ii over i 23.9 (0.9mm 7‘ lrner Valve spring (Fig. 3*31) 77 7 77 Swivel Va ue Senna 2.6i0.l$kg/22.7 mm ”Wee ” ""d‘” pressure (5.71033 b/0.890ln.] flaw/25g“) 5110.4 kg/l75 mm Replace Replace if under :ree iengih 25.l l0.990irvl Serviceable LlrIliI 7 under ~ Spring , (e (180:0.aam/ ‘ 7.2kg/l7.5 mm “B i, 0.6mm ‘ (lSBIb/O.é90ini Tlli l°30’ l Replace ll over CAMSHAFT In a four stroke cycle engine, ihe camshaft mqkes one revolution for every iwo revolulions oi rile crank. shaft. The power *0 drive ihe camshafl is lhrough the cam chain driven by ihe crunkshaii sprockei. The lubricating oil is pressureried inio the right side of ihe camshafl and is forced cm of ihe holes in lhe cam i0 lubricale ihe cam surfaces, rocker arms and lhe slippers. The camshaii is made of special Casi sleel willi live cam and lhe bearing area being precisionly ground after heat lrealmenl. The camshofl is supporled oi boll. ends by me aeanngs in me cylinder head, a cam sprockei is insiolled on ihe lefl end of ihe camshaft Wiih 6mm bolts and is driven ai one half crankshafl speed by ihe iiming sprockei press- iiiied io 1he Crankshali end, by means of a lighi weighi endless chain. (Fig. 3—23, 3-33) 3.2 CYLINDER HEAD 79 der to rotated .wheel is in rgnkcase cover, an the lifting slope 3—34) rd » 35"g ot the valve is deters o's‘or snake and IS timed to the an. During the inlet cycle, the inlet ed and closed at the end 0' the inlet the exhaust cycle, the same opening 0mo {0.0004 in) 1 Serviceuble limiV—VReplace if over 0.12 [0.0047 inl NW“ “N“ (A) Rislen pin bore +0.008(0.5120+0.0003i ) +o.oo2 +0.0001 in Serviceable limnaReplace 11 over 0.12 (0.0047lnl 151 Oversize pielon Slandard—ro.25 10.0099 in) 151 Risian ring, compression, [ ]are lor cso, csoM, 550 (Fig. 3750, 3751) Standard Value Servlceuble l. ' Siandurd valuevilSmm 1 ““73 Re I cc 'l under wialh — .olo 10.00041n.) 1 192° ' [0 04“", cram 3.51, fi—oozs {0-0010l9-L ' ' ‘ . 2 10.0791n.1 Replace if under ”mm“ from 10.04111"? 1.8 0117111 0.34.6 kg '_ 2i“ _‘ (0.66~'l.30lbsl Replace if under [ 1.8x 0,1] [0.1570214] 0.25 kg 1551551 Ring closing 13.5~9.7 lbs) [0.1 0] 1221551 larce o,35~o.5519 1.77~1.43 lb) Replace ii under tau-0.52] 0.2 kg 144 lb) —0,010 _ 7 77L75~L36£sl # ”—0.025 0.154135 _r. Ring and 1.0059~01aaln.1 Replace 11 over gap 1 [0.17113] 0.5 (0.0197 in.) l 10.004~o.01181n.i 17) Side clearance, compression OII nn g Siundurd value—>0.015—0.045 (0.0006~0.00177inl Serviceoble [lmliakepluce 11 aver 0.1210.00471n1 Figure 3—52. P15‘3". : '*; ' T 12- Cf: 553" 55? 18} Oil ring: :are for C50, C50M, $500“ 34523 53) ‘ Standard v we fig 151:1 _ Replace 11 under 24.2 (0.953in.) . Replace 11 under T":0 (~0in.) [30.7] 11.21 ln.1 +0 2 (0008ir1J — n.) 0.002N0 .0I4 Helghr (12) P151011 pin lo pislon clearance Standard value—10.002~0.014 (0.00008~ Figura 3—54. P1sion pin clearance 0.00055 in) Serviceuble |imi1—>Replace if over 0.05 (0.0020 in) ‘ “If :‘EEJ‘TNG MECHANISM clues are incorporated The exhaust valve is , lve to aFiord greater exhaust valve is constantly 'gn remperature, therefore, it ” heat resisting material to :e'arure as well as the wearr s :llves at a very high speed . :namber which is located an the nier, making it necessary to use well as a Wear resistant rubber g.'a‘e sprocket and the com chain arevent chain noise. Further, in canveniional push rod type of a rel-n has less reciprocating movement "7'“g noises and therefore the opera- er and quieter, making is very eed, with the consequent increase (Fig. 3756, 3757) s Dscssembly ie-:.e rhe Cylinder head in accordance with ' 3.210. -::'Replace 1f under 3.! (0.122 in) 141 C1u1ch plate (Fig. 3—69) 1 5m fl 1ue Width 01 Wiggffi'i“; Rep1ace if under Ci“: 70.1 10,004 Ln.) 3: i ($20 '1“ . L6: .05 Replace 11 under T"'°k“e5‘ {0.06 0.0020 in.) 1.5 10.059111.) V5) Widm of clutch outer claw groove Slandurd valuefl16:g'l ~16.3:g‘1 ‘ +0304 +0004. (0.6370 ~0.642¥0 m) Serviceable Jimiv—»16.5(O.65inl 61 Clearance between me clutch ouler and drive plate or with the CIUVCh plate, in ma direction of rotolion, Smndard vulue—>0.3~0.5 10.012~0.021n) outer hoidgr ’ Figure 3766. Removing clukh unit +0 H205,“— , A0 _ ””12 000m) 70002 ’i" ‘ 103217030351". i Fibure 3767. Clum cemer guide *r ‘0021 14.001703“ 1 ,, vDDDUB- 1033270302 m) 4L Figure 3—68. Primmy drive gear ‘1' .Figure 3769. Clutch plme 101: mm 3O 3. ENGINE m Clutch spring 565 E 7 are tor 550 Standard Value Sewiqsapie} f I m 19.2 (0.756 inn 'Repluce of under ’ :93 “9 J [15.9] (0.74iin4l77 iigzfi v_(0.7l7in.l .5i0.5kg/12. m s . (l6.5il.1 lb/0.504inl Replace if under 3"” . 13.21: 8kg/l2.8 mm 6.5kg/12.Bmm me [290: l .75 lb/ ma lb/504 w . io.504in.i . (Bl Clutch spring (C50, CSOM, C65, C65Ml 7 ¥ Staldard Valli: 7i Seryicgohle ,LJL, Free length 19.6 (0.772 l Elam“ " “$35720”, 5‘55k9i0'3l‘9/ Replace it under Spring [35 mm 50k /l35 tome instaemb/ ~ g . . 0.532 in.) ‘l “0 lb/L1532 m.) c. Reassembly ll) Reassemble the clutch in the reverse procedure of disassembly. (Note) The lock washer must be locked by bending the tab after lightening the nut; if the nut does not align with the tab, tighten the nut Further to permit lacking. (Fig. 3—70) Figure 3770. 2. CRANKCASE fire :rorrcase, which is an integral part of the ssh", is an aluminum alloy die casting composed ‘1‘ rd left halves. A breather compartment :reaiher passage is incorporated in the upper 0” of both crankcase halves to dissipate the ssure built up in the crankcase. (Fig. 3—71) m 3. BREATHER The interior or the crankcase ls continually under varying pressure, built up by the reciprocating piston, Figur:3»7i. R78: L “MEWS; in addition. the crankcase is filled with gases from the blow-by at the piston and the gases praduced by the heat of the crankcase. For this reason, the decomposnian of the oil is hastened. In addition, together with the rise in the crankcase internal pres- sure, the possibility of oil leaks at the case parting area is increased, The breather is designed and incorporated in the case to exhaust the gases to the outside and also to maintain a constant pressure within the crankcase. 344 CRANKSHAFT 31 Crankcase gasket r Ta L.cranr:ase Z aver L crankcase R.cranltcase Figure 3772. Breather lunctional dtugrem 3.4 CRANKSHAFT The crankshaft is constructed of high strength carbon steel and together with the connecting rod, converts the reciprocating motion of the piston to the rotary motion and, in addition, performs the function of the flywheel by absorbing the fluctuating torque. The pressurized oil from the pump passes from the (lghl crankcase, through the right crankcase cover, inio the crankshaft by the way of lhe ceniriiugal filter, and lubricate: the large end of the connecting rad and clutch center guide (Fig. 3—73) Figure 3773. Crankshaft or Disassembly ll) Pemove the clutch assembly as a unit. l2l Draw out ihe gear shllt spindle, l3] Remove the kick starter spring. [4] Remove ihe flywheel and stator assembly. (51 Disassemble the cylinder head and cylinder. (5) Remove the oil pump and alter separating the right crankcase, the crankshaft assembly together 32 3. ENGINE uni mg; Crankxtuit a" with the piston can be removed as a unit from the left crankcase. b. Inspection [ll Support the crankshaft on V blocks at both bear- ings and measure ll'ie amount of runoui. sitarndiara Value Se Left bearing 0.015 Replace if over Total web side illiDOOéin.) £25 [0.0020 .l runoul Right bearing 0.0l5 l Replace it over web side (0.0006 In.) 0.05 (0.0020an (2] The clearance in the bearing is measured by Figure 344. Mess.- fixing the crankshaft on centers and moving the bearing in the axial and vertical direction. (Fig. 345) StandardiVialtte ,,l ,7 , Axial l 0.004i0.036 Replace t over clearance fl (0.0ooz~o.ooi inri 770;l_l0.004in.l flfgg‘fi: r 0.000.025 l Replace il aver 0:15 (0.0004~0.001in.i r 0.05 i0.002in.t When the clearance in the axial direction becomes excessive, the Crankshaft will move from side to side when engine is running and produce undesirable naises as well as causing uneven wear to the cylinder, piston Crimmt ,, and the timing gear. lt will also shorten the lite of ‘he clutch. it the clearance is we small, it will cause a Figure 3’75- ”8:5 2 decrease in the power output and shorten the life of ~he crankshaft. 3i Crank pin , iStanda d V lue i§ervice$lerlclmit e . 73" ’“’" '05" m", Re lace it under 0:233:22: 0.05%W— ‘ l0.0020~0.0034in.} _‘ A Left crankshatt sprocket root diameterr (Fig. 3.76) Standard value—t25.24:0.025 (0994:0001) Serviceable limit—tReplace it under 2519 10,991 in) 5i Right crankshatt spline play Standardvalue~t0r0l0~0.040(0 0004~00020inl Serviceable limitakepiace it over 0.08 (0.0032 in) ligure $76. Timing sprocket teeth roet :2 es» l6) Maximum crankshaft assembly runout Standard valuearunout at web outer surface keenmmnng “35:: Gymm; mess :% Where in: Total mass G=Ceniev at grain" .J eons] 1’“ >00”; . Ar lonihgggrzinll 0.05 TIR (0‘002 inl Serviceable limitHReplace it over 0.2 (O‘COBinl IZL Connecting rod small end l. D (Fig. 3—77) +0043 +0016 (0512:3320) Serviceable I‘lmltHReplaCe it over 13.1 [0.52 in) Standard value ——>l 3mm (51 Connecting rod small end to piston pin clearance Standard value—>0.016~0.043 (0,001~0,002 inl Servlcuble limltHReplace if over 0.08 (0.0032 1It) (9) Connecting rod small end deflectioni Standard Vuluefllj (0.060 in) Figure 347. Connecting rod Servicecble limit—’Replace if over 3.0 (0.l20 int 3.5 TRANSMISSION 33 sforte( I spindle counter shah Semeapggmu 7 7 ’ieploce if over £9 [0.00 , _ Replace if over 0.15 (0,006an ,: ~ake sure thcfl the gasket and the two s we Tnsialled on the left crankcase : .e'nbly'mg the righi crankcase to it. $9. 3778) 8.5 RANSMISSION mission receives Ihe rotation which has ered from )he crankshaft 90 the main shaft it a series of gears, changes if to the . eed and ihen oransmus ii to the sprocket :ounrer shah. C50, CSOM, C65 and C65M have a 3 speed :vv, whereas, fhe $50 and 565 have a 4speed Hem 3,79, 'cn. (Fig‘ 3—79, 3—80) Tmnsmission Construcfion dennl ' C‘rovmes a.‘ at same speed as main shaft ’ = Aromtes ul some speed as counter shaft Figure 3—90. Gecflng unungemem for C50, csoM. C65, cew 34 L ‘ 3. Figure 3781. 1 ! . I a! , sag; +0043 ’ '7‘? +0010 ‘ +0.0017V (“7° +0.00%”) Figure 3781. Main sHafl, lop gear dimension 701016 179 70.034 (13.66% 1. 700005;") -0001: Figure 3733. Caunler xhah dlmension 0.032~0.068 (0.0013~0.00271n1 Figure 378A. Clearance belween counler shall and counler enall inlrd gear ENGINE a. Disassembly {1] Disassemble the right crankcase In accordance with seclion 3 (2) D‘lsengage lhe kick slarler spindle Inspection :11 Primary driven gear backlash Slundard vuluefl0.047~0.09410.0019~0.0039in) Serviceuble l'lmil—rReplace if over 0.12 (0.0047 in} 2 Clearance belween main shah and main shah gear a~dord value~0.022~0.051 10.0009~0,0020 in] .‘cecble limilsHReplace if over 0.] (0.004 in] '» shcf‘ (Fig. 3—81, 3—32) ~anaara Value 7 7 7 sfrglfegblgirnll 7 "L 1361000310151“ Replace ll under I > 16.93 (0,6670 in.) if . ' "32M , 7A _ a mi my 33:70 :0 Replace ll aver ‘ 7 7 10,0020~0.c232;7r..l 7°57 7 ”935:”: 5“" '° 0.030700% Replace 11 over 99‘" 10.0012~0.00371n1 0.1 10.004001.) geuLunEe 7 7 77 7 77 7 — Tap gem 11%ngg'igocgi; in) Replace 11 over Inslde ala +0016 10.00060.) 17.1 (0167130111.) 141 Clearance aelween main shaft, rap gear and main shall, Slanaara value—ro.022~0.051 (0.0009~0.0020 in) Serviceuble limils'akeplace if over 0.! (0.0040 in] Caanrer shofl aalslae ara (Fig. sees) Slanaara vulue—> l7rnn—0.o1a . —0.00061n 70034 (0'66” ‘" 4.001301) Serviceable llmnelzealaee 11 under 165231066531 Clearance aelween counlelshafr and caunlerslrarl law gear sranaara vulue—>0.032~0.068 <0.0013~o.00271n1 Serviceaale 1:rnlr§.~keplaae 11 over 0.1 (00040111) Clearance belween caunlersnan aria caunrerslrall second gear Standard valaeeo.0ao~o.o9a 10.0012~0.00381n1 Serviceable limils~Repluce ll over 0.15 10.0059 1n) Clearance aelween caunrersnarl and couniershah lhlrd gear (Fig. 3734) Standard value—>0.oaz~o.oas 10.0013~o.0027 inl Servleeable llrnns—rlzealaee ll over 0.1 (0.0040011 191 Slim drum (5 (6 (7 [8 34 mm 11,335arnl 12 I A, d Outside dia 41.02 100007901.) 5” “e ' U" 8' 7‘05 2 33.937 711353 13mm l 5113 7 7 ' . Replace .1 under Shall dlu 70.015 £0.00061n.) _ , .l :3024 (0M122509717r117 0.1 10.2402rn1 Re In 7 1 Wid'h +0.1 (0, 401m] 1 P C I OVer 7o ‘63 (0.2450in) unusru‘ra 376 KICK STARTER 35 3w ( 1.3385 +0025 70000 +0.00“: ) 70.000 '” + 4 9 _0.04 (D.1929:0.00161n) 21'“ 723E nesner * wumer C50. C50M, C65, C65M / ( :x mner Dlmnn 7~ \\\w 5 L\ ~55, ‘5 m shrm menu Ink shrm sum-1|: 'wwr ”fl “WWW . , ,,/Clanl( mm Figure 3787. Kirk mner luncnonul diogmm 36 3. ‘ Kick starter ratchet Kick starter spindle Kmk starter mm" Kick starier ratchet sprtttg Figure 3788‘ K7:k s‘crier construction l ., fiq/ , Kick stage-rs sgifldle' Kick min Figure 3—89,. Removing kick starter Kick starter sEindle ii“ Kick starter ratchet spring , Kick starter pinion 22.5mm circlip 25mm circlip ' ‘éick startel ratchet Figure 3‘90. Component ports of kick starter 25mm washer Flaure Hi. lnslalling kick starter spindle ENGINE As the kick starter is uepressed, the kick starter spindle rotates and the ra t, due to it being held against the ratchet spindle in the direction of rotation, moves in the direction of :he arrow by toliawing the spiral groove cut in the spindle and causes the klck starter pinion to mesh with the counter shaft low gear. The main shaft being engaged to the clutch center, transmits the kick starter torque to the engine crank. shatt and turns over the engine. When the engine starts, the rotating speed ol the pinion exceeds the spindle speed, the ratchet due to the rotation of the pinion, rotates in the left hand direction in respect to the spindle and ts made to disengage tram the pinion due to the action at the set spring and the left hand screws As the spindle returns to the original position by the action at the kick starter spring, the ratchet disengage: from the pinion and returns to the position {or the next kick cycle. (Fig. 3789) Disassembly (l) Remove the clutch Unit. (2] Remove flywheel and stator assembly. (3] Rsmavfihe primary driven gear. t4) Remove the gear shift spindle, [5] Remove the 16mm circlip from the kick starter spindle and disassemble the kick spring retainer and the kick starter springs (Figs 3—3?) (6) Separate the right and left crankcase halves and then lltt out the spindle from the left crankcase. Inspection ll) Inspect the ratchet pawl and the kick starter ainian teeth, it worn excessively, they should be replaced Reassembly (it Assemble in the reverse order of disassembly. (Nate) Atter installing the kick starter spring, check for proper kick return action. (Fig. 3791) *. _ —F* etei. with the fuel. ‘— in an acre afimds good riding ‘ —a :1: as top speed is readily 3] CARBURETOR 37 n (- as. C55!) 'filn-d u _— '- n m the -“‘—i~ia u‘r ratio. I i c — we‘ce'aance. —-- m --Hm fig$92l -— u: d a We valve, a —- * pan mere-lion and u H — a tide speed range. hh—e s ‘oa'lirmed due to ‘.h are rich incorporates resifiunl. Figure 3—91 Carburetor [From cut-away carburetor) hmw , - ,.Var:o:rs the fuel at a constant 1w m eservoir 10 store the fuel tern. Ja'urily and permits it to be supplied. In: :fils‘e'_,.iegulctes the length of the throttle cable. Im— A: ........ Melers the rate of fuel flow during maximum power output 'try-e dye ".Regulafss the amount of air fuel mixture entering the cylinder I" scent ......... Regulates the amount of alr mlxlng l' main bare g “m“ ’lcssecves :14mm(o.551in) © Pllot outlet @ Alr jet (4) Jet needle a} (Mike valve ® lnlet © Needle jet (D Needle jet holder Figure 3—93. Carburetor sectional diagram 38 3. E N G I N E t : e a: .r. :: 3e: w ® Cock lever // ® Fuet MK @ merging @ / @ kae lave mm s // 4'; Valve set // 6/ @ Filler @ Air item A Pilot jet / / \\ @ smite chamber 3 Over-liuw menu: 2; over ilnw nipe €th ENE @ Jet urea @Floatdwmbef (mm-«valve @Fleal Figure 3—H Carburetor cross sectional diagram 1. AIR SYSTEM The carburetor used is a down draft type which draws the air into the carburetor from the top, hence- forth the name. The air from the air cleaner which enters tron. the inlet opening @, passes by the throttle valve (3) and is drawn into the engine after passing through the venturi, The power output is determined by the volume of air flow which is controlled by the movement of the throttle valve ® to vary the opening of the venturi @. (Figr 3423) FUEL SYSTEM Main system The fuel enters through the main let 0, and in the main iet, it mixes with the air in the air bleed otter having been metered by the air iet .. The fuel and air mixture passes through the opening between the needle jet @ and let needle (4) to be sprayed at the throttle valve ®‘ The spray mixes with the main incoming ctir and becomes atomized before being taken into the engine. (Fig. 3—93) t; 3.7 CARBURETOR 39 S»:- wre- enters “v‘rg \1; :utside where then er‘ 9: hole @l of On the o‘re’ .. d, the tuel from oer @ atter being heated by the pilot metered again or the let area @ ot vs at $2,, mixes with the air lrorn the bleed within the slow let and is sprayed out at the 3‘ the throttle valve :3) from the pilot outlet mix with the main Flow of air from the car- :, 5':' air inlet (0 and is then taken into the engines FLOAT CHAMBER lt is necessary for the carburetor to supply the per tuel mixture for the respective throttle opening engine speed; in order to do this, the fuel level be maintained at a constant level it is the on of the float chamber to pertarm this task. The DP type carburetor incorporates a filter in the ‘eat chamber to prevent entry oi dust. The fuel from the tank flows through the groove 1} in the tuel cock, enters the strainer compartment j where the dust and foreign matters in the fuel are : lowed to settle, passes through the Filter ’13 and then er‘ers the float chamber @. A: the fuel level in the chamber rises, the float @ becomes bouyant a applies pressure against the valve spring ® to :v'erride it and then forces the float valve against "e valve seat to stop the now of the fuel V'r’tien the fuel in the float chamber ® is consumed, '- causes a lowering of the tuel level and a con. sequent lowering or the float @, this causes the float .alve @ to unseat and permits the fuel to enter the flat chambers This process is repeated to maintain : constant tuel level in the float chamber. A spring ’5 incorporated between the float and the top of “we iloat valve to prevent the oscillation of the float .aive and reduce wear to the valve seat 0. Further. orevent overflowing of the carburetor and causing "e flooding of the cylinder due to tilting or the float .zve sticking open, an overflow pipe is incorporated '3 drain or? any fuel which exceeds the critical fuel erel. l: addition a static air vent tube is located in the t chamber and is vented ot the front Cover to “,‘ialm the air pressure in the float chamber always ant with the outside atmosphere and which is _ :Fected by riding speed or outside wind conditionr CHOKE (STARTING) Conng cold weather starting, it may be necessary -: -~Ially use a rich fuel mixture. For this purpose, : :ncke volve @ is incorporated. The choke valve closed by raising the choke lever @. this s the air and allows the Fuel sprayed trom the e let 3 to enter the engine as a rich fuel re. j Ttlnittte sctevr / teal rel 5 Ptlut butle' Figure e95. Carburetor cross sectional diagram 40 3. ENGINE 5. Main Jef ° Figure 3796. Main let be Air Jet Figure 3797. Air lei C, Figure He. Needle iet However, depending upon its usage, it may result in engine stalling or flooding. To counter this situa- tion, a relief valve @ is incorporated in the choke valve @ to open or closes at a preset suction pres- sure, to produce cl proper fuel air mixture for cold weather starting. It is therefore possible lo close the choke valve complelely during warm-up driving and then fully open the valve after warm-upl (Fig.3—95) FUNCTION OF THE RESPECTIVE COMPONENTS Main iet lt re<’r _ s "e = el ilow during rull throttle con- dition lice 5:eed provide a proper fuel mixture, Not only does J":'ic'i at top speed but also is efieciive to a :er-a’- degree or iniermediale speed. The larger the mar jet size mumber, greater will be the fuel flow and providi"g a richer lusl mixture. (Fig. 3496i Air iet During lull throttle opening, the ruel mixture at high engine speed will become rich and at slow engine speed the mixture becomes lean. To prevent such a condition, air is bled inlo the main late The function ottl‘le air jet is to restricl the amount of airr As the air jet is made larger, the amount of air is increased, resulting in a lean fuel mixture, however, at the throttle opening, a high engine speed will provide a lean mixture with a smaller variation in luel consumption between high and low engine speed. (Fig. 3—97) Needle lei During full or hell throttle opening, the fuel which had been metered by the main iei is again metered by the needle |ete The adluslment is perlormed in coniuncllon with lhe iet needle which is explain in the following section. The needle hale is mad. excep. tlonally accurate. (H9 3793) e. f. 3.7 CARBURETOR e opening). ered iet needle centrally withir 't-e *er hole of the .cve and with the tapered end inserted into The vertical movement of the throttle ‘0 which the iet needle is attached controls the of the tuel in respect to the throttle opening to a—iord a correct fuel mixture ratio. There are five reedle clip grooves lwhich are counted from the top) to regulate the richness of the fuel mixture. The fuel mixtur'e becomes richer as the clip is moved progres- sively train the No. l groove to the No. 5 groove. (Fig. 3—99) Throttle valve The function of the throttle valve is to control the amount of air taken into the engine which serves to increase the engine RPM and the power output, and in addition, pertorms the important function of controlling the (uel air mixture. (Fig. 37100) The throttle valve is cut—away on the air inlet side. By changing the size ot the cut-away (designated by cut-away No) the pressure actuating the needle valve can be altered to change the amount of fuel flow and causes a change to the iusl mixture. The valve with a larger cut-away number will produce a leaner t'uel mixture. However, the range of its effec- tiveness is mainly at low speed tram idling speed to approximately % throttle opening. It has no effect beyond % throttle opening. The throttle valve is normally operated by the throttle cable attached to the top at the carburetor. A throttle stop screw keeps the throttle valve in the idle position. Turning the stop screw in will cause the throttle valve to rise, and backing off on the stop screw will lower the throttle valve. (Caution) The throttle valve guide groove serves as a iunctian tor the throttle cable and the throttle valve and also to maintain the throttle Valve in the correct relative position within the carburetor, therefore,” it is reversed, the cutaway will be on the wrong side and will result in rich Fuel mixture as well as causing insufficient engine speed. Slow let The slow iet regulates the Fuel flow during idling and small throttle opening, and permits the air to enter through the air bleed to mix with the fuel tor atomizationi The slow iet is similar to the main iet in that the larger the iet size number, the greater will be the tuel flow and consequently a richer ruel air mixture. (Fig. 3-101) Needle clip Figure 3799. Figure 3*100. Figure 34ml. Jet needle Jet needle Throttle valve Slaw ' 41 Figure 37102. Air screw Figure 42 3. Air screw Air screw stop spring Main Jet 35103, wta- ,e~ Needle Jet holder ENGINE 9. Air screw The air screw regulates "le amount of air mixing with the fuel in the slow soeed system by controlling the amount ol pilot air mtxi"§ with the fuel which had entered from the slow iet. l" 's way, the proper fuel air mixture is maintained , 37102) Turning the air screw in Will produce a rich luel air mixture and backing ot‘l on the screw will result in a lean mixture. 6. ADJUSTING THE CARBURETOR a. High speed adjustment Ane’ere' a higher speed can be obtained with »'e :"me sl'~h’ly closed, it is an indication that the as. ed lean, theretore, the main iet veir replaced with a iet or a larger yes to obtain the correct size. re ~:'F 'e' number sizes below filOO are 98, 95, 9A 93 and ihe sizes above #lOO are NO, 115 3': 'rcreoses at an interval 0t 5‘ (Fig 37103) speed drops when the choke valve is closed, an indication that the main iet is either afthe :crrect size or too large. The determination is wade by the Following procedure. The Correct Main Jet After the main let had been change to one at a smaller size, it is found that the speed decreases and upon closing the choke cl small amount, the speed increasesl it is an indication that the main iel which had been installed is too small in size. The main let should be replaced again with the original main jet which can be assumed to be of the correct size. O Too Large «1 Main Jet Replace the main let progressively with one of a smaller size unlll the condition in the previous section occursu b. Adjusting the Intermediate Speed The fuel mixture adluslment between the throttle opening I/s to 34 is accomplished mainly by selecting the steps on the needle iel and also by the cutaway on the throttle valve. However, it is not practical to adlust only the intermediate speed with the cuteaway at the throttle valve since the cut-away eflects the range at throttle between % to lg opening. In the intermediate range, the let needle should be in the lower position for good fuel economy provided that the acceleration is good: 3.7 CARBURETOR 43 He black exhaust smoke is evident ~ediate speed, it is an indication a fuel mixture and therefore, the should be lowered one step. a:eeleration or at intermediate speed, re sputters, misses or does not respond, et needle should be raised one step. 5 Valve cutraway. (Fig. 3—104) ’re larger the number stamped on the cut-away, eafier will be the luel mixture. When making the adiustment of the throttle valve, the slow speed should also be considered together with the intermediate speed since the eflective range of the throttle is very broad. c. Adjusting the Slow Speed The htel mixture adiusl‘ment between idling and 1/§ throttle opening is made by the air screw and the throttle valve cutaway. ill Air screw The fuel mixture adiustment for idling is made by the air screw. Turn to the right tar a richer mixture. Turn to the left for a leaner mixture. The air screw not only aFtects the idling but also the slow speed, therefore, the fuel mixture should be adiusted with the throttle slightly opened to obtain a smooth operation. (‘21 Throttle valve cutvaway There may he a case where the adiusimern can. not be obtained by the air screw only, in the vicinity of 1/§ throttle opening. In this case, if the fuel mixture is too rich, replace the cut-away with one of a larger number and it too lean, replace with one at a smaller number. d. Adjusting the Idle (Fig. 3405, 3—106) The idling adiusl‘ment is pertormed by the throttle stop Screw and the air screw in the toilowing manner. (ll Adiust the idling speed to the standard 1200 RPM by the use of the throttle stop screw. (2] Next, turn the air screw slowly back and forth to the highest RPM. [3] Upon locating the point of highest RPM in (2] above, reset the engine speed to the standard RPM. i4) Rework the air screw to assure that it is set at the proper Settingl l5] If any change exist, repeat (3) (Al above. The check should be made between % to 1%, turn at the air screw. CUPAWOY Step position i " Jet needle Figure 25—104. Jet needle and culrawcy of the throttle valve \ Figure 3405. Idle odiustment Figure 3406. lal: adlustment lSSU, $651 44 3. 3.8 CARBURETOR ($50, 565) ENGINE ”ifs; Needle let . Slow let/ meenie in holder // it} Main lei ’2} We valve Main bore 365 ('2; Ventun secimn ‘Sls7ommi 0.67 in { lenm- 0 53m \ \ \izj Float chamber \ fl Float 7m" Need hole Figure 3407. l. Corbureror cross seciionctl diagram AIR FLOW' The air which passes through the air cleaner enters tmm inlet opening (1), passes under throttle valve ® [main bore @l and taken into the inlet side of lite engine. The power output is determined by the volume of air taken into the engine. This necessary air flow is controlled by the vertical movement of the throttle valve which varies the area of the main bore C2). (Fig. 3—l07) FUEL FLOW The air which flow ”trough the main bore ® creates a low pressure directly under the throttle Valve. It is here that the fuel Outlets for both the main and slow systems are located. (Fig. 3407) Main System The fuel passes through main iet ® and enters the needle iet holder @. The fuel mixes with the air taken in at air iet ® and bled through air bleed hale @. The fuel air mixture posses between needle iet ® and jet needle .. and discharges in a spray below the throttle valve (:9. The fuel is atomized and mixed with the main air stream and is taken into the engine. (Fig. 3—l07). 3.8 GRBURETOR 45 be 510- System '5 :- ~":n enters through it he passes 'ew 3) where It is ’Je‘ered and then e fuel from the the passage ha|e® 'arged from pilat outlet 3, toward the .we 6) as a fuel air mixture and finally 7 the main air stream before entering the 1 3. FLOAT CHAMBER For 550 and 565, the fuel from the tank enters r'uel passage @, passes by valve seat ., float valve 3 and enters float chamber @. As the fuel all the hour chamber, the trout @ rises and forces the float valve against the valve seat with the float arm @ to shut oft the fuel flow into the float chamberl As the fuel in the float chamber is consumed and the fuel level drops, the float also lowers with the fuel level and allows the float valve to unseat tram the valve seat, permitting the that to enter the float chamber. This cycle is repeated to maintain a cone Stunt fuel level, A spring is incorporated in the lloat valve @ _, where the float arm @ make Contact, tor the purpose of absorbing the shock and preventing wear to the valve and seat caused by the fluctuation of the float figure 3,103? Hm}, 1565) when driving over rough road and in addition, it serves to maintain a constant full level in the flour chamber. Overflow pipe lf any foreign oblect should get stuck in between the float valve and seat and causes the fuel to over. flow out of the slow iet or the needle iet, the fuel will enter the engine and dilutes the oil. To prevent such an accurunce, an overflow pipe ® is incor- porated into the float chamber @. The outlet at the overflow pipe @ is higher than the normal fuel level and therefore, has no efiect, but under overflow condition. the fuel level rises and the overflow fuel is drained outside. (Fig. 3—108) /, gavar‘low pips 'lnrmal fuel level Figure 3-l09, Flgat chamber 46 3. C3) Throttle valve © Pilot outlet\ / ® Choke valve r @ Relief valve (9 Needle jet” .@ Swill: ‘- @ Rellet valve Figure 3—110. Choke 3 Final arm in i5 @Float amt E l®rlon valve 5 new \A/ Figure 3~lll. Fuel level adiustment .714. fl. Figure aim. Fuel level gauge ENGINE 1. CHOKE (STARTING SYSTEM) Since it is necessary to provide a rich mixture tor a short period dunng cold weather starting, choke ® is incorporated By raising the choke lever to the lull close position, the choke valve ® can be com. pletely closed. A relief valve @ is installed on the choke valve and kept in the closed position by the spring @. When the kick pedal is kicked with the throttle valve ® opened approximately %. the suction pressure causes the fuel to be discharged from the pilot outlet ® and the needle tet @, and at the some lime, the suction pressure causes the reliet valve to open a proper amount, permitting the air to enter and produces a fuel mixture which is ideal tor starting. Alter this engine starts, the suction pressure in. creases, opening the reliet valve wider and turnishes the cold engine with the proper starting tuel mixture. In this way, the opening of the throttle valve causes a corresponding opening at the reliet valve and permits the warming up at the engine without manip- ulating the choke lever, When the engine has warmed up. merely position the choke valve to the fully open position. (Fig. 3vll0) ADJUSTING THE FUEL LEVEL it is difficult to directly measure the tuel level. therefore, the luel is determined by measuring the height (H) of the float. (Fig, 341], 3412) tll Position the carburetor as shown in Fig. 3.1M with the float arm pin @ toward the top and the float :29 at the bottom and tilt the carburetor to the point where the float arm ® is about to break contact with the float valve base, This should occur when the carburetor is tilted ap- proximately 70“ or at any point between 50° to 70°. That is, the float arm should be at a point where the base of the valve is not compressed. t2) In this position, the float bottom @ is measured from the carburetor body @ with the gauge ® to determine the height {H}. The tolerance of the float position is 'lrnrn (0.040 inl both ways. In other words, the gauge should not press the float more than lmrn, nor should there be clear. ance greater than lmm between the gauge and the float. Care should be excersized in making the measurement since the base ot the valve is spring loaded and can be compressed into the valve in which case, the true closing paint of the valve cannot be determined. 6 CARIURITOI SETTING TAIL! Mm: Cavbwnmn mm 1 ‘ Semng specificmions ‘ 055 com can 0mm rum ‘ mumllz woo—Ho ‘ 10004” PW‘émb m Hm J (mummy rvquprllf. £03345; Pwmmmun Hm SsH‘mg mark ‘ 55H msm ssw csoc 50MB n-a Imam: hm 7 fi‘mfi‘p 7 Kat, if 1 w '12,“. «1.53:; w Vemmi have 1 14¢ [0.5511 14¢ 13¢ 13¢ V7mm10.670‘mJ~quIv. Mum |ei 1 :72 77* 7p: m W 7:172 V 1155 7 film W 7: we mo is; 7 mo 7 ma ‘ 7 1 MEI"; lfl 04¢);7 nomsmq icing” MR: 777 ownifiri 0.5;";10'0‘97inJX/l‘ ;5 we“, iowxz ‘uwxz W 7 3 2 ‘ 04¢“ 0.44:)(2 u.4¢><1 nwxq \ B.9mm|0.0354in.)><2 ; ‘ia ”39x2 7 34¢“, 77:3}:x2 ‘u.4¢x27;77 \ 7 ‘ 5 ‘ 4 70.4w: 7 0.4g3X2 ‘uvmxz 0.459ng ‘0.5mmlfl.ulv n.)X2 5 04¢“ “ng: 0.5mmmnw7mx2‘ j 6 o.4¢x2 awhiflilwxi max; ‘ ’7 3V0X2.8mm i‘ ‘ ii 2.5 mm [cums]? Need‘e 1e! mmxxomom ‘ wxzs ”XX-5 ‘ a4,bx2.5 : [3.4 mam.) ,7,, , WAR” mess fig 77 7 raceu] , Jel netd‘e \32‘3’3 slugs ‘ V3253’3 xtuge ‘ “1239*3 flog: “323973 slug: I6305 3 smgB 723 gums? ‘no mums) 7W5 Cumway m.ot7><0.005 .,.,y :2 a nexus) "hmnle m‘vel 7 i1“ u.2¢><2 12¢ 5357 03¢ 9:5.0 1 5.5 m; [mxoa] m “on51 1 wmuom. ‘ ‘ mum N MT ‘ pas m V um,» x 2 DJmm 40.0275 i...) x 2 0.51pm EmmWUZTMMXZ 031," X 1 V i 0‘71""! (0.0275Vn.) X2 ‘ 0-39,! X2 i 0.7mm (0.0176 m.) X2 1.24) W LDMWM ‘35 7 i ow 7P7 5.0 fl” 15.5 Jasmm w mam ‘ Heigm no new 7 , mtg] NM! NV \ m m I, Mm m 1. mm Mmmlu.h.x0m mm 1‘78 3120 0 9mm mm w x4 am..." mun/um «1 om... ”mum ‘r um mummy a 1.5m m mm . «7 mm 10,1023 ml [3.4 10.13: in.) 15232 3 sing- M5 [LZXDJ] (o‘wxa‘om 'm.) I%~T/s 7 935 0flmml03315imYX2 0.3mml0‘0315m.)><2 0.7mm 40.0275m.) x2 0 7mm 40.0275”. ). I mm mm“ m LO mm 10.03% In.) P 5.5 ms mm (0.7.53 mm a! float I. l. 4.1 4. FRAME I HANDLE CONSTRUCTION HAVE. S'ee"-: Handle ~g handle anir is Wade or pressed sneer a coniinuous sieel lube grip welded for enl; the handle on the $50 and $65 is ~ra sed lype pipe handle. r rubber cushions are installed av ihe mounilng -. ...e sreering handle to prevenr lne engine vibrarian "on being lransmined la rhe rider's hand. A sleer'irig L:"dle lower cover is newly installed to provide a asing overall design. HANDLE 49 Handle cusninn rumarA ‘ Handleurider ; caver . Handle cusniuii rubberB Figure ‘7]. Handle rubber mounr (C50, CSOMI -f/ Hex bolt / \ Handle cushinn rubber / Handle cushlan rubber 0 Handle lalder selling wasner _Haridle Pipe loner raider \ Handle hold Froni lurk (up bridge/ \ selilnz mull Mwniinz delail Handle AME! Handle new I Handle selling washer all e‘pusmnnmhher Handle Fork (an indie Collar a. Figure 472A. Handle rubber mouni [550 C65) Disassembly lll Remove the lranl cover. (2) Remove lhe headlighi assembly and disconnect all elecirical leads, (Fig, 4—3] (31 Uncouple ihe speedometer cable and disconnect lhe lronl brake cable. .4! Disconneci ihe lhroiile cable by removing ihe carbureior‘ Cap and disengage ihe cable end from lhe lhronle valve. (Fig. 473) .3) Loosen ihe lwo 8mm hex nuls arid remove lhe handle rogellier wirh ihe cables and elecrrical leads. For models 850 and 565, loosen the four hex bolls, remove rhe upper holder, and ihen remove ihe handle. Inspection \ll Inspect rhe l‘hroiile, clutch and from brake cables for damage and breakage an boih the inner cable and ouier casing, and also for proper operalianr apply grease berore insiallaiion. 2} Check lhe ihroiile grip pipe (or proper operali'on. l2i Check me handle levers lor proper aperalion. l4) lnspscl lhe handle pipe for band and iwisl. (5) Check all swilches for proper funclion and lire elecirical leads lor damaged covering. Figure 4‘23. Handle rubber mounl [C65, C65Ml Disconnecl eleclricul lead Figure 4—3. Figure 4’4. Dlscw‘em caole i'rcrn ihroille Valve‘ 5O 4. FRAME Steerinz head fl ’ stem nut steering ma r’ stem nut ‘Fork tan bridge plate Fralne tread pipe Front iork hnttnnt bndle e‘, Figure 4-5, Sten Figure 476. Removing lront fort: #6 steel balls Figure 4.7, Steet balls c. Reassembly ll) Reinstall the wires, speedometer and leads an the specified locations and fix in place with handle fixing bolts and nuts (2) Re-install the front brake cable, speedometer cable and throttle cable (3l Reconnect all connectors from the electrical leads and reinstall the headlight. (Caution) When installing the steering handle, care shall be taken not to pinch cables and leads, 2. FRONT FORK The steering stern of these models incorporate a ball as shown in Fig 4.5. It excels in sieerablllty as well as in stability for both high and low speed The steering stem is welded to the front fork which is made oi pressed steel sheet The stem incorporates a cone race and is installed on the frame head piper l: serves a vital function since it is the rotating shaft of which the head pipe is the axis. (Fig. 4—5) a. Disassembly Repare the steering handle in accordance with sec-ion Ala. 2 ?errcve the headlight case. 3 Een‘ovle the front wheel in accordance with section 4.40. c Remove the fork top bridge by unscrewing the steering head stem nut and the two 8mm bolts. Unscrew the steering head top thread by Using a hook spanner and slide the front fork out the bottom, (Fig 4—6) (Caution) When removing the front fork care shall be taken not to drop and lose the #6 steel ballst (Fig. 4*7) u. b. lnspection (ll Inspect the #6 steel balls for cracks and wear. (2] Inspect the steering stem for bend and twist. (3} Inspect the steering bottom and top cone races and ball races, for scratches, wear and streaks. c. Reassembly lll Wash the cone races, ball races and the steel balls, and pack with new grease. Use recom- mended f‘iber grease. (Caution) Care shall be taken not to overrlorque the steering stern nut so as to cause heavy steering 4.2 FRONT CUSHION 51 4.2 FRONT CUSHION 6% lack [tin 7% look llll \ Front cushion upper cotter 5x3" 21 alate were. Pruitt cushtun lDlM rubber B / Front cushion lflll’ll rubber A i‘ Figure 475. l. FRONT CUSHION CONSTRUCTION The front wheel axle and axle nut assembles "e ' ball bearings and an integral brake drum to "‘9 speedometer gear. The front cushion, in contrast to the prew'cus '. pin to improve the cushioning efiect. In coats”, :‘ 6202 radial ee shoes and side is eliminated to afford a clean appearance. a. Disassembly l'l) Remove the front wheel in accordance with sec- tion 4.4a. l2] Remove the 6mm lock pin and 7mm lock nut. and then the front cushion ioint washer and the ioint rubber A can both be removed Next, by removing the front arm pivot bolt, and 8mmX42, hex bolt the front cushion and the front suspension arm may be removed together from the front fork, Front cushion assembly .. . m \ t t t t t-t-tt \(Hlttvtlutog 3i Remove the 8mm hex nut and then by pulling out the 8mm hex bolt, the front arm rebound 6mm lock pin . Front cushion stopper may be removed from the front fork. 7mm lock nut ioint washer 4: By removing the 8mm hex nut and the front cushion lower ball; the front cushion and the front suspension arm may be separated. (Caution) Figure Hi. tront cushion a, When separating the front suspension arm from the front cushion, care should be taken to Stoked area Front arm pivot dust seal prevent the front cushion lower dust seal cap, dust seal and distance collar from dropping. O/ b. Remove the pivot dust seal by unlocking the staking and remove the dust seal and pivot collar. (Fig. 440) : The front cushion disassembly can be performed by removing the front cushion lock nut and then removing the front cushion spring. Dust seal cop (Caution) The front damper bottom metal should not be disassembled as it requires special tools and the . , component parts are not sold individually. Figure 44w. o'as’"g :ne pvoi dust seal cap Front arm 52 @Locknut Stopper rubber B Mom metal Spring guide ©\ Spring Spring seat 52’ Outer collar 1 Figure 441. Compcnent pans oi lmnl cushlon 4. FRAME bi Inspection ll) Inspect for oil laws '7'?“ lhe damper a: it w' have an adverse e? aeierisncs as well as e-adueing undesirecble ~ e~ the dampening enau complete ‘ noise. (2l Front cushion spring (Fig. 4-l2) Slondard Value Se! ceahle 50 kg/lo9 nim lllOlb/429inJii7 i Adiusl or replace it 100 kg/92 l min under 90 kg/ 92.1 mm 7323 WE“ ml (198 lb/3 Replace it l30.7mm iiiii l 120mm Replace over ('7 Load l l7 Loud ‘ Free length T‘ilv 7' Front cusninn spring characlevislic Luau -.a, nu , Flee length (255 ID) csuicsunicsmssm l casssu lnu (m In) neionnatim 9 137 270 “/7 $5 mil ,3 l i (0354IHHUE 5m)( 0 Bln)(1.75lll)(l.772ill) (3) Front lork piston diameler Slandard valuealbmm—Ofllé 307mi514in) —0.043 ”0””(5-‘ZW (4) Front fork bottom case diomeler Standard valuealémmt8027 (0.6300 :glooll in) [St Damping capacity of front cushion damper 30~35kg/O.5m/sec, l66~77|b/l9.68 in/secl (0,6300 70.0006 ) —0.om7 "‘ 5‘ Reassembly The reassembly shall be perlormed in the reverse order of the disassembly. Figure 4-12. Charc:ferls‘l: at lr:'~i eusnien sp 4.3 REAR CUSHION "ng (Note) a, Wash all Componenl purl: of ihe suspension arm and lubricate with grease, apply oil on lhe dust seal. b. Afler reassembly, apply grease through the grease Filling. Rear damper inner \ Real cusii'wn m r Rear cuslinii Real cushmll wen nelii mnlzer bushinl cullar l'lur cushion iubhu’ Mshinl Rear nushiull skinner lubbzr . Rear cush'inil “we! lack ml W Front damper valve stopper , Rlar nan-per mi and: R'" "5M" “‘7" w [my mum callar llsu llmflrlwk when! Rear ensiinn nistnn sDrlnE zlnde l i liw cushlnll _ i Rear flamnzr rod upper rubber mien... Rm mm and Male Rear cusimn IIwer runner Rm cushinll barium busning cnllar KW mm [mm Rear cusMbn ail ml Rear cflSthn mar natal Relr cushlim spr‘in: stepper spring uni. Wuhar Rear damper plslnli rod Mil dame! Valli: Figure 443A. Rear cushion cross sectional diagram (365. 350. C65) 4V” _.;‘_:lc-_‘4e4v 54 4. FRAME Stake xtme szazk ball healing , 21357 nil snl / ' arm Lam Fmttt wttlel hut. // / hermit susns/nsian arm ant nuke panel tzit it»; i l . smegma-r sun. front wheel uh tht not: met ant snal can Brake sh Figure A—lE. Removing iront brake shoe Speedometer gear Figure 4717. Front wheel cross section diagram 4.4 FRONT WHEEL The front wheel axle and the axle nut assemble the cast aluminum alloy hub with the cast brake drum and two 6302R ball bearing with the front brake panel consisting of brake shoes and u speedome'ler gear. ear brake sl-to : When the brake is applied, the reaction is trans. mitted to the front fork by the brake panel smpper. A labyrinth is incorporated in the brake panel and the wheel hub to prevent lhe entry ot water and dusl into the hub interior. Tire size 2.25—l7A4PR is used as spring a. Disassembly ll) Place on adequate stand under the engine to raise the front wheel. at Remove the iront brake cable and the speedo- meter cable. (3) Remove the axle nut and pull out the front wheel axle. then the trout wheel and the front brake panel can be tamoved as a unit. (A) The brake shoe is fixed in place vvith the broke shoe spring; therefore spread the brake shoes apart and remove tram the panel. (Fig. 4—18) ‘Front brake ‘ Panel Figure 449. Removing speedometer gear 44. FRONT WHEEL Vbrake cc~ “e from brc36 (0.l378 in) Servicecble llmlt—-Replace it under 1.5 (0.0590) [5) Check spokes For looseness, retighten it necessary. (Note) The spoke should be retightened to the some tension as the other spokes. Figure 4729. s 7. Measuring brake lining 57 60 Figure 44:. Figure 4—37. , 7 , —hrake pivots [9 V ‘ \ t...... , s s . .... Vernier caliper Installing step bur 4. FRAME a. Disassembly ll) Remove the exhaust pipe and the muffler. (2) Remove the brake rod from the brake arm by loosening the brake aaiusting nut, then remove the brake pedal spring and the main stand spring. (3) Place a suitable stand under the engine and remove the rear brake pivot pipe by removing the 8mm hex. nut fixing the rear brake pivot pipe, and the 3mm cotter pin; and by pulling out the rear brake pivot pipe, the stand and brake pedal can be removed from the frame as ct unil. (F . 4-35) (4) Remove the step bar from the crankcase by re- moving the 8mm hex. bolts. b. Inspection (ll inspect the brake pedal spring, main stand spring and the rear brake rod spring for loss of tension and corrosion, If loss of tension or corrosion is excessive, the spring should be replaced (2] inspect the brake pivot pipe and brake pedal (3) l4) (5) l6) l7) l8) l9l llOl c. R (1) (2] for looseness. If excessively loose, the part should be adiusted to conform with the standard or replaced. (Fig. 4—36) Check the rear brake pivot pipe outside diameter.‘ 16.8 mm —0.02 (0.662 +0.0008 in ) —0.10 —0t0040 Check the brake pedal pivot inside diameter. 16.8 mm +0.027 (@662 +0.00l06 in) ~0 —0 Check the stand pivot hole inside diameten 16.9 mm +02 ($665 +0008 in ) —O —0 Check the main stand spring free length. Standard value ——> 80 mm i3.l50 inl Servicsable limit-Replace it over 88mm13.465inl Check the cotter pin for damage. Check the brake shoes for damages, Adiust the brake pedal play to 2~3 cm l0.787~l.l81 in) Check the mam stand, brake pedal and step bar for deformities and repair as necessary or replace with new parts. eassembly Clean the parts and lubricate the shafts with grease before reassembly. Reinstall the rear brake pivot pipe inlo the brake pedal and reinstall the stand on the frame and fix the stand in place with the rear brake pivot pipe. (Note) Lock the rear brake pivot pipe in place with 8mm hex. nut and install a cotter pin at the lett-hand end. Reinstall the step but on the crankcase with four 8mm hex. bolts, (Fig. 447) 4.7 on is (Note) r connecting the rear brake, adiust the brake dal play to 2~3cm l0.787~l.181 int. (Fig. 4739) REAR FORK The rear fork is of a swing arm type which pivots the rear fork pivot bolt, The rear end of the fork supported by the frame through the rear cushions. a. Disassembly' (ll (2} l3) (4] Remove the rear wheel in accordance with section 4.51o. Remove the drive chain upper half, lower half and final drive flange in accordance with Section 4.8a. Remove the lOrnm nut fixing the tear cushion at the lower end Remove the rear fork pivot bolt by loosening the rear fork pivot nut, then the rear fork can be removed from the frame. (Fig. 4~40) b. Inspection (ll [2) Damaged or worn drive chain case gasket should be replaced. Check the rear fork pivot rubber bushing. (Fig. 4—41) Standard valuea C65, C65M OD 23 mm +0.05 (0.0020 in] C50, C5OM [0.9055] +0.03 (0.0012 in) 550 0D 25 mm +0.05 [0.0020 in) (0.9542) +0.03 (0.00l2 int 565 ID 12.1mm +0.2 (0.0079 in] l0.4764l 70 to in) 4738. installing stand spring Figure 4-40. Removing rear fork Rear fork pivot rubber bushing / Rear fork Vernier caliper Figure 4741. 62 4. FRAME Check the pivot ruszer bushing for damage or aging and also tor lesseness in the fork. Replace defective bushings. (3) Check the rear fork ~':r twist and deformation. If twist is over lrnm .0040 ini or the part is defective, replace with a new port. (Fig.4742l Magnetic V block Height gauge V Surface p ate c. Reassembly ll) Reassemble the rear fork in the reverse Order or the disassembly. (Note) a. Care should be taken when installing the chain case gasket. (Fig. 443) . Check the pivot for looseness. 6. Check ihe axle nut for tightness. d. Check L and R chain tension udluster, they should both be set to the some alignment marks. lrnproper adlustment will affeci the steerability. Figure 443. inscuii'ng chain case pa:‘(i"g 4.8 DRIVE CHAIN Engine output is transmitted iron the engine through the clutch and the transmission where torque is con» verted Io the chain drive. The chain used is a RK420—8 type high strength chain to withstand high speed performance and high output. it is made end. less by .using only one ioint clip and is housed within the chain cases to prevent dust from entering, preventing the rapid wear of the sprocket. u. Disassembly (1) Remove the change pedal, [2) Remove the left crankcase cover. (3) Remove the chain case lower half. (Al Rotate the rear wheel so that the drive chain ioint is positioned at the specified location shown in Fig. 4.44 and then disconnect the drive chain by removing'the ioint clip. (Fig. 444) b. Inspection (ll inspect the drive chain for wear and damages. Figure 4—44. Disconnectin‘g chain 4‘8 DRIVE CHAIN 4.9 AIR CLEANER 63 ”ed the .l "2 " - l'ne cllp lrsra : :r We final d. -<2_T WEWICMOHTKJO 1.5+lgnlhon CDil R H. lsl Wire color code Common lead r Brown 6V0“ lOMw-ml day—night system = Yellow Figure 5-7. :' on (or. spark characteristic csoM, C65M night system: White neutral : Ll green/red point : Blue ‘ ‘ , V, A“,‘ e 7 _ Day Battery _ terminal voltage — Battery voltage (v) 4440mm fifievolumi‘ V Z ' Figure 5e A.c. generator eeriew :sw, €5le Point opening ‘ Lg anglel40 «,Eltllgnitiun timing alii Slandarc HrTthFmperalure It) norm: 9 X 7 5 1V] fv‘ 8,5W Lamp voltage Battery voltage 3needle spark ga it Figure 5‘9. AC. gefiemtr ig 'l'cn coil periormance 70 5. ELECTRICAL SYSTEM 5.4 FLYWHEEL A.C. GENERATOR AND IGNITION COIL 1. AC GENERATOR (for C50M, C65M) l) Direclion of rovulion Right hand rolclfiorl when viewed From the in. stalling posillon lzl Charging performance Selenium reclifier Ihclfiwave reclificallon), 6V, llAH ballery used Is) Nighl operaring load Ignilion coll+15W+2W+L5W Charging speed, above 2400 rpm Charging rale a! 4000 rpm, 2 :35 A 44) Day aperaling loud lghivian Coil Charging speed, above 1500 rpm Charging rare al 4000 rpm, 2 :2” A 2. TABLE OF SPECIFICATIONS AND PERFORMANCE s 65 C 65 Direcfion of rorarion Leli hand rolulion viewed from rarer end Sparklng performances 2970041171 297004124 lossembled coil) r Over 6 mm wirh 3 needle spark gap ar 500 rpm Over 8 rnrn wilh 3 needle spark gap ar 3000 rpm Lighting performance ‘ Wilh l5W+2W+l.5W load connecled Over 5.8V al 2500 rpm Below 9v al 8000 rpm Charging perlorrnance Charging cutein speed under 2000 rpm lbarrery valrage 6.577Vl Day operarian Charging rare ar 8,000 rprn, 22:0.5A lbarlerv vollage 8V min) Nighl aperarion Charging CUMn speed Under 2000 rpm (bariery volrage 6.54m Charging rare 8,000 rpm, 0.4i02A lbullery valrage 7v rninl Breaker Conracr pressure 75011009, poinr gap 0.35:0.05 rnrn (0020:00020 in.) Governor Advance I5°i1.5° Advancer operating speed 2500:150 rpm Advancer rerrninaring speed 4000 :300 rpm Condenser CupuCin 0.30 mfi 10% lgnirian coil poinr Culeofi currenr 3.5A max at 8000 rpm 3. 5.5 BATTERY lNSFEC'NG SFARKING PERFORMANCE :. "E :50 C65, 550, 565 the flywheel A.C - ed an externally mounted ignition coil is . A.C ignition system is employed and, there- "ec pertorming the ignition coil test, the specified t A.C generator must be used. However, a smile method of determing the serviceablity is made my the following thlee methodsr ill The most simple method is to remove the spark plug and perform the starting procedure with the spark plug grounded to the engine. When a strong spark of bluish white color is produced, it is an indication of satisfactory ignlllon coil and flywheel A.C generator. (Fig. 540) it no spark is produced, it is an indication at defective primary coil of either the ignition coil or flywheel A.C generator. (2) Another method is to measure the resistance of the ignition coil and the flywheel A.C generator primary coil. (Fig. 541) Ignition coil resistance l267007lll»29700711372l 1. Primary coil: Resistance between primary block leads and case should be approximately 4.59 2. Secondary coil: Resistance between high ten- sion lead and ground should be approximately 9.59,. When the resistance measurement across the flywheel A.C generator primary coil is approximately LSQ lower than the above value, the cause may be a short or grounding; an infinate resistance would indicate an open dlrcuit, (Caution) Resistant measurement of the primary coil must be made with the breaker points opened and the condenser lead wire disconnected as a leaky condenser will give an improper indication “-7 Spark plug Figure 5711. Testing ignition coll Seavice tester Flywheel A.C. generator Figure selz, Measuring resistanee 72 5. ELECTRICAL SYSTEM 4. TROUBLE DIAGNOSING THE FLYWHEEL GENERATOR Sympton Lcca"? Probable cause Corrective action / or rouled’plug Clean or replace lea wide a gap Adlust or replace Dirty or burnt points Repair or replace Hard Functured condenser , Replace Too tar advanced iArdiust Starting Primary winding opened Replace a c , Secondary winding opened, shorted between Replace ' °" layers, detective insulation Pin-hole in high tension card Replace 7 —' E. Rotor Loss of magnetism ‘ F L Tao large a rating i ‘ “‘9 Poor contact 7 7 _ 7 7 ,, , . _ Poor connection Repair 1 Low intensity 6' W”‘”9 Poor contact in lighting switch Replace l, at lamps H. Larnp coil shorted across the layers Replace ,, i l. Rotor Loss of magnetism ,7 Replace , l J. Battery Discharged Recharge or replace Poor terminal contact ' k K. Lamp Burnt filament Lamp not , ,iifiii , 7—7 777 ‘ 1.. l L W" Broken wire Repair ' ' ””9 Poor contact in lighting switch Replace M. Charging coil Open coll winding Replace B N, Selenium Runclured condenser Replace .°"e"‘/ rectifier Broken wire, poar connection Repair discharges _ , _ i 0. Wiring Loss of magnetism Replace , F. Rotor Open coll winding Replace Inspection Procedure til Hard starting First conduct the spark performance test in section 4 ti) and check to see that the condition of the spark plug is satisfactory; pertorrn the starting operation and if a good spark is produced at the plug gap, it indicates that the ignition coil, magnet and breaker are all in satisfactory condition. The fault can be assumed to be in the timing. When no spark is produced, check the breaker, ignition coil and flywheel A.C. generator, l2l Whenever there is any malfunction of the lamps or the battery system, first check for poor wiring connection or grounding, Next, start the engine and measure the voltage at the output terminals. IF the output voltage are normal, check the battery and the lighting system for trouble. 5.4 SPARK ADVANCER The C50M, C65M use the battery as a source at power and produces the high voltage spark across the plug gap with the ignition coil and‘conlact breaker. However, a good strong spark is of little value unless the sparking is timed to the engine‘s requirement. For this purpose, a spark advancer is incorporated to automatically regulate the ignition timing. The spark advance characteristic is shown in Fig 5.14. (Fig. 543, 544) Performance and Specification Spark Advancer $65 , 065 [ll Direction ol rotations Left hand (2] Mechanically allowable maximum RPM: 15,000 RPM Spark ad vancer Figure sets. bpam advancer 54 SPARK ADVANCER 5.5 BATTERY 73 :saa cast um manpr mi: lS' rr LDXHpmz‘ Spark mrrcr arm: um um ma um um. rmmmirm) Flgure 5—14 Spark advance periarmanca chart a. Inspecting the Spark Advancer ll) The check at the spark advancer operation may be pertormed on the engine with a timing light. When checking a removed unit, spread the counterweights apart with the fingers and it the weights return to the normal position smoothly when released, the advancer is operating satis- factorily. (Fig. 5—15) (2) Check for broken sprlng. 5 . 5 BATTERY 1. CONSTRUCTION The battery stores the electricity produced by the generator for use as a source of power tor the safety items such as the turn signal lamps. At present, all battery used for small type vehicles are at a lead storage type Enclosed in a plastic case. The construction and the name of the component parts are shown in Fig 5.17 (Fig. 546, 5—17) 2. RATING Battery we Type MEC 1-6 Voltage 6V Capacity ‘ 1 2AH no hour ratel emmm ,//m Normal charglng rate 0,2A 5mm Specific gravity of l,260—I,280 mass mat: 't - A ”VVIUI'JE electrolyte at 20°Cl63°Fl gm” t “" ,’ / [when fully charged) ® r fl"\‘fi" g Figure 5-17. cc«s:rcciran as battery 74 5. ELECTRICAL SYSTEM Relation between specific gram) l ,300 l .280 l ,260 and electrical capaaty at :a Specific gravity (20'0) ; 4: 5c 60 10 80 90 I00 .er capacity l%l ReStduaI capacity l%,l Figure 545. c gravity and residual capacrly chart Maximum Minimum Vent pipe Figure 549. Ele:‘rol,"e level icoica'or Wire harness 3. INSTRUCTION ON USE AND SERVICING lil High Charging Rate Output Tap The dynamo on this motorcycle is provided with a high charging rate Output tap. Connectors are installed on the leads of both the normal and high charge rate taps to simpliry making the Change. When riding constantly at a speed of 20 to 25 km/h [12.5~i5 m/hl use the high charge rate tap to maintain the battery in proper charge. to Check specific gravity Before using the battery, check the capacity and if the specific gravity of the electrolyte is below . l,220 at 20°C [68°Fl (less than 75% capacity]. the battery should be recharged. (Caution) The relation between the battery capacity and the specific gravity lrssidual capacity] is shown in Fig 518. When the specific gravity is I,i89 at 20°C (68°F) (less than 50% capacity) the residual capacity is small and it continued to be used in such a condition, it will eventually lead to trouble as well as shortening the battery life, therefore, the battery should be recharged as soon as possible (Fig. 5-18) (3) Inspecting the electrolyte level. As shown in Fig .5.l9, it the electrolyte level falls below the LOWER LEVEL, remove the filler cap with a screw driver or an appropriate tool and till the battery to the UPPER LEVEL with distilled water or filtered water. Do not llll beyond the UPPER LEVEL. (Fig. 5—1?) With frequent use of the turn signal lamps and stop light. l3] Making many short trips or when considerable amount of riding is done in relatively heavy traffic, requiring frequent stop and go. l4) When motorcycle is ridden only at frequently intervals. (Nate) iii Battery electrolyte tends to evaporate readily when the motorcycle is ridden tor an extended period at high speed such as during a tour, there- tore, a more lrequent check at the electrolyte should be model (2] When constant replenishing of the battery elec- trolyte is required, it is an indication of over- charging, therefore, the battery charging lead should be reconnected to the lead for the normal charging rate. Procedure for changing rates Remove the front cover and locate the tandem outer cord connector located between the wire harness and the dynamo leads. The wires to the connectors are colored green and pink. For normal charging rate, the green cord of the wire harness is connected to the green lead from the dynamo. For high charging rate. the green cord is connected to the pink lead. The connection should be made to the high chargirg rate terminal to extend the life of the battery, under the following conditions: II) when considerable night riding is anticipated. l2l Riding at slow speed, 20 to 25 km/h (12.5~l5m1 ' 5.5 BATTERY 75 4. SBVDCltéC: ZeiNG USE : turn signal lamps beyond necessity. he turn signal lamps will discharge a tally charged battery within 2.0 —'- W e . vent pipe is removed during recharging, it must be reconnected when the ba"5'r ‘. Ca'e .a be excersized not to restrict the Opening (Fig. 519). 5. BATTERY CHARGING PROCEDURE The Instructions for normal and rapid charging are at follows: Normal charge Rapid charge Connection @ GWEN Same as left 9 (B e s®l Battery Connect the charger® to the battery 3 I/ H e H .3 When charging two or more batteries at a time, pertartn the charging in series. Charging Current rate 0.2A 0.64.0A Checking tor lil Specific gravity: moo—1.280 lll Specific gravity: 1260—1280 fun charge (20°C:6B°Fl maintained constant maintained 90°C: 68°F) (2] Voltage: Batteryattains and maintain (2} Voltage: When large Volume a voltage over 7.5V when of gas is emitted from the bat- charged at 0.2A tery (in about 2—3 hours tor The battery is fully charged when the fully discharged battery), reduce above condition is obtained. During the charging rate to 0.2A. Final phase of charging, large volume at Battery is fully charged when a gas will be emitted. voltage at 7.5V is maintained Charging duration By this method, a lully discharged battery By this method, a tally discharged will be tally charged in approximately battery will be tally charged in 12—13 hours. approximately 3—4 hours. Remarks ['ll When the charging is urgent, quick charging method may be used, however, the recommended charging current rate should be under 2A. (2) It the charger is equipped with a timer, the specified method should be followed. (3) The rapid charge method above refers to battery charging with a standard charger. 6. TROUBLE SHOOTING AND PREVENTATIVE MAINTENANCE The battery is being recharged all the while the engine is running. Further, while running, the load such as the use of the turn signal lamps horn are placed on the battery ldischargedt, as the result, the battery is being discharged at the same time it is being re- charged. In the long run, the discharge and the recharge is in balance. The system has been designed in this manner. Under certain condition when the balance is upset, then traable develops. To obtain maximum lite from the battery, it is necessary to locate this trouble and take the appro- prlate action early. , The trouble to the battery ate mainly external such as cracked case, broken terminal. disconnected lead wire. The battery condition, trouble, corrective action are shown in the following table. Fisvra 5,20, 76 5. ELECTRICAL SYSTEM 7. TROUBLE SHOOTING AND CORRECTIVE ACTION Trouble l Probable cause Correct action A. Sulfatian l 1. Charging rate is too small or else I. When stored in a discharged condi- The electrode plates are excessively large. tion, the battery should be recharg- covered with white layer ‘ 2. The specific gravity or the mixture ed once a month even when The or In spots (Fig. 5—20). or the electrolyte is improper. motorcycle is not-used. 3. Battery leit In a discharged condi. 2. Check the electrolyte periodically tion for a long period. llett with and always maintain the proper the swnch turned on) level, 1043 mm [0 400—0i518inJ 4. Exp d to excessive vibration due chew: the plates- to lr-prcper installation. 3. In a lightly discharged condition, 5 During cold season when motor- the battery may be restored bv cycle is leit stored, Ihe wiring overcharging at 20H- should be disconnected, Depending upon the condition, per- iarming recharging and discharging several times may be sufiicient. B. Self discharge ‘ I. Dirty Contact areas and case. I. Always maintain the exterior clean. Battery discharges in addi- ‘ 2. Contaminated electrolyte or elec- 2. Handle the replenishing Fluid with tian to that caused by the iralyte excessively concentrated. care connected load. C. Discharge rate large l l. The iuse and the wiring is satis- i, When the specific gravity falls Specific gravity, gradually factory; the loads such as turn signal below 1,200 (20°C : 68°Fl, the bat- toweys and around i.l, the lamp and horn does not function. tery should be recharged imme- turn signal lamp and horn in this condition the motorcycle will ‘ dialely. no longer function. Operate but with prolong use, both 2. When the battery Irequently be- the ® and 6 plates will react comes discharged while operating with the sulfuric acid and farm lead i at normal speed, check the gener- sulfide deposits, (sultationl making ator for proper output. it impossible to recharge 3. li the battery discharges under normal charge output, it is an Indi- cation oi overloading, remove some of the excess load. D, High charging rate I. The deposit will heavily accumulate I. Check to assure proper charging The electrolyte level drops oi the bottom and will cause Inter» rate. rapidly but the charge is not shorting. causing domageiothe 2. When overcharge condition exist always maintained at 100% battery. with the proper charging rate, place and the condition appears an appropriate resistor in the Charge satisfactory. A condition ing circuit. which is overlooked. lspe- 1 cific gravity aver 1.26:» E. Specific gravity drops ‘ I. shorted I. Perform specific gravity measure. Electrolyte evaporates 1 2. InsuHicient charging ment. I 3, Distilled Water ayerhned 2. It the addition at distilled water 4. Contaminated electrolyte Causes 0 drop in specific gravityr add sulfuric acid and adiust to proper specific gravity. 5.6 SPARK PLUG 77 5.6 SPARK PLUG engine :ed by the it. red by the spark p spark to iump across ’ro~ "e Center electrode spark plug to the side electrode within the engine combustion chamber. The spark ignites the compressed fuel mixture in the combustion chamber and produces an explosion which operates the engine Even under various adverse conditions, durability and reliability is required. (Fig. 5-21) SPARK PLUG The operation of the engine can be determined lay the condition oi the plug. The firing area ofthe insulator colored white, gray or light gray indicates good condition and is performing satisfactorily. HEAT RANGE OF THE SPARK PLUG The firing area oi the spark plug insulator is exposed to carbon and oil while the engine is operat- ing, and to prevent its buildeup, plugs are designed to burn art any deposits by the heat at combustion. Spark plugs which are too cold will not burn OFF the carbon and oil deposits and will cause shorting of the high tension voltage resulting in the engine to misrflre. ln the opposite case, the power output will be drastically reduced. In order to prevent the above troubles, the surlace at the insulator firing area must be maintained at approximately 5007870°C (9327i600°F) range. This temperature is referred to as the sell-cleaning temperature. The temperature of the spark plug will vary to a considerable degree with the type engine and de- sign, riding condition, and fuel. In order for the plugs to lunction properly under the difierent conditions, it is necessary for the plugs to properly dissipate temperature of the plug caused by the heat of combustion. The rate at heat dissipation of the spark plug is the heat range at the spark plug. A spark plug which readily dissipates the heat and which is diflicult to overheat is referred to as a "Cold Type". A spark plug which retains the heat and which will burn readily is referred to as a "Hot Type‘X On engine oper- ating at high temperature, a spark plug which is diflicult to overheat, in other words, the cold type spark plug is used and tar engine operating at low temperature a hot type spark plug is used. (Fig. 5—22, 5—23) Figure 5721. Spark plug Terminal Insulator carrugaled Center electrode Gasket (thread length) Matal packing Side electrode Figure 5-22. Construction of spa" G Racing use Cold mm high temperature use) Hot'type (law tewerature .se Figure 5723. — 'osge 5: 5:3». plug 78 5. "W '1’}. WA Reach 2.4;; Standard reach Reach too lung Reach too short Figure 5e25, Spark plug elecirade Figure 5727. Overheated plug ELECTRICAL SYSTEM The correct spark plugs ’Or the diflerent models are shown in Fig. 5—23. SPARK PLUG REACH The reach of the spark plug refers to length at the threaded section. lelerent model motorcycles have cylinder head designed with diFferent depth ot spark plug hole. therefore, the spark plug with the proper reach should be used. (Fig. 5*24, 5*25) The following unsatisfactory conditlons wlll occur it plugs of improper reach are used, (1) Reach too long a. Carbon wlll be deposited on the exposed thread and cause damages to the threads in the spark plug hale during plug removal a The plug tip will become overheated, causing pre—ignition. ® Reach too short or Carbon will be deposited on the threads at the bottom oi the plug hole and when the spark plug or the proper reach is installed, the plug hole threads wlll be damaged. a. Due to the cavity leit by the short reach, ex» houst gas will accumulate causing decrease in power output, overheating, engine malfunction. SPARK PLUG REACH The spark plug firing, regardless of whether the primary power supply is from an A.C. Generator or a DC. source, is produced by the high voltage secondary coil. The voltage generated will vary with the engine speed, however, with the proper spark gap, there is suhicient voltage to produce a spark for the required explosion. It the spark gap is too wide, a very high voltage is necessary to produce a spark arid, ln which case, a mlsfire will result at low speed. On the other hand, it the gap is too narrow, a spark will be produced at a very low voltage and slnce the spark will be of a low energy, an incomplete explosion will take place, resulting in engine moltune. tionr 5.7 TURN SIGNAL LAMP 2< PLUG TROUBLE AND CORRECTIVE ACTION l w'i'g acceleration. 79 yel with Fuel 3‘ Flushed over i’l‘ie electrodes due to carbon deposits 3*:cahle Cause Carter .5 — Caused by the insulation of touling with oil. Too rich a iuel mixture, Excessive starting. intake of fuel during Dirly insulator and excessive spark gap. Adlusi the Spa“ 3: retor. Dry the spark a: procedure on the use : Clean gap. and properly a: B. Malfunctions when climbing, backfires, ore-ignition. Probable Cause Corrective Action Symptom i. Electrodes not notice- able dirty. 2. Electrodes excessively erroded. i 3. Small deposits on the insulator. 4. Indication of burning. l . ?‘?’!° lnsufiiclenl torquing oi the spark plug causing exhaust gas leak. Tao lean a fuel mixture ignition liming too tar advar:ec, Improper plug, low. heel range we Replace plug gasket or retorque the plug. Adasl the carburetor, Adu = riilon timing, Replace wi‘? soark plug oi higher heat range. .higner rumbered plug) (Fig. 5*26, 5—27) 5.7 TURN SIGNAL LAMP The hasher system wiring is as shown in circuit diagram Fig. 5e29. A single relay which is used for both ihe right and left flashing operation is installed 0n the right side at the Frame body, There are several types at flasher relay for the The solenoid lherrna (Fig. 5e28, 5,29) difierent functioning principle. lype is used on the Honda 1. INSTALLATION INSTRUCTION (ll Always use the specified turn signal lamp bulbs. Bulb of a different size will cause a change in the hashing rate. (2) Make sure that the connections ale good and A poor grounding will cause the lamps to tail in flashing. (3t When the turn signal lamp tail to flash, it is an indication of a burned out bulb. the grounding secure. (Al The connectors are Color coded to ident'lly the COHHSC'OYS prevent loosening during riding and causing short wires. lnsert the Circuit. 065 Figure 543. Flasher relay Battery 6 V2 AH Selenium c_._. Rea 9‘5 rectifier : ..: ; Rat—l Turn Signal coml’le'elv ‘0 A C generamr relay > . a Combination switch ‘3 Turn signal swnch i, ,.\’ Turn signal i “ |amps,6V8W Figure 5,2, I es—irg CchJ.‘ diagram 80 5. Figure 5730. Tu': s:§'tai iamo sonng Contact holder Headlight bulb iwe ELECTRICAL SYSTEM Headlight socket Headlight assembly Figure 541. Construction at headlight Saldered terminals Figure 5-32. Saldered terminals , ,’ "Headlight socket R esonaior Insulator Diaphragm Steel plate Electmmagnet Figure 5733. Horn 2. FLASHING TROUBLE AND CORRECTIVE ACTION Burned out bulb Cause: Similar to the headlight bulb; due to high voltage generated during riding. Corrective action: Replace with new bulb, Poor socket contact Cause: uneven height at the socket or bulb COHIOClS. Corrective action: File the higher Contact to provide a uniform pressure at all the contacts. (Fig. 5.30) The above I and 2 will cause only the troubled light to be affected, however, when both the tront and rear bulbs tail to light, it is an indica- tion ot a detective turn signal switch or a break in the flashing circuit. Locate the trouble and repair. 5.8 HEADLIGHT The purpose of the headlight is to provide sate riding at night, theretoie. make sure that the follow- ing conditions are adeqLate. HEADLIGHT TROUBLE AND CORRECTIVE ACTION Burned out Cause: May be due to defective bulb, how- ever, the main causes are due to high voltage generated during riding, exe cessive vibration when riding at high speed over bad roads. (Fig. 5-3” Corrective action: Replace with new bulb Poor socket contac' When poor contact is caused by corrosion, polish the contacts with a file or sand paper. (Fig. 5732) Broken wiring Cause: Wile breaking loose at the soldered end due to vibration from riding over bad roads, Corrective action: Resolder the wire to the proper contacts. 5.9 HORN The horn is used to provide an audible warning. An electrical current is passed through the stationary 5.70 SELENIUM RECTIFIER 81 ctromagnet which causes a steel and produce sound. When ad, the steel core is drawn in, at oks the Contact which opens the ' ' a . causes deenerglzing of the coil. e is connected to the resonator plate . to vibrate, producing the sound. au‘oie symptoms oi the horn are, no sound :1 weak sound, poor quality of tone. Pertorm 'spectlon ln the following mariner. ii the horn does not produce any sound, first check to see it the fuse is blown. (Fig. 5*34) When checking any defect condition, connect the horn directly to the battery with separate leads. 2 o, Proper sounding will indicate a detective horn switch, b When the sound is weak, odiust the screw at the back at the horn (Fig. 5*35) Turn the screw to the right to decrease the sound. Tum the screw to the lefl‘ to increase the Sound. 31 Horn produces a sound or poor quality. Remove the horn and check tor poor point con. tacts, remove the wires at the terminals and measure the resistance of the coil. The resistance should be approximately 19.. Battery Installation (1) When installing a hilly charged buttery, clean the exterior thoroughly with water. (2) Apply a coating of grease or Vaseline after connecting the leads to the battery terminals to prevent corrosion. l3) Mote sure that the (B and 6) connections are properly mode. 5.1 O SELENIUM RECTIFIER The function of the rectifier is to convert A.C, to D.C. and is used on all A.C. generator or AC. generating coil. It utilizes the phenomena of allowing the current to flow in one direction and permitting only a small amount of current to flow in the reverse direction. The construction of the rectifier is shown in Fig. 5.36 with a moisture-proof paint applied. (Fig. 5736) The electrode alloy side, compared to the op— posite side having a steel plate, is raised appro- ximotely 1 mm (0.040 inch) making it easy to recognized even with the surface pointed. The C50M, C65M are equipped with a full wave rectifier, whereas, the C50, (:65, $50, 565 are equipped with halt wave rectifiers. w Fuse cotm'ector B Fuse connector A Figure 5734. ruse Sound volum adiusttng screw Figure 5735. Adlusting the horn Dielectric cuallng \ Mlny electrode SElEnlum I [ ‘Steel plate e 5 + -§ § Nurmal tlvlly gig gs Reverses" sllvily ; é Fieure 5736. Se e- um restttler eonsrwmon drag,“ 82 5. ELECTRICAL SYSTEM Selenium Rectifier Installation and Handling. geranium We, in Do not bend, cui or ssratch the selenium waters. (rial 5—37) | at The rectiher locking nut iodintea nutl should not ' be loosened or the waters rotated (Fig. 533) O : Any movement will cause the electrode alloy to l l peel, ahecting the rectification tunclion, turthei. it will destroythe maistureproohng and thereby, shorten the lite otthe selenium rectifier. l en. / / r- I l l l l l / (3) Take adequate caution not to permit rain, salt water, water or battery electrolyte to get on the selenium rectifier, in which case it will cause the amount of current flowing in the reverse direction Figure 5737. Damages ta selenium were, to increase, Further, it the selenium water it exposed to moisture For any length at time, oxide will be produce on the surtace, resulting in a shorted condition and the following trouble will / Frame occur. a. Battery will become discharged. a. Malfunction or the charging system. O (4) Do not start the engine in a condition where the Detective scratch DGlEClWe break /)J —\ battery or the load is not connected. (the circuit being electrically openl Example 2 ‘_ o. Loose or disconnected lead at the battery Selenium Wm” Do not misalign the waters ”WM“- lucklng nuts b. Loose or disconnected terminals on the lead between the battery and the 63 side of the Figure 5733, Selenium recti-ier installation instruction salami“ reCllfieh c. Running without a battery. d. Loose or disconnected terminals between the frame ground and the 6) side of the selenium rectifier (C50, C65, 550, 865 does not use a frame ground, however, the C50M, C65M use a lull wave rectifier and it is important that no looseness at the lrame existlu it the engine should be started under the above condition or it such condition should develop while the engine is being operated, a high voltage will be produced due to the absence ol any load on the coil, and this high voltage will cause a large amount of current to flow through the re- ctifier in the reverse direction, resulting in the eventual puncturing oi the selenium rectifier. Therefore : 0. Always maintain all electrical connections in the circuit in a good condition b. Under no circumstances should the engine be started without the battery connected. Checking the Condition of the Selenium Recliner ill Use service tester (2} Test procedure a. Set the selector switch to "Resistancexloo" b. Use 6V as a power source c. short across the (B and 9 leads at [he tester and regulate the adluster knob so that the tester indicator needle is pointing to "0" or the "ResistanceXlOO" scales (Fig. 5739) Figure 5439, Connecting the test leads (Al 5.71 .im rec: .er "2 lead wire {tom the rectifier in the normal direction (C50, C65, Connect the 69 side at the tester not: and the white lead at the selenium er with test lead, connect the 9 side the tester "X" terminals and the red lead 3" the rectifier and then measure the tesist— once, The selenium rectit’ier is in good condition in the normal direction It it measures less than 1511 (Fig. 5’40) c. Measuring In the reverse direction (C50, C65, 550, 565] Perform the measurement in the same manner as tor the normal direction measurement but with the tester "X" terminals connected in reverse, the 6 connected to the white lead at the selenium rectifier and the ® side to the red lead of the rectifier. The selenium rectifier is in good condition in the reverse direction it it measures over 15009 (Fig. 5v“) For CSOM, C65M, connect the ® side of the tester "X" terminals to the brown and yellow leads and the 6 side to the red lead of the rectifier for the normal direction, and (or the reverse direction, connect the (43 side to the red lead and (—3 side to the brown and yellow leads. The selenium rectifieris in good condition ifthe measured resistance values are the same as above, (Fig. 5-42) Checking the condition of the selenium rectifier as described above, the low resistance in the normal direction and a high resistance in the reverse direction indicates a good condition at the selenium rectifier. (Note) The service testet will give a condition indication of the selenium rectifier, however, since the true characteristics will vary with the applied voltage and wave form, an electrical test should be per. tormed by a specialist in accordance with the specification. SPEEDOMETER 83 Resistant measurement Normal direction 6 or 12V power supply Figure 5-40. Measuring in the normal direction ‘a E . g Reststani 3 K ., I—o—wnttj a. e _,e e . ,r z A 1A TiRedgl figure 5741. Measuring in the reverse direction = B rown Yellow Red — Battery Figure 5—42, Wiring method tar csov cow 6.1 PERIODICAL ADJUSTMENT 85 6. PERIODIC ADJUSTMENT 6.1 MAINTENANCE INSPECTION inspections should be performed at regular e and designated mileages in order to obtain story service as well as to extend the uselul e from your motorcycle. A. ENGINE ADJUSTMENT l. MEASURING COMPRESSION A low compression pressure will result In a cor- responding drop In the engine power output, Pressure leak from any cause may efiect the engine speed adiustment at low speed and cause engine stall. a Remove the spark plug b. insert the end at the compression gauge into the spark plug hole and hold firmly to prevent pre. ssure from leaking. (Fig. 671) c. Operate the kick starter repeatedly several times with both the choke and throttle in the full open position (Caution) C1) Make sure that the throttle and choke clrc Fully opened, or else, a lower pressure indi- cation will be registeled on the compression Flitl'e 6’l~ MEMWIHQ C°mpresslon pressure gouge. @ The cylinder compression pressure indication Sfandarr will gradually Increase with each kick, there» lore, continue kicking until the pressure stabilizes at the highest point. (a) To obtain a true cylinder pressure indication the measurement should be made alter the engine attains operating temperature. © Check tor the proper operation at the valves (5) Make sure that the compression gauge is firmly fitted in the spark plug hale. d. The standard specified cylinder compression pressure is leg/cm2 li72 Ib/init. (Fig 6—2) e, in case the compression pressure exceeds l4kg/cm2 [200 lb,’in 2), it is an indication of heavy carbon deposit accumulation on the cylinder head or the piston. The deposits should be removed by disa- ssemblying the cylinder head tron the cylinder. f. When the compression pressure registers less than 9kg/crn2 (128 Ib/in 7), It is an indication of pressure leak. First, check the rapper adiustment and see itjE the condition can be corrected, disassemble the engine and inspect the condition of the valves, the head gasket and piston rings. Compression gauge I Figure 672. Standard compress :‘ 2. TAPFET ADJUSTMENT 86 6. MAINTENANCE INSPECTION The tappet clearance will have a great deal at eliect on the valve timing. If the clearance ls too small, it may prevent the valve from My closing and result in pressure leak at the valve. On the other hand, an excessive tappet clearance will produce rapper noise and result in noisy engine operation. The tappet :leurance will have a varying degree at efiect an the ecgine power output, engine operation at slow speed engine noise. l. Valve clearance : Remove ihe left crankcase cover and align the g marl: "T" on the flywheel with the align- ~ 't mark on the crankcase. (Fig. 6—3) ceaaIa—d check the clearance between ihe adius‘i’g screw and the valve, (Fig. 6—4) If the valve is actuaied bv the rocker arm and is in the Open position, rotate the flywheel one complete him to set the piston at top dead center of the compression stroke, and then perform the check. 2, Adiustment Loosen the adlusling screw locking nut and make the adjustment with the adiusling screw to obtain the standard clearance of 0.05 mm (0.002 inl for both the inlet and exhaust valves. Turn screw clockwise for closer clearance. Turn screw counter clockwise for wider clearance. The tappel clearance adluslrnent lor the C50, CSOM. C65, C65M, 550, 565 are ideniical. (Nate) (it The adiustment must be made with a cold engine and the Clearance measured Mill 0 thickness gauge. (2) When lacking the adtusing screw, held the screw to prevent its turning (Fig. 675) 3. Inspection a. Check to make sure that the tappet clearance is within standard tolerance. Too small a cleare ance will cause the valve to stay open with a consequent pressure leakage and resulting in hard starting or no starting at all. a. Check tar improper valve timing. Check Iar snatch in the cam chain. Check tor any slippage or the timing sprocket. e." 3. IGNITION TIMING ADJUSTMENT Arr improper lgni ion liming, regardless oi the accuracy at the valve liming or the proper compression pre- ssure, will not realize a satisfactory engine aertprmance. Ignilion liming out at adtustment will seriously aiiecl engine power output as well asthe fuel consumption. Figure é—A. Aligning ta the “r" mark 6.1 PERIODICAL ADJUSTMENT 87 1. Alignment er the timing mark :ne lett crankcase cover and align the marking on the flywheel to the timing mark 2 crankcase. in this position, check to make sure that the spark is produced across the spark plug points. (Fig. 676) Pertorm this test by removing and placing the spark plug on top of the cylinder head. 2. Adiustment Make the adiustment by loosening the contact breaker lock screw. 0 When the ignition tlming is retarded, move the contact breaker toward the rightr Q When the Ignition tlmlng is advanced, move the contact breaker toward the lelt. a. Breaker paint gap, 0.3 to 0.4mm (0012—0016 in) max. lmproper ignition timing will result in combustion to take place at the incorrect point of compression, making it impossible to obtain smooth crankshaft rotation; the throttle grip will require greater opening, Consequently, the fuel consumption is increased, Results of retarded ignition timing: (ll Drop in power output, (2) Drastic increase in fuel consumption. (3) Engine overheats wlth a possibility of piston siezure. Results at advanced ignition timing: (ll Produces knocking and drop in power output. In severe cases, damage to piston. connecting rod, crankshaft may result, theretore, periodic inspection should be performed. (2) Upon completion of the point gap and ignition timing adiustrnent, check for proper operation at the spark advancer with a timing light. (Fig. 6-8) (Use oi Service Tester) Checking the operation of the spark advancer with a tachometer (ll Connect the battery power, place the selector switch to "Tinting". [2] Insert the plug end with the red and white parallel stripes at the timing light into the receptacle marked “Timing". [3] Screw the hexagonal connector, included with the timing light, on the top of the.spark plug and after installing the rubber cap, attach the high tension cord at the timing light to the connector with the alligator clip. {4) Position the switch on the tachometer to “connect", insert the plug from the tachometer into the iack on the tester marked “Jack". The 6,000 rpm is read 05 the green zone of the meter dial. (Fig. 649) l\o\\ v ; her pmnBQJJ Screwdriver adjusting potltl Figure H. Figure 679. Servrce tester Figure 6-10. F »; creakEr :5 -~ :oniact 88 6. MAINTENANCE INSPECTION Normal Worn contact point X Side contacting Dirty contact points Figure sell, areese- C:'it conlac‘trg zzfiumcn Spark plug \. Figure aelzf Spark plug Cleaner %% 0.6~0.7mm (0‘024~0.028 in) Figure 6—13. Measuring spark gap Spark plug Figure 6-14. Cheating spark plug 4. CONTACT POINTS Inspect the surfaces 07' the Contact points; it they are burnt or pitted, dress the surface with an ollstone or a point dressing file so that the center of the palnis are making contact. (Fig. 6—10, 6—11) Aiter the points have been dressed, wash in gasoline or trlchloroeihylene to remove all trace oI oil. lnsufiicienf breaker point gap @ The spark tends to linger, that is the Interruption of the primary circuit is not completed at the points. therefore, the secondary high voltage build-up is reduced. ® The closed duration of the points is longer, producing heat and resulting in damage. © In coniunction with ® above, the points will be late in opening with a consequent delay in the ignition timing; this will cause a drop in power output. Excessive breaker paint gap The duration that the points are closed is too short to allow tor suFficlent current flow in the primary circuit with a consequent low voltage build-up in the secondary or the high tension voltage circuit. This condition will cause pear engine starting, spark missing at high speed and a consequent loss at power, ® Engine over-heals readily. © The ignltion tlming ls greatly advanced. 5. SPARK PLUG ADJUSTMENT A dirty or damaged spark plugs, or plug electrode which are erroded will not product a good strong spark, therefore, the spark plugs should be Inspected periodically and cleaning and adiustments model Spark plugs with sooty, wet electrodes, or electrodes covered with deposits will permit the high tension voltage to bypass the gap without sparking. 1. Cleaning a. The use of the spark plug cleaner is the recom mended method at cleaning the plugs, however, a satisfactory cleaning can be performed by using a needle or a stiff wire to remove the deposits and then wash ln gasoline Followed by drying with a rag. (Fig. 6—12) b. Adiust the spark gap alter cleaning. Set the gap to 0.6~0.7rnm (0.024~0.028 iril by bending the electrode on the ground side, (Fig. 6—13) Spark Plug Inspection 0. Check the spark intensity produced between the gap of the ground and the center electrodes (Fig. 6—14) Blue spark ......... Good condition Red spark ......... Poor conditlon 6.1 PERIODICAL ADJUSTMENT 89 Cause due to: 1. Low supply voltage 2. Defective ignition coil 3. Detective spark plug 4t No sparking may also be due (Caution) (ll Do not remove the deposi:s by burning compression (2l When installing the spark plugs, clean the senilng area tree at all or toreign matter and install finger tight oetore torguing with a plug wrench. (3) The spark plugs can be 1ested alter adiustmenf, with the plug tester. With the hlgti tension voltage maintained constant, vary the test chamber pres- sure and inspect the condition of the spark. 6. FUEL SUPPLY SYSTEM Restriction in the fuel supply system will prevent sufficient fuel flow to the carburetor and cause engine to sputter during acceleration or the engine may stall at high speed. a, Check tor sutilcient supply ot tuel in the tank. p. Disconnect the luel teed lube trom the carburetor and check the tuel llow with the iuel Cock In the l ON or the RES position. (Fig. 6—15) c. it the iuel now is insuilicienl, remove tnetuel tank iron the body and clean internally. When the _____ tlow is still inadequate, remove the tuel cock, l disassemble and clean. l Figure eels. (Caution) ® The insufficient luel flow may be caused by the plugged vent hole in the filler cap as well as the restriction in the luel line. (Fig. 646, H7) C2) The tuel cock is switched to RES lreservei trom the ON position when the luel tank becomes empty. The reserve tuel supply contains approximately 0.86 {mi-:1) tor the C50, CsoM, ces, C65M and approximately 1 2 ($353) tor the 550 anal $65, sumcient to travel approximately 50km [3] mi) and an km l37 mil respectively. a. Fuel strainer cleaning The accumulation at dirt and water in the tuel cack strainer cup will cause a restriction in fuel llow. resulting in drop in engine speed and mat. lunction at ihe carburetor. Clean the cock, strainer and the filter screen at periodic interval. Figure 647‘ rue: Figure eta. Fuel tank :2: 33 section (550, $65} 90 6‘ MAINTENANCE INSPECTION 7‘ FUEL STRAINER CLEANING "mined in lhe fuel passes F°‘k'“9 ~ 6 fuel lank and enters l H'elg’v subslonces and water, I as "we cylinder and causes 5 y ( lever lo lhe STOP posillon. . Screen 2 s‘l'cl'ler Cup. Fuel simmer cup :, Clay side we slroinel Cup and filler screen. (Fig. H a) Figure 5715‘ : i. ‘ RES ans-ml “ OPEN nnslllon Ntedle valve Ovullnw lam! To carburetor —-—< Fuel Ilow ln OPEN Wsmnll ——— Fuel llnw lI| RES DOSlllOII Figure 6-19. Fuel flow lhrough Ihe Iuel cuck 8. OIL FILTER SCREEN CLEANING The engine oll is fillered lhrough a system of double fillers beIore being supplled V0 lhe varlous pdVIS of lhe englne When Illa lmpuri‘ies have occumululed ‘ln lhe fillers lo prevenl lls proper Iunclion, lhe oil supply lo lhe Vcrlous pans are slowed and evenlually resulv in seizure and damage lo lhe engine. ll ls therefore imporlanl lhul lhe filfers be cleaned perlodically. L Cleaning (ll Remove we kick pedal. (for 550 and 565. remove lhe oll plpel 'il filler screen inure 5720‘ Cleonlng o'll mm smell 6.1 PERIODICAL ADJUSTMENT 9i -»- right crankcase cover, pull out the 5. and wash in gasoline. (Fig. 6.20) (Caution) mall the oil titer screen with the narrow tapered side toward the inside and the fin on the Filter scleen toward the bottom 9. AIR CLEANER CLEANING An air cleaner clogged with dust restricts the tree passage of inlet air and result in power loss or drop in acceleration, therefore, to assure proper perform» . once. periodic cleaning of the air cleaner should be Figure eezl. Removing air cleaner cover i850, sest performed. l. Removal (C50, CSOM, C65, C65M) o. Loosen the cop nut on top of the front cover and remove the air cleaner cover, then loosen nut on the inside and detach the air cleanerl b For models 550 and 565, remove the air cleaner cover on the center right side, loosen the screw and remove the air cleaner. (Fig. 5—21) Stifi brush 2. Cleaning c. Tap the cleaner lightly to remove the dust and then blow dry compressed air from the inside or use a brush. (Fig. 6—22) Air cleaner element (Caution) Figure e22. Cleaning air cleaner element ill The air cleaner is made of paper and it torn or damaged, replace with a new element, (2) Oil or water on the cleaner element will render it insflective and will cause dust to enter the engine cylinder, resulting in in- creased cylinder wear. 'IO. CLUTCH ADJUSTMENT ($50, $65) The lunction of the clutch is to transmit or dis- engage the rotary power produced by the engine to the transmission. it the gear is engaged without , the clutch being completely disengaged, the vehicle Hum 6-23. gm. .ever {we ; will start moving with a iolt or the engine will stall out On the other hand, if the clutch is slipping the speed of the motorcycle will log in relation to the engine speed, ri l. Lever play (550. 565) There should be i to 1.5cm l0l4~0.6inl at lree play in the clutch lever betore the clutch starts to disengage. (Fig. 643) Figure e24. .s-ng tne c.:ch isso, see) 92 6. MAINTENANCE INSPECTION Figure 6725. Amusing the clutch lCSO, CSOM, C65, (:6le Figure 6—26. Adiusting the carburetor (C50. CsoM, C65, ceth rotil‘ Ste 1/ Figure 6727. Adlusting the carburetor lSSO, SbSt 2. Adiustment Loosen the lock nut and turn the adiusring screw. C50, C5OM, C65, C65M: Turn to the right to increase the lever free play. Turn to the left to decrease the lever free play. 550, 565... Turn to the left to increase the lever free play. Turn to the right to decrease the lever free play. H] For model C50, C50M, C65 and C65tvi check for slippage of the clutch and the disengaging action. [Ql For odiustlng the clutch on model 550, $65 remove the clutch cover, loosen the locking nut and adiust with the screw. (Fig. 6.24] The odiuslment of the clutch may also be performed at the adiuster on the clutch cable. On C50, CSOM, C65 and C65M model, the adiustment can be made without removing the clutch cover. (Fig. 6*25) 3. inspection ($50, 565] ill Check by kick starting and see if the engine readily starts, l2l Start the engine, grasp the clutch lever and check to see if the motorcycle starts moving or the engine slalls when the gear is shifted into low. (St The motorcycle should start moving smoothly as the clutch lever is released gradually while increasing the engine rpm. CARBURETOR CLEANlNG AND ADJUSTMENT A dirty carburetor or carburetor out of adiust- ment will cause poor engine performance. As an example, a carburetor set to a lean fuel oir mixture will cause the engine to overheat while a rich mixture will cause engine to run sluggish. An overflowing of fuel from the carburetor is a possible fire hazard, therefore, periodic cleaning and adiustment should be performed. 1. Cleaning a. Disassemble the carburetor and wash the parts in gasoline. b. Blow out the nozzles with compressed air and after cleaning and reassembly, make the odiusie merit. 2. Idle adiustment The idle adluslment is performed with both the throttle stop screw and the air screw by the following procedure. (Fig, 6—26, 6~27) lo) Set the throttle stop screw to the specified idling speed (lOOO~1200 rpm) lb] Next, adlusi the air screw by turning slowl‘. in both direction to obtain the highest engire speed. Turning the screw in will produce a rich tue mixture. Turning the screw out will produce a lean foe mixture. 6.7 PERIODICAL ADJUSTMENT 93 (cl Re:.:e -~.e engine speed which has gone up i— 2 '3 the specified RPM by regulating the r'r -:le stop screw. tdl Ar this throttle stop screw setting, recheck the caravretor adiustment by manipulating the air screw. (el Atter the idling adIUStment has been completed. check the carburetor by snapping the throttle and also check the throttle response. The air screw should be yfi to % turn at the specified setting. (Note) All adiustment should be made alter the engine has attained operating temperature. B. LUBRICATING The purpose of lubrication is to prevent direct surface to surface contact oI the moving parts by providing a film of oil between the surfaces and there- by. reducing Friction and preventing wear. It also serves to cool the ports Irorn the heat produced by friction. Further, the lubricant penetrates between the piston and cylinder to form an oil film which act as a seal to maintain the cylinder pressure. I. PARTS NOT REQUIRING PERIODIC OIL CHANGE OR LUBRICATION There are some parts which only require lubrication whenever the ports are disassembled Ior repair or replacement. Steering stern steel balls and cone race Throttle grip } Grease Main stand 2. ENGINE OIL CHANGE Change'atl at 300 km (l85 nil driving and at every IOOOkm (620 mil thereaner. l. on Change a. Remove the oil cap and drain the engine come pletely at ail by unscrewing the plug at the bottom of the engine. (Fig. 6—28, 6—29) Flaunt 6-29. on cap (Note) The all should be drained while the engine is still warm. b. The proper oil level is indicated by the oil between the level markers on the gauge when checked without screwing the cap down. (Fig. 6~30t Oil capacity 0.85 ll] U.S. pt, 1.4 Imp ptl Aher overhauling the engine, till crankcase with Maximum 0.85 (:1 it: :1) of ail, however, during ail fiat level I III“ III changes renll according to the level gauge, nil levuel Figure 6-30. 0: lave! gouge 94 6. MAINTENANCE INSPECTION Oil Brand and Grade Honda ultra oil is recommended. The grade of oil for the season is shown on the R. crankcase lover. When the Honda ultrc oil is not available, use the oil corresponding to MS DG or BM in the A.P.l. service classification. (Fig. 6—31) Under 0°C (32°F) ..... 0°~15°C 132~59°Fl . over 15°C (59°F) .................. SAE 30 (Note) {it Oil plays a prominent role in the life and the trouble tree periarmence oi an engine, there- tore, it is very important that the oil change be performed periodically and retrain from using dirty oil over a long period. The more frequent the oil change, the better it is for the engine. (2] When refilling or adding oil, it should not be Filled above the specified level, Overfilling will cause oil pumping and loss of power. (3) Use Only recommended oil. 3. GREASING ‘ >1. Lubrication Grease gun Apply grease to all grease nipples with grease gun until the grease is forced out at the clearances. (Fig. 6‘32] Use multi-purpose NLGI No. 2 grease. (Nate) lit Clean the dirt trom the nipple before greasing. (2| Fit the grease gun nozzle securely to the nipple when greasing. i3) Excersize care and do not permit the grease to become contaminated with dirt, dust or mix with air. Figure sea-2.7 creasing l~2cn1 (0.44mi ‘ ' ‘ H c. DRIVE CHAIN ADJUSTMENT An excessively slack drive chain will cause chai' to whip, whereas an over-tension condition will produce resistance, resulting in lowering the power output or the rear wheel, Always maintain the chain at the specified tensiont l, Tension Checking Procedure a. Remove the inspection cover on the chain case and check to see it the total vertical slack c: the chain is between l~2cm l0.40~0.78 l‘ (Fig. (V33) b. PerIarm adiustmenl by loosening the axle r.- and sleeve nut and then adlust with the adius'e' nut. (Fig. 6734) Turn to the right to decrease chain slack Turn to the let't to increase chain slack. Figure 643. inspecting drive chain tenslon (Caution) The adlusters should be at the same adi' marks for both the right and lett sides. Figure {5734, Adjustlng the drive chain 6. 'l PERIODICAL ADJUSTMENT 95 . clean and lubricula ihe chain. :il will cause lhe chain links lo bind e undesirable efieci on ihe sprockei. D. BRAKE ADJUSTMENT Brakes are lhe lilerline of ihe rider, iherefore, do nai neglecl ia periorm ihe periodic inspeclion. daily inspection and pre-ridlng inspection. 1. FRONT BRAKE ADJUSTMENT l. Lever free play a. The free play cf fl'ie brake lever, mm is, lhe dislance belwesn ilie novmcl altitude and ihe point where ihe brake siaris to rake hold should be 2~3cm [0.73~l.l2inl. (Fig. 6*35) b. Adiustment is made by ll’le adjusiing nui. (Fig, 6736) Turn to ihe righi io decrease ills free play Turn to lhe [ell lo lncreuse lhe Free play. 2. REAR BRAKE ADJUSTMENT 1. Pedal free play a. The Free play ol llie brake pedal, rim! is Me disiance beiween ihe normal uflilude and ihe point where ihe brake siaris io lake hold should be 2~3cm. (0.78~l,12 in). (Fig. 6737) br Aaiusimenr is made by llie adiusiing nur. (Figr 6738) Turn to the righl to decrease pedal play. Turn to the leli i0 increase pedal play. cl When ihe braking siroke is small, ihe following condiilan is apparani, (ll Tao small a clearance between brake panel and shoe. (2) Loss of iensian in me brake spring. (3) Bmke lining damaged due to overheating Figure 6735. Figure 6 Free ploy ai from brake lever -.iusring nuf‘ 96 6. MAINTENANCE INSPECTION E. MUFFLER CLEANING The function oI the mufilet is to muflle the noise at the exhaust gases as it is emitted Item the cam- bustion chamber, ln the process, the carbon particles in the gas accumulates on the muftler and the difluser pipe. Excess accumulation ot the carbon will restrict the tiow of the exhaust gas, creating back pressure which eflects the engine perfotmance by lowering the power output. 1. Cleaning o. Remove the dittuser pipe locking bolt and pull out the dlfluser pipe (Fig. 6*39) b. Tap the pipe lightly to remove the carbon and ihen wash in solvent or gasoline (Fig. 6»40) The clogging of the difiuser pipe will cause u Diffuser pipe drop in the engine power output. A loose connection at the gasket ioint will produce undesireuole noise tron. leaking exhaust gas. . Figure 5739. Res/nor »o afidser pipe F. SPOKE TOROUING Riding with loose spoke will place an uhunitorm loading on the rim as well as on the remaining spokes, Figure oeAO. Cleanl'g :htluser pzoe therefore, the spokes should be inspected lrequently and retorqued when they became loose. Raise the wheel oFt the ground and check each spoke for tightness, any spoke which are noticeably Spoke nippl _ . loose should be torqued to the some value as the remaining spokes so that the spokes are all of uniform torque. Use the spoke nipple tool and Iorquing wrench. (Fig. 6—41) iorquing wrench Figure 6741. Retotquing spokes G. BATTERY INSPECTION Loss in battery electrolyte occurs utter long use and should be replenished periodically. When the electrolyte level drops to the point where the plates are exposed, it will result in rapid discharge to the battery. The battery, should always be maintained at the proper electrolyte level. i. Electolyte Level a. Remove the battery box, disconnect the battery cable from the battery, untasted the batier/ band and remove the pottery, (Fig. 6'42) The standard battery used is the MBC i—é. (Mtg. by Yuasa Battery Co) Figure 6-42. EW'ery 6.7 PERIODICAL ADJUSTMENT 97 - i-tain the ele: electrolyte Ie-el .‘r'hen replenish»r a the electrolyte le.’e (Fig. 6—43) e‘ish by removing the battery cap at the arid add the distilled waier. All three ery cells should be filled to the some level. .‘ cap: 3 electrol te Y lever 4 Zy‘cged and Dirty Battery Cable Connector -spect the connectors lor cleanliness and damage. Clear: the dirty connectors or replace damaged con- "eciors belore maklng connection and apply a coating of grease or Vaseline on the connectors to prevent corrosion. 3. Specific Gravity Figure #43- Check the specific gravity of all three cells at the battery with a hydrometer, it it measures below 1.200, the battery should be charged. A lully charged battery should indicate a specific gravity oi‘ 'l.280 at electrolyte temperature of 20°C (66°F). The specific gravity will Vary somewhat with the temperature at the rate of 0.0007 specific gravity variation For each i°C [15°F] change in temperature. A rise in temperature will cause a decrease in specific gravity and visa versa. (Fig. 6—44] (Caution) ® Do not add any sulfuric acid to the distilled water when replenishing. C2) When the drop in electrolyte level is excessive, check the discharge rate at the battery. Excersize care not to pinch the battery cable when making the battery installation. Also, make sure that the vent tube is not pinched When the temperature drops, the capacity ol the battery will lowers and cause hard starting. In such a case, store the motorcycle In a warm place. Figure 6441 Measuring specific gravity @®@ H. SECURITY INSPECTION OF PARTS (C50, CSOM, C65, C65M) 19.9 Figure 6745. Tarauing paiNs on t i.» n (it Q Handle installation nuts. (2) Steering stem nut. ® Front arm pivot bolts. Front 8X1 F'c't :w: -e:— :xle rutsr mi rs») Let 98 6. MAINTENANCE INSPECTION 1 a C93 2 7 a , .- 4 IO 5 14 ' _ 13 II _—_. 12 7 Figure e46. Torquing points on right Slde G) From und’ ISCII' wheel spokes. ® Engine mounllng bolts and nuts. Rear cushion lnstollctlon nuts. (1}) Rear brake inOI pipe and clip. ® Rear brake pwot bolt nut. ® Speedometer cable gearbox assembly nut. Rear broke torque llnk laIch cllp gnd nut. Fronf and rear brake udiust nuts. I. SECURITY INSPECTION OF PARTS (550, 565) Figure 6747. Toquing DOI'VS on left slde . , l \1) Steering stem nut and handle lnstalchlon nuts. Front cushion uppev bolts. [2) Front and rear axle nuts. Front cushion lower bolts. {37, Front arm pivot bolls. (571) (UD («-7 Rear cushion installation nuts. 6.2 PERIODICAL INSPECTION AND SERVICING Figure 6—‘8. Torquwg poms or eg'm slde (7) Rear fork pivot bolt nuts. From broke torque link locking nuts. ® Rear brake Iorque link laich clip and nut. 6.2 PERIODIC INSPECTION AND SERVICING II is of utmost importance to periorrn periodical inspedion and servicing so thal Iroubles can be prevented and the moloreycle maintain in lhe best of operating condition. The inspection is classified into two types, namely, Ihe pre-ridirlg inspection per» Formed by the rider daily and the periodical inspectional which is performed at a regular schedule either by the rider or the service shop. DAILY INSPECTION The following items of lnspeciion should be per- formed as cl matIer of habit. (Fig. 5.50. 5.51) (D Check For excessive loosenes or sway M The handle. ® Check Ior proper free play oi the from bloke lever, 2~3cm l0.7B~l.12 in) is normal. Check Ior proper free play of the rear brake pedal, 2~3cm l0.78~l,12inl is normal. Check clutch release operaiion. Check for looseness and oil leaks in the trout and rear cushions. @®®® Check The Function of the headlamp, taillomp, stoplump. Check the horn for sound. Check operation DI the turn indicator. Correct level and condition of the engine oil WM (liil’mi; ?) L Q@ 99 @ Engine mounting bells and nuts. ® Speedometer cable gearbox assembly nuts. @ Frey" and rear wheel spoke. Figure fiAAV, Daily inspection powS :- 9,. CSCM, C65, CéSM » rlghl side lCSO, 700 6. MAINTENANCE INSPECTION Check for unusual exhausl gas color. ® Check fuel level. cso, csoM= 3.0 III (63 um» I 5.31m pII Cés. C65M: 4.5m (9.5 0.5. pl . 7.5lmp pII $50: 5.5 III {11.6 us. pr : 9.7 Imp pII $65: 6.5 In I13] v.3, pl: 11.4 Imp pH 12 Fronl‘ lire air pressure. Normal.,,._.l.7kg/cmi (24.2 Ib/inzl For loaded condilion or For high speed riding ...... 1.8kg/cm2 (25.7Ib/in21 E Rear lire air pressure. Normal... ”21 kg/cm2 I30 lb/inzl For loaded condinon or for high speed drlvlng ...... 2.3kg/crh‘z {32.8 Ib/Inil Figure 5 El. :; : ’scecionpolnrsonrights'deI350,565) (Note) After inspecring line above hams, unenlion should be paid to lhe following polnls when riding. (I) After slarllng, warm up the engine for Mo minutes at low speed. When the engine is cold, lhe viscosity of the oil is heavy and does nol‘ permII odequale lubriculion to all the ports. {2] Do nol race lhe engine needlessly. (3] Refrain from abrupt acceleration or braking, lighv cornering. (4] Change oil every 500 km (310 mil during winler driving or when used mostly for shorl lrips. (5] Check bollevy eleclrolyle leval weekly wilhoul Foil. Under the following condilions, checks should be made all u more frequent intervals. 0. When riding more lhon 50 km l3l ml) daily. I). Riding in mountainous area, c. More frequenl inspection is necessary when riding oi high speed. Figure «52. Daily mspemon poinIs on Ien side ($50, $65) (n 2 951000- \SKCT ON AND SERVACING 107 I. WC INSPECTION Distunze Km Miles ‘ \ 000 2,000 3,000 4,000 5,000, 6,000 7,000 5,000 9,13: Tim “ :03 12,000 v50 ,620’ (1,240) (1,860)‘(2,480]‘(3,100)i(3,720) (4,340) [4,960 A: .3. ignmon n ng \ mug valve clearance ‘ O \ \ .Adius? cum cha'm Adiuxf much Adiusr cavburevor , Adiuxr drive may. ‘ Q Adius' 1mm brake } . Adwsr rear brake . C‘ean spark plug C‘eun oil filter 'cxean an cleaner ‘ . C‘ecn fuel snainer C‘eun muffler \ 1 ‘ , . , \nIpecv Iighvness 3| nuts and . bolts ‘ lnspecf suspensions Inspe is, hem and " x speedomemr , ‘ 7.7 7. TROUBLE SHOOTING ENGINE It is most important that the cause o: a—y trouble be located as soon a- action taken so that the serviceable li‘e of the engine will be extended. In the following table are listed the troubles, probable causes and the correcir: I. MAIN ENGINE TROUBLE 703 e a“: ‘he 5.339, corrective Troubles Probable causes Engine will not continue Clogged fuel cock. l running. 2. Plugged vent hole in luel tank cap. 3. Improper rapper clearance. 4 The carburetor 1a intake manifold con- necting tube damaged or leaking air at the ioints. Corrective crow Clean and inspect. 5. Improper oil level Engine malfunctions l. Defective spark plug 1, Overheated spark plug, replace after warm—up. 2. Defective ignition corl err-‘— J ccrrecl heat range 3. Incorrect flat level Excessive smoke at high l. Oil being pumped into the combustion engine speed. loil pump- chamber due to excessively worn or ing condition} 3 damaged cylinder, piston, rings and I burned during combustion. ‘ Worn piston and cylinder ' l, Noise produced near the ‘ 1. top of the engine The clearance between the piston and skirt to slap against cylinder wall during l combustion. 3. cylinder is increased causing the piston 2. raise, rebore he parts as required. Inspect and rebore cylinder and replace worn parts. rod, end bearing anal crank pin. Replace connecting large Adiust to proper specification. Disassemble and clean Clean, dry fouled plugs. Inspect carburetor ‘ 2. Worn connecting rod large end pro- duces knocking r 3. Tappet noise Overheating engine ‘ 1. Carbon deposit accumulation l. 2. Dirty or fouled spark plugs 2. 3. Improper type spark plugs or gap 4. Insufiicient lubrication to drive chain or tinues to foul. chain tension too tight. 4. 5. Oil level too low, poor or improper grade oil Improper distributor point gap clear- ance, dirty, burnt ‘ 7. Excessive carbon accumulation in corn- bustion chamber Engine does not start I 1. Foreign oblect caught between valve (lack of compression) ‘ and valve seat 2. Tappet stuck open Ignition timing out of udiustmert 5. Blown fuse 7. ’ccr'cote Adiust periodicall. Adiust period arm g; 104 7. TROUBLE SHOOTING Engine suddenly stalls 1, Clogged iuel c 1. Disconnect the fuel line and while running 2, Fuel passage '5 carburetor clogged check the fuel flow 3. Dirty spark c. . eaw Carbon deposlt 5. If the fuel is blown, the pilots or we: lamps will not light up 4. lgpitioo c‘ cdluslmeni 5. Blow— l on becomes emulsified ‘ i. 2. Use genuine Honda Ultra on or 2. ‘i equivalent oils iespecialiy during winieri e icoutioni The oil, eyen though clean in appearance, may decompose due to extended use and become thin, re- sulting in loss of lubricating properties Should be replaced. increased 1. Clogged a'r clea-er 1. Clean air cleaner element tlon. C: 2. Distributor point gao out 6: aa‘ uSlA 2. Adiust gap clearance, rework or ‘3, Low exhaust noise, meni, dirty, burnt replace burnt poinls low back pressure at 3. Excess accumulalion or carbon in cylinr 4. ii ignition liming is retarded, the munler der exhaust port or inside murtler. distributor points will open alter ® Low compression 4. Ignition timing retarded ihe liming mark ”F" has been noticeable when kick 5. Worn Cylinder, piston. piston ring. passedi starting, l 1 Adiust to proper setting lnsuflicient engine rpm. ‘1. Fuel passage clogged l 1. When the fuel passage in clog- 2. Defective spark plug ltouledl ges, the spark plugs will be dry. l a, Clogged munler l 4. If the air cleaner is clogged, 4, Clogged air cleaner engine will not develop high 5. ignition timing out or adiustment. RPM and the exhaust smoke ‘ becomes dark. Clean the air . l filter element periodically. Poor throttle response ‘ 'l. Clogged air cleaner (check first to see that 2. Clogged exhaust port or exhaust pipe the throttle cable is pro- 3. lgnition timing out at adiustment ‘ \ perly adlustedl 4 Tapper clearance out of odiustment l Distributor paints burnt 1. Points covered with oil l Test condenser by method described 2. lrnproper ignition timing l below. 3. Detective condenser 4. Condenser in poor condition Service tester Condenser Test Method . After taking the resistance value With the meager. use cl copper wire to short across the terminals, a © good strong spark should be produced at the instance a do Spark the leads are contacted. G) ‘ Condenser Measurement With the distibutor points open, measure the resistance between the ptimury terminal and the cute shell. 0 good condenser should measure at lear E) L 5 megohm resistance at standard temperature. The condenser is defective if it measures below 1 me ohm. magma Dgtermine lhe condition of the condenser by the Figure 7ei. Measuring condenser (opacity above method: (Caution) A loosely installed condenser or dirty terminal mi, cause ignition lo mallunclion. 7.2 CARBURETOR 2. CARBURHOR TROUBLE 105 2le cause :.er€ow l. C:--:~"::ed fuel rela d symptoml - Poor ldllng - Poor performance in all speed ' Excessive fuel consumption - Hard slarfing - L ow power oulpul - Poor acceleravlon ‘ 2. Damaged valve or valve seat l we ccllcn ‘e' ":W'zzer ccver C65, C65‘Al ' 'u wd d'sos- n 'aflber $65). Cl 5; *e iw :le valve 7- blow- ing wlm unscrewwg ‘re clean. ed c'r or by v'n've seal, and c. Reassemble ufler clan-Mg in gas- oline 2. Replace bolh the Valve and valve seal with new parts. ‘7 3. Punctured floul l»~ ‘ (S 65l 4. Float arm llp benl 3. Remove the floal chamber cover, lake out lhe float and check For fuel in he flout 05:; g procedure) 4. Straghlen me e" '2 " and use the ' e obmin he ‘ Cenl H e¢e|. le valve Valve seal Air screw / Flnal h“? Tnmétlavale ; b_:\ L . 7—1? Jelneeale‘ \L \ _ Figure 74‘ Cuvbuvelor cross sedic‘ a 106 7. TROUBLE SHOOTING Trouble ‘ Probable :ause Corrective action 2 Poor idling (related symptom) ‘ - Poor performance at ‘ slow speed - Poor speed transition - Poor response to l throttle Snapping . Poor performance at intermediate speed 3, Clogged slow iet (including l 1. Air screw imprcpe'ly adiusted 1‘ Turn the air screw lightly to lull 3. close and check to see it the air screw was properly adlusted. Back OR 1% i yé turn from lull close, ll% turn for 565). Start the engine and turn the air screw in both direction not more than K turn lye l‘urn lor 565) and set at the point where the engine rpm is highest lsmoolhl Back OR the throttle stop screw all the way and check lor proper operation of the throttle, turn the stop screw in until the proper rpm is obtained. Unscrew the plug, remove the p=lot lel (slow let for $65), check tor any dirt, blow outwith com— pressed air if dirty. Remove the slow jet and clean in the some manner Figure 74. Adlustlng me idling 1C50,C60M,C65,C65Mt Figure 7.4. Adiusting the idling (550, $65) Trouble l Probable cause Corrective action 3. Poor performance at intermediate speed (related symptom ‘ - Flat spot - Poor acceleration l . Excessive fuel Con. sumption - Poor speed transition lt Clogged slow iet (include pilot iet 1. Same corrective action as for for $65) poor idling 2. Jet needle at improper setting 2. Adiust lo the proper stage (3 stages, 2 stages tor $65) 3. Improper luel level 3 Replace Now let needle with new part, Use the fuel level gauge for 565 and adiUsl the level by bending the float arm lip. 4. Clogged air vent 4. Clean out the clir vent l 7.2 CARBURETOR 107 . Poor accelerallon lSéS) Pilot jet Mam jet Figure 7-5. Carburemr cross section dlagmm Trouble Probable cause l Correclive ccfion 4. Poor hlgh speed per- 1. Loose moln yet or Clogged wlih dlrl 1. Remove main iel and clean, lnsmll formunce (reluled 2. Clogged air vem vube and Iighlen securely. symptom] 3. Choke closed 2. Clean out venl lube ' Loss of power 4. Fuel cock improperly positioned 3. Open the choke vo 7'ull OPEN posillon - Black exhausv smoke 5. Loose lel needle 4. Posilion me fuel c::< ‘e.5' lo -Poor engine lull OPEN posinr' pavformunce 5. If iet needle |o:< replace wil‘". c As» 5. Hard starting 1. Excesslve use of choke 1. Starr e';“e .~- 2. Fuel overflow fully o 3. Fuel cock In closed posmon 2 Same l l l 708 3. ENGINE NOISE 7. TROUBLE SHOOTING Trouble l. Tapper noise 2. Piston slclp 3. Cam chain noise A. Clc‘:” 5. CranQan noise 6. Engine noise sorockei l Worn clutch plate outer iab area 2. Warn clutch center spline Crankshaft end play Worn crankshaft bearing NT‘ Chafing between kick arm and oil seal CO'recl’ive action ra proper clearance Repair or replace Repair or replace Remove carbon Repair or replace Readlust Replace Replace Repair or replace Repair or replace Repair or replace Repair or replace Repair (magneto noise) 2. Breaker point noise, defective slipper 2. Replace A.C generator assembly surlace 4. STEERING SYSTEM Trouble Probable cause l Corrective action 1. Handle operates l. Overtorqued steering cone race l l Readiust heavy 2. Damaged steering steel balls ‘ 2, Replace 3. Bent steering stem 3. Repair 2. Front or rear wheel 1. Loose bearing in front or rear wheel l 1. Check for wear and replace as shimmies 2. Bent rim on front ar rear wheel l required 3. Loose spoke l 2. Straighten by loosening or tight— 4. Worn rear fork pivot bushing ening the spokes. 5. Twisted frame 3. Replace if uncorrectable 6. Drive chain adjuster out of adiustmeni 4. Replace 7. Detective tire 5. Repair or replace 6. Adiust to proper value ‘ 7. Replace 3. Pulls to one side 1. Right and lett cushions not balanced, i. Replace front or rear. 2. Replace 2. Misalignmenl oi lronl and rear cushions 3. Repair 3. Bent front fork 4. Repair 4. Berri rear lurk 5. Repair 5. Bent front axle 6. Repair 6. Loose component in steering system 5. CLUTCH SYSTEM 7. FRAME 109 Our 5 lps 2. Clutch will not Probable cause Loss of tension in clutch springs Warn or warped clutch plate Worn or warped clutch friction disc Excessively worn clutch friction disc Cor'ez‘ a action 1. Repair :. 'e disengage Improper adiustment ; 2. Adiust r0 :r 3. Clutch out of i. Warped clutch plate or fricrion disc 1. Repair 7 777 adiustment 2. Uneven tension of clutch spring 2. Measure tension c“:' repair or [engine stalls] replace 6. GEAR CHANGE SYSTEM Trouble r Probable cause C:”e I. Gears will not 1. Broken lug an shit? drm i. Ee;'a:e engage 2. Broken lug on shin arm broken 2. Replace 3. Unsmooth movemeni between shift drum 3. Repair and shit: fork 4. Replace 4. Broken shift lork 5. Replace 5. Broken lug on counter shalt second l 6. Replace gear ‘ 6, Broken lug on main shalt second and l third gear l 2. Gear change pedal ‘ 1. Broken :nrrr return spring 1. Replace not returning . 2. Gear shift spindle rubbing against case 2. Repair l or cover 3. Gear jumps out of ‘ i. Worn lug on counter shaft second gear 1. Repair or replace - engagement 2. Worn lug on main shaft second and 2. Repair or replace ‘ third gear 3. Replace . 3. Worn or bent shift lork 4. Replace l 4. Broken or loss at tension of shift drum stopper spring. HO 7. TROUBLE SHOOTING 7. SUSPENSIONS Trouble ‘ Probable cause Corrective action 1. Soft suspension ‘ 1. Loss of spring tension 1. Replace 2. Excessive load 2. Hard suspension ’ i. ineneeiive front cushion damper 2. lnel-Tective rear cushion damper 3. Suspension noise l. Cus'n'o» case rubbing l. Inspect cushion spring and case 2. ' rie'ewe between cushion case and 2. Repair sprl'g 3. Replace ! 3. Damaged cushion stopper rubber 4. Replace 4. lnsufiicient spring damper oil ; ‘ ltront and rearl l 8. BRAKE SYSTEM Trouble Probable cause Corrective action | i. No range ol 1. Worn brake shoe 1, Replace adiustment 2. Worn brake cam slipper 2. Replace 3. Worn brake cam 3. Replace . 2. Unusual noise when ‘ l. Worn brake shoe 1. Replace applied 2, Foreign obiect lodged in brake lining 2. Remove foreign obiect i 3. Fitted brake drum surface 3. Repair 4. Worn brake panel bushing 4. Replace 4‘ 3. lnefiective braking l. Imperative front brake cable l. Remove loreign obiectlrom cable ‘ 2. Loose brake rod and inspect for bends 3. Improper brake shoe contact 2. inspect and repair l 4. Dirt or water inside the brake 3. Inspect and repair 1 i 5. Oil or grease on brake lining 4. Inspect and repair 1 ‘ 5. Inspect and repair 1 9. DRIVE CHAIN Trouble ‘ Probable cause ‘ Corrective action 1. Drive chain stretch 1. Excessive load applied to chain 1. Correct riding technique rapid lduring riding or gear changel 2. Perform proper lubrication 2. Due to oil leak, excessive lubrication periodically ' 2. Excessively worn 1. Driving with worn sprocket 1. Clean sprocket area sprocket 2. Sprocket malfitted to drive chain 2. Replace with proper sprocket 8. SPECIFICATIONS I I I 3. SPECIFICATIONS 8; PERFORMANCES SPECIFICATIONS V . 0513 050M C155, cam 54;; $31) 7 1151115 50 115155 50 W 1151111155 W V 11 V W C50 7 C5UM Céé lCéSM] $65 Mmomycle ‘ Mo1o11yc1e 7 Motorcycle Movorcge 119111 mommycle 1 5131-1551151 1 119111 11115151511515 1 119111 1151515yc15 119111 mo1o1cyc1e 7 . 7 17, . 7 7 7, 1211151; 1 1 1 2 2 1 71151115511151 {11:22:35,331 5511115 5571511 . 7‘ 55115 as 1511 Same as 1511 ‘ 551115755 151: Hiram—Che, 5521115 1 4551555 C11y,Mie 111515511151 55115 as 1511 $111115 05 1511 51115 as 1511 ‘ 35115 as 1511 7— fiemi7 1 7 .77.. 7 7 5111115 111115 1 C50 ‘ C50 C55 iMamLacger 7 Edegm’z‘fa’figgry $115 as 1511 55115 55 1511 511115 5; 51 0111511151, 11111 0151511 1519111 1 1795 1705711.) 1795 1711,5711.) 1795 170.5711.) 1755 159.1311.) 1754 159.4511.) 01511111 11111111 5511 1251.911) 5411 125191111 1 540 125.19 ) 510 124.0211.) 515 124.21 11.1 011511111 1151911171375 1.3541111 975 1334111171 975 138.411.) 910 135.8311.) 913 135.9511.) Wheeflmse 1 1155 145 55111 1155 145. 551.1) 1185 1455511..) 1151) 14525111 1150 145213111 7.—17.. . 7 MW 91511111 ‘ 1311 15.1211) 1311 15.1211) 130 15.1211.) 125 14.9211.) 125 14.9211.) demanci 7 7 We'1g111, 19 1 We'1gM, 511111y 59 115215) 75.5 1155.515) 1 73180] 1151,17415) 7751170151 755 155 5 711m we1ghl ' 7 1 31.5 [33.5] 1 f 71115111511101, 115111 30 ”6'2“” 33 ”28‘? 1 1593 135151 3“") ”5“” Emmy weigh! 41.5 [45.5] 1111111511151 1551 39 135175171 42.5 193315) 1 191.3, 10015) 43.5 195.515) 1111 1055 we1gh1 1 55.5 [55.5] 1115115111151, 1151» 5115 1111.515) 54 1119115171 1122, 123151 55 1121 111) 11111 15511 175.1511 127.5 [135] _: _. _ . 515111511151, 1551 73.5 1152.215) 75.5 115915) 1 12801 2977111 1325 129115 . . 1 15115115155 1 1 1 1 Max. speed ‘ 751111/11 147111115/111 75111/11 1471151) 1 3511/11 1531111111 90111 1 55 1:- Accelerur151 11511. 1 ’ 12.7 55 dead 511111 : 0-200m OiAOOm dead sum » S‘cpping 11151111155 Max 5111115511111511 Same as la" 12011111/11 11379115111177 1 1 1 1 17 7 1 Max 71112311) 11011 111/135 121. a mp1) 51115411111511 1» 171124 1111111 901111/5 135111/ 5 - 11 5 Fuel cansumpfion: (225 mi/U 3.951) 511115 a: 1511 (215 mi/U s. 9511 0 111/115. 9111) 11111 g 11111U.S.Gal.1 254 1111/1111; gal 1 241) 1111/1115 951 / m1/1mp gal . 7 1 @ZSkm/hgémphl 7 99301111111 11B.711:— ’g25km/h (15.511511) 0111119 551w: 145 145 17°30, 14° £7 . Noise 511,551 1151119 35 kph 121 3511111 121.13 mp11/7o 1111911191 p151 57 phar 111101, max. A grade N515: ‘ is 11:11- C55M. “2 8. SPECIFICATION 8r PERFORMANCES 7 7 can ‘ Cam I 065, C65M 565 I 550 Noise output at r I or W. i‘3?;::/5°"“°"' 203333160 won, I PIPE1 9h?” i77 77 i 7 ‘ 7 Min. fuming FOdlUS 1.80 m [70.8 in.) 1.30 m [70.8 in.) I 1,80 m (70.5 in) 1.96 m [77. 17 In l 1.74 m (68.50 in) Engine I Name and model CSOE C505 C65E [C659 $65E S5OE Manufacturer Type fuel used Type engine No. of cyllrraer and arragefie” Valve a c—gement Term p’scan 7 fl 7 displacement Bore X stroke Compression ratio Compression pressure : Max. Max. output torque Mm. ruelconsump- tion at max. load D'lmension mm Total welglrr lnsrallaticfimd 7 7 melhod Starting method Fuel system Carburetor No. and type Munulacturer Air rllrer type Manufaclurer Fuel pump lype Manufacturer Fuel tank capaclly Lubricafion system l Lubricptmg method rype pump . Type all filler I Lubricalron syslem l capacilv LHonda Motor (22.7 7le., Suzukc =2:- GOSGIl”5 Overhead valve 2 cylinder, riltea uplO‘ fromnagganlal 7 2~e as Iell‘ Same as lef‘r Overhead valve 49 cc [3.00 cu ln.l - 49 cc (300 cu in.l 39?“? 39mm” ll.474><291h II .2 kg l25 lbl Same as lel'l Kick slur; 7sta7l'lng mator DPI3N13><'|.63ln.) 8.8 firs/cm @loom n70 lb/irr.‘ W: man/7000 rp? 25og/P.s.n/7oor)rpm 4512 X37lw><288h 1355) (17.8X14.6Xll.3l ”4.0) l8 Glaislbl '7 Same as left Kicfimrte? Kelhin Selki Dry filter element I Tokyo Roki Tokyo Rcki I i ’ ’ ' ’ ’ l l I i i , l 7 , 7,. 3U.Spl I (9.5 u.5pr 3:5 I .3lmp pl) 455 ramp at) . Same as left I I Gear pump I I Same as left 1 Same as left 70.84( Same as left Gear pump Same as lefl l.7U.Spt 1.4lmppt ) 7 @1000 rpm Same as leIl Gasoline Air cooled 4' stroke cycle Same as left Overhead valve 63 cc 44 X? .4 W 7 (l.73)(l..53 m.) 8.8 fig/cm2@ooorpml (17o lp/rrr? 5.22 P.5/loooo rpm b.4575 lg.m/7asoorpm 73.471tflu/85007rpml zsog/P. h/7500rpm 432K X348wX33'lh ll7.0X13.7X13.0l l7 9 kg (39 Alb) Same as lefl Kick starter PWISXI T ln Selkiy 7 MM”? Kosvo , Same 05 left 'rSryp Rokl, 7rsuclrly7p $7elsakusho7. lsjfus pl) 627 ( Same as left I Gear pump Same as left Same as left Ikflmp pr7 7 Same as Is“ Gasoline Kr Foam? 43ml? cycle Single cylinder, tilted iwwgrd 89° Overhead valve 49 cc T9>74T4 71,59} Léajnil ll 70 Its/m.2 @flokprfl‘ . 5.2 r.s/10250 rpm 0. 38 kg- -m/9000 rpm (2. 75ft Ila/9000 rpml zsog/Psn/aooorpm 432 Z x 348w >< sash ll7.0Xl3.7X'l4.4l 18 kg 139.6Ibl Same as lefl Kick starter PWI7><1 Same as left Same as left Tolyp’lfil, lsuchlla SelsLWsho7 ’55jfis ufs'p'rI 79.77lmp per Same as left Gear pump Same as ler‘l Same as left 8. SPECIFICATIONS I I3 C50 C5031 C65, C63.“ S65 S50 rfigh volficge HTgh vahage elecmeer spark CMéIiOB Hitachi Sefsukusho UZZFW Same as leIt fire as left M61i03B HiIach'I Seisukusho eIecIrIcaI spark IE90356 (HDAA 2 2951 [Men—035] ‘ Mitsubishi Denk'I, NIppoII Denso HiIaeII'I Sefiusho7 7 M‘IIse Dense as Is?" Same as 195? .392356 . Kokusan, Ce7Hs C77HS ' U22FW Some 5mg 6; IesI , 'N-IpEm NIann 7 77777 NIppon I Nippon 7 ,7 “”7"” 7 7TgkushuT7oki D7enso I same °‘ E 7TokushuT7oki Demo Emei'e'f 7 5“” “5 '5" ~Ical system I Sanery Norand G2H, MBc1—6, I each 02 or MBC 6 2H or mac we MBClié, I each MBQIH. 1 each [M5086 1 each] 1— 6, H1 each HI, 1 each 'Jol' and AH 6*? 6*” I 6—2 [evenAH] 62 6»2 Manufacmrer Yuusa baIIery Yuasa BaIIery Yuasa BaIIery Yuusu Banery Yuasa BaIIery 7 7 7 7 7 77777 , 7 ,7, Type generanr F120 HOI608417ROT-ST 77 7 7. .i f’i i 7 mesons iDEI'kI V q 77 7 if, ‘ MunuIacVurer afiemjeeekushe Same as IeIt :Hmcm Segmflj: .67 7 7 777 7 7 Type sIarII'rIg moIor SMiI [SM—1; MunuIacturer vasuba Denki [Milsuha Denki] 7 7 I 7 7 7 7 7 7 7 Type rectifier Salenlum Same as IeII Selenium Same as [eh I Same as IeII MunuIaeIurer I Shin Dengen Kogyo same as IeII ‘ Same as IeII Power transmission I ; sysvem ‘ Primary reducIIen IIIeIIIaa Gear Gear Gear Gear Reducilon ralio 3,722 3.722 3300 7‘ 3,300 3.300 7 777 i AuTomaII: weI 7' i Autommic weI l . . f i . Clmch Iype munipxe disc Same as IeII muIIIpIe disc : :Nee’ ””"m'e d'“ we ”" “'9 d": cemr'IIugul Iype 7 77 c7enIrIIIIgu7I Iype “’7 7 7 , I ConsIarII meshed CansIanI meshed 7 Type 1Fun$mlssl7on gears 7 virus as leII 7 7 9790“ Same as7leh 7 77 Gear change LeII fooI operated 5 me a: '7" LelI IooI operaIed Len (oaI operaved IIIeIIIad 7 7 lore and an 7°7 I7ore and7 an 7roIa7y7 Iype on capacity Gear rario, m 3,364 3.364 3.364 30.00 7990,77 7 7 7 7 7 7 7 69‘" '°“° 2““ L722 L722 1.722 17.65 gear 7 77 7 7 7 7 7 7 7 7 7 7 69‘” "‘"°' 3” 1.190 1.!90 1,190 3.00 ‘350 geqr7 7 7 Gear raIia 40h 10773 gear 7 7 77 7 7777 7 7 7 “WWW Chain and sprocket Chain and sprockei Sam: :5 re" Scrre us let: re7du7cIion I7e7I7II6e Reducfion raIio ToIal gear raIio SIeering sysIeIII sreering handre Iuming radius I 3,000 ‘ 45“ Same as IelI 3.000 45° I 3,154 1 12.4 (12.4! ”.4 45° 31.54 12.2 [‘22) 43° 8. SPECIFICATION & PERFORMANCES Steering handle width Caster Trail Tire, Ivcnt Tire, rear Brake system Type brake, trant Type brake, rear "’Metttae at applica Melhod applianc- "3L Svspenslo'x system i Suspension methamlrom ’Slrspensian method, rear 7 Dampeting system, front 7 Dampemng system, rear Frame type Lighthg system iHeudlamp type Mawfoclurer ‘ Headlamp rating Taiilamp rating I Taillamp icomb'lnufion with Stop lamp rating, calar ’Stap lamp combination with Turn signal type I C50 632 mm (24.9 in: 24a ;5 mm [2.95 II’i.I W 72.2547 Mg?) 225-17 (74% inte sh .e'aled , Rignt laat pedal alarmed Battam link system Swing clrm type Hyaraalic ‘ Hydraulic Backbone type ASSII Stanley Denki i avelsw/lsw aveaw V 1 License plate 6V4 0W red Magnetic, heating element ‘ 632 mm 635 Same as let—r Same as left ‘ Same as lelt a: lefl 1 some as left as left i Some Same as leIl ixs’sn l i l Stanley Denkt ave25w/25W i av—sw License plate 6V-IOW red Same as iett C65. C65)! operated Right Ioot peaal operated Battprn link type Swing arrn type ‘ Hydraulic I Hydraulic Backbone type i A5511 1 Stanley Denki ‘ evefiv'vfls’w I [aVeQSW/ZSW] avesw ‘ License p‘ale ‘ 6V—i ow rea Magnetic, treattrig element sea ‘ S50 ‘9 rnl ! 63° *5 wjie n. 7 75 mm (met 77 77 22547 IAPR 2.25—l7 um 7 2.257171th Same as lelt Same as left as lelt Same as lett Sarne as leit Same Ls letr Same as ler’t Same as left Same as lett ‘ Same as lelt Sartre a; lett Sama as lelt tSame as lett Same as lelt Same as left Same as left ‘ i Backbone type if I CVZH Stanley Denki l 9v-l5w/i5w avezw i avezw r Lice'ise plate License plate av—aw rad Same as latt Same as left Igrgggs‘s’g'm aveawxz amber aveswxz amber aveswx2 amber ev—awxz amber av-swxz amber Turn signal I _ 7’" A V — i 7 igumbinclioniwilh av “W W ”W , lnstrarnent Electric tiat type Same as lett r Electric tlat type Same as lett r Same as lett Harn Iypeii if 7 7 77 , 7 it 7 L7 Imasen Denki, Imflsen Denki, Manalacturer Marsha Den“ Same as iett r Mitsuba Dem 77 Sum: :latt Same as Iett Speedometer type Magnetically driven Same as lelt Magnetically ariyan Same as left Same as lett ‘ Nippon Setki, thpa’n Seikl, ' ' Manalacfler Nlepfl Dem Same as lelt Nippon Dem Sane as lett 7 Same as lelt Rear view mirrar, s s 7 type 7 Magnetically artyen ‘ 7 r Manutactprer Stanley Denki Same as lelt Same as lelt Melhoidral'i V 7 I 7 7 7 If installailut‘ n) I l Backbone type 605 mm {23.79 in) Stanley Denk aV»l5W/15w 6V46W red Shaft ou‘pul (PS) Engme speed“ p‘m ) 8‘ PERFORMANCE CURVE Engine Performance (c 50; fi\\ \(h) / 4 5 6 7 8 9 10 Engme speed (mm) Running Performance (C 50) xm’ i g 1* _ Low 2m Top I ,4 ~ ,_1__ Law \ \ E ¥__ Drwmg Spaefl km ’H‘ 775 403 Fuel consumpr men 300 (gr/P.S.Hr, zoo ><10a 116 8. SPECIFICATION & PERFORMANCES Engine Performance (c 65) 300 Fuel consumption ’ \gr/PSJ‘H) 200 Engine speed: r,p.m Running Performance (C 65) 2nd TDD lexyo‘ 50 9 Low // 40 /\ / Ag 3° 5 / E ‘ 3* g x 9:; 4 / g Total gear reduction 2 / Top 2° E" Low :3500 E” 3 f— E 2nd :18,95 m // ‘ a Top :1240 - 2 “ex m“ ‘ #10 Effective tire redius j/ 0.274 m<10187m> - 3 0 0 o 20 40 so so we Driving speed(Km/Hr> 8. ENGINE PERFORMANCE CURVE H7 Engine Performance (C 65M ‘ ‘ (P.S) 3. i 4 1 i l a I j S 1‘ m ‘ 5'5 5 i / 1—", ‘ ' Shafl ; ‘ torque 1 ‘gfl 3 , 7 k ~ 7 -_ 7 7—7 ~ -—» *~— 300. 2 7‘\\} \ (b) / Fuel \ f consumtion / [ 200 (gr/P. SH!) 3 4 5' s 7 a 9 w><1~ * ‘r 7— Topv so A 3 E x d. \6 L o s E 23 no % E g '3 - 5“ =1 Total gear reduction L” Low35.48 2nd 20.87 3rd 1537 Top 12,34 Effective tire radlus 0.274 m 107.271" Driving speed< kn/Hr) 8. ENGINE PERFORMANCE CURVE 719 Engine Performance (5 65} ‘ m 300 Fuel consumption (gr/PVSHr) 200 2 3 A 5 s 7 s 9 ID H><|c3 Engine speed(r.p.m) Running Performance (5 65) me, 2nd 3rd To 10 50 9 E 8 40 3 7 ‘3 Driving 8 6 30 % force(k9) E 5 Total gear remction 2° Low' 3‘7 8 4 20 ' " ”‘ 2nd .193 3 3rd 14.1 no Twp .4 2 ‘ Effective fire rad.5 I > 3274m .:727m) 0 I 3 0 IO 20 30 40 50 so 70 so 90 2:3 Drwing speed( km/Hr) DIMENSIONAL DRAWING 120 : HONDA NAME MODEL : cso, cag \ “H mm IYH .‘ Hmwu u. ‘ “my m m Wu (m Huh? “mu 0 , Bk 150”. m) ro. .mh: WIRING DIAGRAM (550-565) lump aw Ham mum. um.- swnch I handle? L 59mm.” W“ “W lump v aw 3‘” x m." mm mm H Neuvru‘ lump g 3w m m. w o AC lgnman c \ W‘"“" ""“V “lop Wu AW \Cn F4 Y ' Winker swnch WK mam ) rm m Spark Plug um 12 7 L m. Wm. Vamp sw Se‘enmm rechher mm mm mm ”mm c. :7 n Nam: xwflch Cambmuhnn MC» ’ nwm‘ WWW 7:" Wm M m rm» Mm mm mm o" . 5“,." v .Yn‘law "3‘ vah 513:" m on H oh. .0 m. ‘ mm Hue Dm, .Dmk brawn w . m.) WHh mm». mm v m «u Mun (Wm M» mm mvwm- mm m w m mm on yeHuw w Wm“ I. mhm mm W WNW" mm m Honda 50-65 Series Models C50, C50M, C65, C65M, $50 and 565 SHOP MANUAL Published by HONDA MOTOR CO., LTD. Foreign Service Department SERVICE DIVISION 4429—] N'flkurc chofo-Muchi SaivamurKen, Japan Primed by YAMAGATA PRINTING CO., LTD‘ 6734, 2vchome, Takushimu, Nishivkuy Yokchumu, Japan December, 1966 Copyright reserved A