é HONDA : <4 * ‘3'? '» h‘ [a \ xi“. _‘ mm W F a} :;1/‘ ii PREFACE This Maintenance Manual contains general data and information, and procedures relative to motorcycle maintenance, overhaul and repairs For Honda 125 and Honda T50 models C92, C592, C892, C95, CA95. Therefore, information in this manual will be suitable instruction for servicemen and mechanics of Honda to assist them to efticiently service and repair these machines. The contents Of this book are divided into 9 chapters, including engine, chassis, electrical equipment and maintenance. A service memo column is attached to the end Of the respective paragraphs so that you may make notes of necessary items in our service bulletins. We hOpe this will be of some use to yOu. Special tools referred to in this manual are shown on the Spare Parts List for the convenience of ordering them. They are shown in the list attached to the end of this book. This manual will be revised without notice. January 31, 1963. -' _ 7 HONDA MOTOR co, LTD. C . 7 EXPORT DEPARTMENT ,7 2 O4 / its—5, YAESU-CHO ' \ '7’ CHUO-KU, TOKYO JAPAN 622301 CONTEN TS ENGINE AND FRAME SERIAL NUMBER ................................ l I. ENGINE ...... . ................................................... 2 l- l Engine replacement .......................................... 3 l— 2 Cylinder head and cam chain ................................ 9 l- 3 Cylinder, piston and piston ring ................................ 25 l— 4 Crank shaft and connecting rod ................................ 33 l- 5 Clutch .................................................... 41 l— 6 Transmission and kick starter .................................. 47 l- 7 Lubrication and breather ...................................... 57 l— 8 Carburettor ................................................ 64 ll. CHASSIS ll- 1 ll- II- II— il- ll- II— II- II- 9 ll-lO ll—ll ll-l2 Il-l3 ll-l4 CDVO‘U'i-bwm Handle and controls ........................................ 70 Front fork ................................................ 73 Front shock absorbers ........................................ 76 Rear suspension and shock absorbers ............................ 78 Rear wheel and rear brake .................................. 81 Front wheel and front brake .................................. 85 Drive chain and drive flange .................................. 87 Fuel tank and fuel tap ...................................... 89 Air intake ................................................ 92 Exhaust .................................................... 93 Footrest, main stand and brake pedal .......................... 94 Frame .................................................... 96 Seat ...................................................... 98 Speedometer, handle lock and tool kit .......................... 98 III. ELECTRICAL EQUIPMENT Ill- 1 ill— Ill— Ill-— Ill- lll- lll- VQCh-ACQM Battery .................................................... lOO Charging system ............................................ 103 ignition system .............................................. l05 Electric starter .............................................. l l 1 Miscellaneous equipment ...................................... ll5 Switches .................................................. 1 l9 Service tester .............................................. 122 WIRING DIAGRAMS ............................................ 124, 125 IV. ADJUSTMENTS AND SERVICE IV* 1 Ignition timing adjustment ...................................... 126 lV— 2 Valve tappet clearance adjustment .............................. 127 IV- 3 Carburettor adjustment ...................................... 129 lV- 4 Clutch adjustment ............................................ 129 lV- 5 Drive chain adjustment ...................................... 130 lV- 6 Cam chain adjustment ........................................ 131 IV— 7 Brake adjustment ............................................ 132 IV- 8 Cleaning air cleaner ........................................ 135 lV- 9 Cleaning oil filter .......................................... 135 IV-10 Cleaning fuel strainer ........................................ 136 lV—11 Throttle cable and grip adjustment .............................. 136 IV-12 Adjustment of change pedal .................................. 137 IV-13 Battery service .............................................. 138 IV‘14 Spark plug service .......................................... 138 l lV-15 Adjustment of head lamp and stop light timing .................... 138 IV-16 Lubrication ................................................ 139 V. PERIODICAL MAINTENANCE ...................................... 141 VI. RACING KIT FOR C392 .......................................... 142 VI- 1 Engine parts ................................................ 142 VI- 2 Frame parts ................................................ 144 VII. SERVICE TOOLS ................................................ 148 VIII. TECHNICAL DATA Vlll- 1 General data .............................................. 152 Vlll- 2 Dimensions and limits ........................................ 155 Vlll- 3 Torque specifications ........................................ 161 IX. TROUBLE SHOOTING ............................................ 164 ENGINE AND FRAME SERIAL NUMBERS The location of the engine and frame serial numbers on Honda 125 and Honda l50 motorcycles is shown in Fig. l and Fig. 2. The model, year and serial number can be told from both numbers, for example: (Modell (Year) (Serial No.) Engine serial number C92E —— 0 2357 Frame serial number C92 —— 60 357i Mistakes and confusion can be avoided if the correct engine number and frame number is referred to in the Parts List or Service Bulletin when ordering needed replacements parts. Always include the engine and frame numbers in correspondence. Warranty claims will not be approved unless the correct engine and frame serial numbers are included. These numbers are also used for motorcycle registration and identification purposes. infill“ -1 [I 392— 1.1.0.1: 4 \ Frame serial number Fig. 1. Engine No. Fig. 2. Frame No. set- I. ENGINE The engine powering Honda 125 and Honda 150 motorcycles is a four-cycle twin-cylinder overhead cam type. The overhead cam shaft is driven by a chain frOm the crank shaft. The crankshaft of C92 and C95 models is supported by two main ball bearings, and that of the C892 and CA95 by two outer ball bearings and one intermediate roller bearing. ’The crank pin is press fitted perfectly into crankshafts and balancer weights. The piston and stroke of this engine give high rpm and the port and combustion chamber are shaped to produce efficient and economical engine performance. Lubricant which collects in the sump of the under crank case is force fed by a crankshaft-driven plunger pump on the right side of the crank case to crankshaft main bearings, connecting rods, cylinder, piston, cam shaft and valves. A centrifugal oil filter on the right end of the crankshaft takes sediment Out of the lubricant. A specially-designed single carburettor is attached to the cylinder head with a heat insulator. A gear case in unit construction with the crank case encloses compact transmission gears and the gear change device. A wet mulltipate clutch installed on the inside of the right side cover is attached to the gear box. SERVICE 9 Partial servicing of the engine, depending on the location of the trouble, can be per- formed by carefully following the steps listed below. Fig. 3. Portions connected with servicing Fig. 4. Portions connected with servicing (l ) To service cylinder head, cylinder and piston, removeengine from frame, take off left crank case cover and disconnect the cam chain. (Fig. 3} (2) To service starting motor, remove and disassemble it. (Fig. 3] (3) To service clutch,'remove right crank case cover and disassemble clutch. (Fig. 4] (4) To service dynamo or starter motor, remove left side cover and disassemble. (Fig. 3l (5) To service transmission, remove engine from frame and take off under crank case after first removing both side covers. I-‘l . ENGINE REPLACEMENT l. Engine Removal Engine removal from the frame would follow the following procedures. (ll Remove the. step bar fixed on the under crank case, for standard engine. (Fig. 5i (2) Remove the left side gear change pedal link from the engine and the left foot rest (Fig. 6i and remove the left foot rest carrier for C892, CA95 engines. (Fig. 7) Fig. 5 Foot rest bar removal Fig. 6. Remcwing gear change pedal (C392) Fig. 7. Removing .eft foot rest carrier (C892) l2l (3] (4) (5l (6) Remove the exhaust pipes with mufi‘ler boxes on both side of the engine at the exhaust ports and muffler box brackets. (Fig. 8) Remove the carburettor covers. (Fig. 5) Take off tool box in order to re- move the air cleaner element with the tool tray board. (Fig. 9) The air cleaner can be disconnected from the carburettor rubber tube, by in- serting left hand through frame under the carburettor and unhooking the clip on it. Fig. 9. Attachment of tool tray board Unscrew the wire harness holder nut and release the clamp (Fig. lOl and disconnect all the wiring. (Fig. lll Remove the chain case cover (Fig. 12) and disconnect the drive chain at the ioint link (Fig. 13). Then take out the chain case cover (Bl (Fig. l4l and unhook the clutch cable end from the clutch arm. -'~ ._.__‘._. Fig. ll. Disconnecting wiring ~ dump ‘ (‘1'; ' Fig- ‘2- Removal 0* chain C058 COVE? Fig. 13. Disconnection of drive chain ioint .___.— _____ Fig. 15. Unstrewing carburettor mounting nu! (7) Separate the carburettOr by unscrewing the mounting nut anthe cylinder head. (Fig. 15! (8] On the right side of the engine remove the electric starter switch located on the right side of the frame, and disc0nnect the starter motor cable. (Fig. 16) Previous to this procedure,- remove the battery by unscrewing the clamp bolt and terminals of battery. lFig. 17]. f”.\ Fig. 17. Location of battery Remove the kick starter pedal tram the kick starter shaft on the right side of engine. Remove right foot rest and the brake pedal for C892. (Fig. 18] t9) Remove the spark plug cap at the end of the seCOndary wire and release the wire from the hole between the cylinder head tins. (Fig. 19] "(10) Place a support of suitable height under the crank case to support the engine before removing the engine mounting bolts. ll. Remove all the nuts from those bolts shown in lFig. 20) with numbers (D, ® ® on both side of frame. Fig. 19 Release secondary wire Fig. 20. Position of engine supporting bolts Then draw out the bolt (1) on both sides of the frame and the bolt ® should follow, then the rear end of the engine will drop Onto the stand. At last withdraw the bolt ® and place the whole engine on the stand by hand. Engine Replacement Engine replacement may be accomplished with the engine parts assembled, such as its condition at removal. The procedure may be refered to the items in the paragraph of " Engine Removal ” conversely if it is assumed that the ward " remove’ is replaced by ” replace ”. Proceed as follows: Ill l2l l3) l4l l5l (Cal (7) l8) I9] (10) Place the engine on a suitable stand and push the stand under the frame to the positiOn where the replacement will be convenient. Insert the front engine hanger bolt supporting the front end of the engine to coincide with the mounting holes. Insert the rear end mounting bolts on both side of the engine from outside of the frame. In this case, care should be taken not to forget to place a battery ground bond strap on the right side upper bolt. Tighten the nuts most securely. Replace the carburettor on the cylinder head. Replace the battery with the battery clamp and connect the cable terminals to the battery. Conenct the electrical wiring at connectors and install the clamp on the frame. Con- nect the starter motor cable at the starter switch which should be fixed on the inside of the frame. Place the chain case cover behind the chain at rear end of the crank case and join the drive chain with joint link. The directiOn of the ioint link should be inserted so that the slit end will point in the Opposite direction to the rotation of the chain. Hook the clutch wire end to the clutch lever and set the clutch cable holder between the crank case rear-end, and the inner chain case cover. Install the outer chain case cover. Attach the air Cleaner element to the connecting rubber hose and assure the fitting of the set rings and the insertion of the plastic tubes are brought from the carburettor and the vent hole on the cylinder head. Fix the air cleaner side-cover to the frame. Install the brake pedal and the right foot rest carrier on the frame. lCB92l Install both side mufflers and exhaust pipes. Install the foot rest (STD) or right carrier lCB92I, change pedal, kick starter arm, carburettor covers, tool box and battery box cover. Fill the engine crankcase to the specified level with the proper oil indicated in Section IV 16. Engine Dismantling Engine dismantling is presented in the sequence to be followed when the engire is to be completely over-hauled after removal from the frame (Fig. 21). The Operations of the proceduer pertinent to the clutch repairs, repairing of the starting motor and its devices, and the governor or A.C. dynamo repairs are also applicable separately with the engine in the frame, provided that wherever necessary the part of the engine parts to be worked on is first made accessible by removal of engine parts. .. .._ "—.‘_.~ w“ ._,_4.n Fig. 2]. Engine complete When the dismantling operations are performed, it is assumed that the oil has been drained prior to starting. l-2. CYLINDER HEAD AND CAM CHAIN The cylinder head is made of aluminium alloy casting with the valve guides and valve seats cast into the head. For the method of fitting, the cylinder head is required to expand under the temperature of 200~250°C in a furnace for the insertion of inserts at room tempreature. The valves, rocker arms and cam shaft are located on the cylinder head and driven by the cam chain from the crankshaft. Domed shape cambustion chambers are pr0vided for the improvement of efiiciency. Th cams for C892 and CA95 are difierent from the standard model. For engines after the serial number CB92E-0105il and CA95E—0l0139, a tachometer cable adapter is provided on the R. cylinder head side cover, and a tachometer drive gear is machined on the end of the cam shaft. if it is decided to install the adapter on the earlier engines, the cylinder head should be replaced as they are not interchangeable. (Fig. 24) l. Removal of Cylinder Head it t Remove the contact points cover and disconnect the green colored electric wire at the iunction 0n the plate (Fig. 22. Then the left crank case cover with attached contact plate is removed by unscerwing the cross-recessed screws retaining the cover t 3. 12) Remove the 8mm bolt that attaches the spark advoncer. In this Operation apply a hammer on the end of wrench by an impact anticlockwise, otherwise the bolt will not release owing to its rotatiOn in the same direction as the crankshaft. i '_ “~;'1Ww‘*> -' . ‘ r . Fig. 22. Primary wire at contact breaker l. Fig. 23. Removing A.C. dynamo rotor with extractor — ‘0 " f ‘15": 3. [3} Remove A. C. dynamo rotor with the extractor as shown in (Fig. 23.) After the rotor has been removed, remove the woodrufi key wedged into the crankshaft. 1. Cylinder Head Side C0ver Com Chain Adiust Sc'cw Cap Cam Chain Adtust Screw Nut Washer Cam Chain Adtust Screw .\ J...‘ \ 233523."... .523 =:. g .I O" Ring [‘35: :- r:- z 7 ‘N‘ ‘5'}. v. a"; Y? x. *5. , en f Com Chain Guide Roller Pin Cam Chain Tensioner Comp. Cam Chain Tensioner Pivot C0"! Chain g Tensioner Spring Guide ,A a: Cam Chain ’ Tensioncr Spring Fig. 24. Exploded view of cam chain system (4i Remove the 4 starter motor mounting bolts (6 mm) at the front end of the crank case (Fig. 25] and take out the starter motor from the chain by twisting the sprocket end of the motor towards the A. C. dynamo. ‘ Previously remove two clamps retaining starter motor cable under the crank case“ lFig. 26} In this case of the starter motor sprocket set-ring being difficult to remove, pliers are available. __n_.. (5) No more dismantling can be pe'lorn‘ed, beioie :emoizing the set ring on the starter motor shaft. Fig. 25. Removing starter motor Fig. 26. Pasition of clamps under crank case Remove the ignition coil, (CD in Fig. 27) attached on the left side of crank case for only engines up to the serial number C92E-937064. Remove the cross head screws (5, 6X30 mm and 1, 6X24 mm) and pull out the A. C. (9 dynamo starter base along with the starting chain and the sprockets as a ._]2_ \I- at (6) unit, then the starter motor sprocket will pull out concurrently with the other sprocket. Fig. 27. Locuhon of ignition coil and A. C. dynamo Remove the cam chain tensioner pivot bolt marked with an arrow in Fig. 28 and take out the cam chain tensioner. For accessibility in doing this, previously screw in the cam chainjtension adiusting screw attached to the Upper crankcase at the bottom. ‘t. - A _ _--,_.. _ _ - _ __ ...-L._AA.._. _ ......~«4 _-._ _.1 ”J Fig. 28. Cam chain tensioner pivot bolt (arrow mark) __]3__ Ari“ (7) l8) t9l Rotate the crank shaft until the cam chain joint appears on the side of the crank case where the cam chain tensioner rubber roller has been contacted. Then. remove the chain ioint and separate the chain. Remove the cylinder head cover by releasing 6 nuts on it, (Fig. 29), and the cylinder head may be taken oFf from the crank case as refered in Fig. 30. Fig. 29. Removal of cylinder head cover nuts Fig. 30. Removal of cylinder head and gaskets The procedure for removing cylinder head should be accomplished as follows. (Fig. 3]) 9—1 Remove L. cylinder head side cover and rotate the cam sprocket with rotating handle, provided in the service tool kit, until the chain will be released from the cam sprocket. Remove the cam sprocket from the cam shaft by unscrewing 3 bolts. 9-2 Loosen all tappet adjusting screws so that every valve may be set free from rocker arms. _..14._. 9-3 9-4 Remove distributor cap and rotor from the engines provided with distributor. Remove the R. cylinder head side cover. For the C392 and CA95 engines with tachometer drive gear: Remove the tachometer gear box cap and gear bushing retaining bolt. Pry out the oil seal located on the entrance, with a driver. Then withdraw the bushing and gear shaft. (Fig. 3i, 32l Remove 4 screws, one of which is located behind the gear bushing, and take oft the R. cylinder head side cover by rotating. (Fig. 33, 34) Remove both end set rings fixing the rocker arm clamp pins using thin nose pliers (Fig. 35) and drive out the rocker arm clamp pins by tapping frOm one side (Fig. 36). The rocker arms should be taken out from the tappet holes Fig. 31. Location of tachometer gear box Fig. 32. Removing tachometer drive gear __]5__. r__ .——... 20 mm sealing nut Tachometér gear \/K V on seal (5/ Washer aw—Sealing bolt Tachometer gear bushing R. cylinder head side cover Fig. 33. Display of tachOmeter gear box 3 Cam shaft gear Fig. 34. Cum shaft gear 4‘ Fig. 35. Removing set rings of rocker arm Fig. 36. Withdrawing rocker clump pins orm clump pin ,‘\ ‘4’“, 1;“ 9—5 Pull out the cam shaft assembly from the opening in the cam chain side of the cylinder head. liOl Remove valves and springs With the valve spring compressor which is used to hold the valve between its arms, compress the valve springs by means of turning the handle and remove the valve cotters from the top of the valve stems. (Fig. 37} Fig. 37. Removing valve cotters using spring compressor Remove all valves and tag to indicate the location of each in the cylinder head. ll. Inspection and Repair ‘IP ll l Cylinder head Carefully remove all carbon deposits in the combustion chamber and on the valves . with a suitable scraper. Be careful not to scratch the parts. Clean all parts with solvent. l—l Replace the cylinder head it it is cracked or warped more than 0.004". If it is warped less than this, the distortion may be removed by putting lapping compound on a Flat irOn surtace and rubbing the head against it. Also, check the manifold surface and smooth it it needed. a _]7_. n l2) 1-2 Inspect valve seats for burns, pitting and wear before retacing them. it valve guides ear to be replaced, this must be done before the valve seats are refaced. Refacing tools are cutters with angles of 30°, 90°, and 120°. First, use the 90° cutter to' correct seat angles on both inlet and exhaust valevs until all faults disappear. Measure the seat width, which should be within r¢.04”-0.06” “0-1.5 mm) after refacing. lf it is more than this and the valve seats deeply, reface the top of the seat with a i20° cutter. Measwe the width again. If it is still excessive. use a 30° cutter to correct the width. 120° Cutter Valve Head Thickness fry "20201033333203 " " § 9 . % ‘Valve face 30° Cutter 90° Cutter Valve Guide Fig. 38. Cutting angles of valve seat and valve Do not cut the valve seats any more than necessary to bring them to specifiv cation. The valve seats are "shrink fitted" in the cylinder head, so do not attempt to replace them. l-3 Measure the inner diameter of the cam shaft bearing. Replace a head which is worn or excessively warped out of the round. Valve guides Check valve guide bores with a ”go" and "nogo" gauge lplug gauge) it available. inside diameter is listed in specifications on page 156. Any valve guide which is broken or worn enough to give excessive clearance between valve stem and guide must be replaced. The guide is shrink-fitted in the cylinder head at temperatures of 200°—250°C, and if it is necessary to replace the guides in a workshop where there is no suitable oven, it is advisable to replace the complete cylinder head instead. The inlet valve guide has a hole which connects with an air vent drilled through the cylinder head, so be sure the holes correspond if an inlet valve is replaced. ._]3_. (3) This is designed to prevent oil entering the combustion chamber through the clearance between valve stem and guide. Cylinder Head ' Inlet VOIVe \ ‘ / Inlet Valve Guide Drilled Hole Fig. 39. Section view of air vent of valve guide Valves Burned, warped or worn valves which are unserviceable must be replaced. Check by visual inspection. Measure the valve stem diameter and valve head thickness to see that they match the specifications. lp. 158) Replace unserviceable valves with worn stems or heads. if a valve refacer is available. reface valves until traces of wear on head disappear. lFig. 40l After refacing, valves must be lapped into the valve seats. Service the valve seats first, if needed, and use a good lapping compound. Do not lap valves more than necessary. Stop lapping as soon as an even face seating is seen around the valve when lapping compound is wiped off. _]9_ Thickness of valve head after refaced l4] 5 l 1.0 mm _L Deface 45° Rclace Angle Fig. 40. Refacing of valve seat Fig. 4]. Using valve spring tension gauge Valve springs Measure the free length with a ruler and check the right angle of the valve springs. If springs exceed allowable tolerances listed in specifications lp. 159l, replace them. Test for tension with a valve spring tension gauge. (Fig. 4H Replace springs that are not within specifications. lp. l59) Oil seals On engines with distributors (up to No. C92E737064t and C892 and CA95 engines with tachometer gear boxes, check the oil seal on the lighl SldC COver‘ lor oil seepage. Replace any oil seal that leaks. j ’m'\ (6l t7} Valve rocker arms, and clamp pins Check rocker arms and replace any worn more than 0.002” (0.05 mm) at the point which touches the cam. Check the outer diameter of clamp pins and the clearance of the rocker arms and replace any not within the specifications. lp. l59l Cam shaft A sectional drawing of a cam shaft is shown in Fig. 42. Cam shafts for various models are : l8) Model C92, C95 ‘ C892. CA95 Racing late C892 Part Number 921416 B92l9lé—IIA l YBWMMA W.”l‘ tachometer drive gear Height of Valve lift Base Circle. C: Curve Measure the maximum height of corn and outer diameter of i0urnal and replace corn shaft worn beyond limits in specifications. lp. l59l Cam sprocket and cam chain Check the cam sprocket cogs for cracks or excessive wear. lllllllllltlllllt' lf 0 special micrometer for measuring diametrical distance 1H betWeen valleys of cogs is available, refer to the specifica- tions lp. 1591 and measure. Replace ’a sprocket that is / cracked or badly worni /’/-Wi 7""; 3kg Measure the cam chain's total length after suspending a 4 3kg. weight on one end. (Fig. 43) Fig. 43. Measuring overall length of chain .._2]_ Replace chain if overall length exceeds specifications. (pp. 159) Assembling and installation of Cylinder Head ill (2) (3) (4) insert valves into valve guides to which they have been lapped. Do not mix up valves and guides. Place the valve spring seat, inner valve spring, outer valve spring and valve spring retainer over the valve stem. Campress the valve springs with a valve spring compressor until the valve stem slit emerges above the valve spring retainer. Set the valve cotters. Use thin nose pliers to set the valve cotters in the slit. Remove the spring compres— sor and tap the valve spring seat lightly to check that the cotters are set accurately. install the rocker arm side collar and the rocker arm with the rocker arm clamp pin inserted through the cylinder head. Place the circlips on both ends of the clamp pin and check the fit by tapping the clamp pin lightly. Install the cylinder head right side c0ver, inserting the packing between the cylinder head and side cover, and tighten the screws firmly. Use new packing and apply a thin coat of gasket sealant to make the fitting oil tight. Holding up the ends of the rocker arms. insert the cam shaft. Place the washer on the end of the cam shaft and attach the cam sprocket with 3 bolts (6 mm} and spring washers. The holes are not evenly spaced, so the washer and sprocket must be turned until the holes line up. Fig. 44. installation of cam chain to cylinder head ~22— “”3 1 17'1‘\ For engines with a distributor, first polish the electrical contact points in the rotor and distributor cap with fine emery paper, then install the cap and fix it with a clamp held by one of the side cap screws. For Honda l25 Super Sport engines, install the speedometer cable gear shaft and bushing and fix it with the setting bolt. (5) Fit one end of the cam chain onto the cam Sprocket and rotate the sprocket until the inlet side of the chain hangs about 6” ((5 cm] shorter than the other end. (Fig. 44) (6) After fitting the head gasket, cam chain case packing and (0 mm O-ring for the oil passage, place the cylinder head on the cylinder while threading the corn chain along both sides of the chain guide roller in the cam chain case of the cylinder. Fit the cylinder head cover packing in place, install the cylinder head cover and tighten down stud nuts with flat washers under each. Apply a thin coat of gasket sealant before fitting the right rear nut, which is dome-headed. It is important that the nuts be tightened gradually in the correct sequence. (Fig. 45, 46) Tightening torque is (0-15 ft-lbs. r - 'rfiyu‘lV-t‘ttar -« ._ .4 o ..«».;“e9 \{l .I .iu'ifluuw.‘ ‘ , H ‘ ‘ Fig. 45. Tightening order of Cylinder Fig. 46. Checking tightening torque for stud nuts stud nuts (7) When connecting the ends of the cam chain, first set the timing mark " O " on the corn sprocket so that it coincides with the notch marked on the cylinder head just above the left side cover packing. Place the mark on the timing sprocket of the crank shaft at the lowest point on the center line between the sprockets. (Fig. 47) The crank shaft spiel is opposite the timing mark. Fig. 47. Fig. 48. mark Com chain ioint Setfing timing of sprockets Adiusting cam chain tensioner -24— \ l o l v.‘ -n. (' 'r‘l‘w Join the ends of the cam chain with a cam chain joint. Be sure that the cam chain joint is installed so that it trails in the direction that the chain mavse; that is the open end of the clip pointing toward the timing sprocket. (8) install the cam chain tensioner with the pivot bolt. Turn the crank shaft in the direction at engine rotation a little. It the tensioner was screwed down tight during disassembling, loosen the cam chain tensioner until the guide barely separates from the end of the adiusting bolt. (Fig. 48l Tighten the lock nut. (Specifications p. iéll (9) install the A. C. dynamo stator base and assemble the dynamo. (See p. 103) I-3. CYLINDER, PISTON AND PISTON RING The cylinder is contained in the cylinder block made of special cast iron and the bore is finished with a honing machine to an accurancy of 0.0004” (0.01 mm) of taper and roundness. The right rear cylinder stud hole serves as an oil passage to the cylinder head. The cam chain is enclosed in a chain case located on the left side of the cylinder b|0ck. The dome-crown piston is made of high silicon aluminium alloy. lt is oval shaped and taper ground with a relief area on both sides of the piston pin hole. There are two compression rings and one Oil ring. Directional Mark Inlet Side Ofi-set. 1.50mm Fig. 49. Location of piston pin hole _25_ The pistOn pin is finished very precisely and fitted in an OFF-set position i.5 mm on the inlet side of the piston center line. (Fig. 49) l. Removal of Cylinder & Pistons ii } After removal of the cylinder head, and removal of the 2 stud nuts (6 mm) located on the left side base of the cylinder, the cylinder block can be lifted from the crank case over the stud bolts. (Fig. 50) Fig. 50. Removing cylinder head ‘fln, Fig. 5?. Removal of cylinder head (2) Remove both outside piston pin clips with sharp thin nose pliers and draw out both piston pins, (Fig. 52) which enable removal of the pistons from the rods. (3) Remove the piston rings from piston-ring grooves: expanding with fingers or a special tool it available. ~26— Piston Ring Set Piston Pin @rsc” Fig. 53. Exploded view of pistons Inspection & Repair of Cylinder, Pistons and Rings (ll (2) (3) (4) Remove all carbon deposits from the crown and grooves of the pistons. Check the flatness of the cylinder bore with a straight edge and the bore with a gauge. Rebore or recondition the cylinder if it is marred by 0.002” (0.05 mm) or more. Check the cylinder bore for roundness and taper with a cylinder gauge and rebore or recondition if it does not c0nform to the SpecificatIOns. (p. 155} (Fig. 54} If the cylinder bore is scored or tapered or out of round less than of 0.002” (0.05 mm) it may be honed to enable new piston rings to seat prOperly. If the cylinder is damaged more than this, it must be rebored. __27_ l5) (6) l7) Fig. 54. Measuring cylinder bore Pistons and rings are available in 0.15, 0.30 and 0.45 mm (0.006”, 0.0118” and 0.0177”) oversizes. The amount of reboring and honing necessary can be determined by measuring the size and subtracting it from the next oversize which will clear up the flaws. Both cylinders must be refinished to the some oversize to keep the engine balanced. When reboring, a minimum of 0.0008” 10.02 mm) must be left for honing. Do not try to bore to the exact oversize, as honing is necessary for final finishing. The rebored cylinder must be finished to within 0 to 0.004” (0 to 0.01 mm) of the correct oversize. Examine pistons for cracks, burrs or scoring and replace it damaged. When a cylinder is rebored, an oversize piston must be fitted. When old pistOns are being refitted, measure the diameter at the piston pin hole‘ and 90° opposite with a micrometer and replace pistons which are defermed more than listed in the specifications. lp. 156) (Fig. 55) The clearance between the piston and cylinder wall should be 0 to 0.0012” 10-003 mm). Install new piston rings in the piston grooves and use a gauge to measure the piston ring side clearance. (Fig. 56) Replace pistons if the clearance is mere that listed in the specifications. lp. i561 —28——— l8) l9) Fig. 55. Measuring piston diameter Fig. 56. Measuring clearance between piston ring groove and ring Twist the piston back and forth by hand after connecting to the rod with the piston pin. If any movement can be felt, replace the pistOn. Replace piston rings whenever the engine is overhauled. To fit new piston rings: 9—1 Fit each ring squarely in the cylinder bore about i” from the top. Measure the piston ring end gap with a feeler gauge. The gap must be 0.008”-0.02” (0.2 mm-0.5 mm) for bath compression and oil rings. (Fig. 57} 9-2 If the gap is less than 0.008”, file the ends of the piston ring squarely with a fine file to obtain the proper gap. If the gap is more than 0.02”, replace with a new ring. Oversize rings are available in sizes listed in || (4) above. __29_ 9-3 9-4 Before fitting new rings in the grooves of new pistOns, roll the ring in the gr00ve all the way around the piston to make sure it fits freely and there are no obstructions. (Fig. 58) Be sure not to fit the rings upside-down. which would result in poor performance. Fig. 58. Checking fit for ring in piston groove The shapes of the rings are shown in Fig. 59. The side with the manufacturer's mark punched on it must be placed on top. _30_ -\ t - ‘ llOl Piston lSuriacel lShapel lWidthi mm Chromium Right 1 5 I 5 Top Ring —-‘@ Plated Angled 2nd Ring-”w Parkerized Mitred 1.5 1.5 3rd Ring Parkerized Grooved 3.0 2.0 C 92 Racin C 95 , 9 CB 92 K" 0.3mm (0.012”) CA 95 lSquare edge.) Trade Mark [Face upside) Fig. 59. Section view of piston rings and marks on ring Measure the outside diameter of the piston pin and replace it if it is worn or out of the round more than listed in the specifications. lp. 157) Ill. installation of Piston and Cylinder (ll l2) l3l Fit the piston rings into the correct grooves On the piston. It is best to use a ring expander. Do not fit the rings in the wrong groove or upside-down. Fix a circlip on one end of each piston pin. Insert the piston pin through the piston and c0nnecting rod and fix with a circlip on the other end of the piston pin. The piston pins should be installed from the right side of the left piston and the left side of the right piston. Be sure the piston is fitted with the arrow mark 0n the crown pointing forward. (Fig. 60) Place the cylinder packing on the crank case. Be sure it is placed so that the holes correspond and that the oil passages are Open and matched correctly. Lock the pistons at top dead center by placing a wooden block between the piston skirts and the crank case. Fit pistOn ring compressors around the rings on both pistons. Install the cylinder block onto the pistons, tapping it down gently with your hand. Remove ring cempressors and wooden block after the rings are fitted into the cylinders. (Fig. 6 ll _.3]_ Fig. 60. Top view of piston Fig. 61. Installing cylinder {4| Tap the three dowel pins into the cylinder and fit the cylinder head gasket, cam chain rubber packing and rubber " O " ring around the oil passage dowel pin. l5) Install the cylinder head and tighten the stud bolts on the head (refer to p. 162). Tighten the 6 mm stud nuts to attach the cylinder cam chain case to the crank case. —32— . l—4. CRANK SHAFT AND CONNECTING ROD Two types of crank shaft are available, one for standard engines and the other for the CB9? and CA95. The standard crank shaft has two' main ball bearings which support the crank shaft and a single crank pin press-titted to the right and left crank shafts and two balancer weights in between. In machines with engine numbers above C92F—939667 the outer race of the ball bearings is thicker than in earlier models. The C892 and CA95 engines have two ball bear- ings and one intermediate roller bearing supporting the crank shaft, and right and left crank pins incorporated with balancer weights to which the crank shafts are press-fitted. The complete crank shafts are press fitted to the center crank shaft. Connecting rods and big end roller bearings have been modified twice in standard and Super Sports engines, therefore there are 3 kinds of parts according to the engine number of the machine being repaired. (Fig 62, 63) The main ball bearings how a groove around each race and are push fitted on the crank shaft. On the right end of the crank shaft, the drive gear is fitted onto a spline and locked with a nut. On the left end, the timing sprocket is fitted with a dowel pin. ln engines with serial numbers above C92E-931006 or C95E-9l2778, a helical drive gear is provided instead of the spur gear in earlier models. (Fig. 64) Connecting Rod Crank Pin Scaling Plug Roller Retainer - l - P‘ Q Yl 3 \_/ I Timing Sprocket Dowel Ball Bearing Set Ring A 7/ Roller 5X5 Flywheel Lock Nut 16mm 6304 H5 Lack Washer Ball Bearing Crank Pin Weight Drive ‘Gear Side Spring R. Crank Shaft Primary Drive Gear Fig 62. Exploded view of crank shaft [standard model) _33_ Piston Pin é) Roller Retainer —C0nnecting Roller Bearing 5X5 Roller Rod 6304 HS ab _ a a D D ~—-—— 5.1.9: G O G a Crank Pin Weight Center Crank Shaft R. Crank Shaft ( ,. L. Crank Shaft 3 ill/fl 2/ Fig. 63. Exploded view of crank shaft (C392 8. CA95) Caution tag 901371A Fig. 64. Helical drive driven gear Fig. 65. Instruction of anti-thrust rubber piece Filtered oil is force fed into a passage in the right crank shaft which leads to the crank pin. {Refer to p. 57] To prevent damage by the crankshaft during shipping, a rubber anti-thrust piece is placed between the head of the dynamo rotor clamp bolt and the contact breaker cover at the factory. A caution tag is attached to the starter button. Be sure to remove this rubber piece on new motorcycles before starting the engine. (Fig. 65) __34__ Removal of Crank Shaft (1) Start dismantling from the condition where the cylinder and pistons are striped as mentioned in the previous paragraph. (2) Remove the right crank case cover, oil filter and the clutch assembly iP. 42}. Fig. 65'. Anti-thrust piece «~ ~. H I; I . .1, V 'r. ‘ o l l ~.....~’ m ‘W‘i . g {‘5 u— ’ .__ ‘ ‘ 1 a u" an“; U) j.‘.’ ’ “mu- ‘h‘l I 414 N} "a, t' , -...?:.'.’ rs” . u- % Fig. 66. Removal of under crank case -35— fix l3) (4) (5) l6l l7) (8} (9) Remove the oil pump with clutch outer. Unscrew 3 (6 mm) and 2 (8 mm) nuts retaining the upper crank case. Place (6 mm) the crank case upside down and remove 6 stud nuts, (8 mm) 2 stud nuts and 6 bolts (6 mm). Remove the under crank case ’giving a gentle tap with wooden hammer. (Fig. 66l RemOVe the crank shaft assembly. Take out the timing gear with extractor. (Fig. 67) With a small chisel and hammer, straighten the lock plate on the drive gear retaining nut. Remove the nut, lock plate, washer and gear. Both side main bearings can be prised Out by using a bearing extractor. Inspection and Repair of Crank Shaft ill (2) Cleanse all the parts with cleaning solvent and wipe dry. Fig. 67. Removing timing gear with extractor Main bearings 2-] Hold the main bearing inner race with one hand and rotate the outer race with the other hand in order to check the smoothness of rotation or noise. Replace the bearings if there is excessive noise. Mount the bearings On the crank shaft with the crank shaft supported by V blocks at the balancer weight. Set a dial gauge at zero on the surface of the outer race of bearing and force the outer race up and down radially to measure the amount of free play. Maximum allowable free play is 0.0002” (0.005 mm). (Fig. 68l Visually inspect the surface of the crank shaft iournal, on which the ball bearing is mounted. Replace the crank shaft if any defocement or distortion appears. —36- / // ,'5‘/}7///' i Fig. 68 Measuring run-out of main bearing (3) Connecting rods, crank pins and big end bearings 3-] Measure the inside diameter of the small end of connecting rods, replace the connecting rods when reassembling the crank shaft, if they exceed the specified limit. 3-2 Place part of the balancer weights of the crank shaft on V-blocks and measure the maximum amount of big end axis play by farcing the connecting rod vertically up and down. Use of a dial gauge is advisable for this purpose and the measurement should be done in the direction of small end and the right angles to same. Overhaul the crank shaft it the amount of play is more than 0.0002” (0.05 mml. (Fig. 69) ~74. Max. displacement at small end Dial Gauge Move connecting rod big end vertically la—bl-‘eBearing or‘twisting of connecting rod Fig. 69. Measuring radial play of Fig. 70. Measuring swing of Fig. 71. Measuring distortion connecting rod big end connecting rod of connecting rod 3-3 Measure the axis play of connecting rod big end located between the crank shaft and balancer weight. Maximum allowable play is 0.04” ll mml. Therefore, overhaul the crank shait it it exceeds this specification. _37- i4l l4'l 3-5 3-6 Hold the big end at the center of the circle and swing the small end to the axis of the crank shaft. Maximum allowable limit is 0.2” (3 mml, therefore, overhaul the crank shaft if it exceeds this amount. (Fig. 70) The total amount of distortion consisting of bending, twisting and uneven dfeacement in the connecting rod is measured by the amount of discrepancy between both ends of a 200 mm bar inserted in the small end of the connecting rod, when it is swung as in the paragraph (3—4). if it exceeds 0.08” (2 mm), dismantle the crank shaft and inspect. (Fig. 71) After the crank shaft has been dismantled, trace the cause of the faults by measuring the parts including connecting rod big end, connecting rod rollers and crank pin. The maximum allowable limits are listed on P. 158. Replace the parts worn and also those parts which have any surface flow. Measure crank shaft run-out For checking run-out of the crank shaft, place main bearings on V-blocks. Locate a dial gauge at the ends of crank shaft where spline or taper are not machined, and gently rotate the crank shaft reading amount of run-out in the gauge. Maximum allowable amount is 0.0012” (0.03 mm) for newly assembled. (Fig. 72} Fig. 72. Measuring crank shaft run-out Center bearing The center roller bearing on the crank shaft of C892 & CA95 is able to be measured in accordance with the procedure of paragraph 3-2. Dismantle the crank shaft if it has play in excess of the amount of more than 0.002” (0.05 mm). Measure and check the fault after dismantling. _33__ l5) Dismantling oi crank shaft Using special iig provided, and 10 to 15 ton press, the crank pin can be pushed out from the crank shaft and balancer weight. Place the crank shaft on the hydraulic press and suppOrt one of the balancer weights firmly. Drive out the crank pin with an aid of a suitable bar which is smaller than the crank pin in diameter, applying hydraulic pressure. (61 Assembling crank shaft Use the same hydraulic press and a specialized jig for assembling. First, press the crank pin in the R. crank shaft and install cannecting rod with rollers and press the balancers in. Then assemble the L. crank shaft and connecting rod roller by holding the balancer weight firmly. Attention should be paid so that the oil hole in the crank shaft coincides with the one in the crank pin. Ill. Installation of Crank Shaft lll Place the upper crank case on a block with the inside facing upwards. 'l i {2) Position the complete crank shaft on which the main bearings are installed, with the ' cannecting rod hanging down-wards. in this position, grooves on the main bearing Fig. 73. Gaskets and packings for engine assembling _39_ and bearing housing on the crank case should coincide by means of set rings inserted between them. Set a dowel pin between the crank case intermediate housing and center roller bearing for the models C892 and CA95. (3) Apply a coat of Gasket Paste‘lliquid gasketl on the mating surfaces. (4) Place the under crank case on the upper crank case, when it is assured that the transmission gears and shifting devices have been completely assembled. (Refer to P. 55l. Before covering the under crank case, ensure that the oil separating plates are fixed in. (Fig. 74) Tighten all the nuts and bolts. (5l install the right crank case cover, left cover, cylinder and cylinder head with all their internal mechanisms. (6) All the gaskets and packing, except liquid gasket, requierd to be replaced when assembling the engine are shown in Fig. 73. MEMO _4o_ l-5. CLUTCH The clutch has four friction discs and four plates. It is located on the right eno of the transmission main shaft inside the gear box and is fixed with a set ring. The primary drive gear is fitted to the clutch with 6 ‘rivets through damping rubbers which prevent shocks from acceleration and deceleration from being transmitted to the gears. Pulling in the clutch lever twists the clutch lifter, making it push the clutch rod and disengage the gears. The clutch plates dip into the right crank case cover oil sump, increasing clutch efficiency. Clutch Outer Driven Gear Cushion Rubber Clutch Spring L. Crank Case Cover Main Shaft Clutch Lifter Thread Clutch Adjuster ——— . Clutch Litter Joint Piece Thrust Washer 20 mm Clutch Rod Thrust Washer Ol P R d Clutch Center i ump 0 Clutch Drive Fiate Clutch Wire Clutch Facing Clutch Plate Clutch Plate Fig. 74. Sectional view of clutch ass'y _41_ I. Dismantling of Clutch ( l 1 Remove the R. crank case cover, unscrewing the ll cross screws. haft. (2) Remove the oil filter cage which is inserted over the end of the crank 5 Then take apart (3) Remove the 4 bolts (6 mm} retaining the clutch plate (Fig. 75). . the clutch plate and clutch springs. l i Fig. 76. Removing clutch lifter ioin (4) Draw out the clutch lifter joint piece (Fig. 76l and the clutch lifter rod complete. (5) Remove the set ring at the end of the transmission main shaft using set ring remover. Then the clutch center may be removed. (Fig. 77) _42__ l6) (7) l8) (9) Remove the plunger oil pump mounting stud nut and holding bolt. The clutch outer and the oil pump is removed as c unit, pulling them out together. Remove thrust washers. Separate the oil pump plunger arm and piston from the oil pump body. When required to remove the pump arm from the clutch outer, remove the set ring mounted behind it with a set ring remover. (Fig. 78) Fig. 78. Removing oil pump rod set ring _43_ (10) At the left side of the engine, remove the L. cronk case cover. Remove the 6mm bolt retaining the clutch odiuster fixing piece, then the clutch odiuster complete may be remOVed from the cover. (Fig. 80). Unhook the clutch lever spring from the cover. (tll Unscrew the clutch lifter thread complete frOm the adjuster. (Fig. 79) Clutch Spring Retaining Plotd Clutch Plate 8 Fixing Piece Clutch Adiuster Clutch Lever ' . I \ ,_ ‘c-c, ‘ I " x -' 4: \ . ‘ , ,- ’ 9, (614 ‘ ‘ x \ ' , I . -. i v ‘ ‘49, 4. $3. -. ,. ' ' i"\ c , ,‘r ‘4 s" M _ . \ §§ - _ . ' .‘ .. x -_ _/ < ‘ t ‘ ~- ‘ Spring - " / ”$1“. ’> _/ ‘ ’ ' . ‘ ( n ' ,1 ,<. 9 ‘ Clutch Litter Thread Comp. 0 Clutch litter Rod Comp. _ Fig. 79. Exploded view of clutch _44_ I-6. TRANSMISSION AND KICK STARTER The transmission gear box is enclosed in the crank case and pOWer produced by the crank shaft is transmitted to the transmission by helical gears. The input shaft is called the transmission main shaft and the output shaft is called the transmission counter shaft, on which the drive sprocket is installed. There are 4 gears on each shaft which mesh with one another and are manually shifted in or out of mesh by the mechanical linkage of the shift arm, shift drum and shift fork. The gears have spur gears on the sides and are hardened to give long, trouble-free service. Operation of gear change There are two kinds of changing mechanisms for the Honda (25; one is a "rotary type” and the other a "return type" gear change. The rotary is installed on Honda (25 standard motorcycles with engine numbers up to C92E-l2000 and the return on later standard machines and on C892 and CA95 motorcycles. The difference in the two systems is shown below: 1 l , 2nd (I strl I str. I]! \\\ I, \ I 3rd I Low | (I str.l l I I I \\ Tap (1 str.) \ ’1 / / - Neutral ‘1 5'” (Str. : Stroke) Return system: (with Stapperl (Stopper) LomeeutralT”""’2ndT""3rd;‘”"Top (Stopper) 12 str. % str. l str. 1 str. The rotary type has no final position, while the return type has stoppers below low gear and above top gear. Manual force applied on the change pedal by the foot is transformed into rotary motion of the shift drum, which operates two shift forks fitting into grooves on the drum. (Fig. 82) The rotary motion of the drum is changed into a ial motion of the shift forks because of the cam action of the grooves on the drum. and the drum is interlocked by the stopper. _47_ "'"' m“ ‘l A; , +4.34. - .' 7.4M _ ,-_. ___ _-- Fig. 80. Clutch lifter thread complete ll. Inspection and Repair of Clutch ii i Visually examine the outer appearance of all composite parts for damage or flaws Replace faulty parts. i2) Measure inside diameter of the clutch outer, and replace it it does not meet the specifications lP. l59l. (3} Measure the thickness of the clutch plate and facing for wear, corresponding to their specifications. Measurement of surface distortion of these parts is done by placing them on a surface plate and checking any clearance existing on or around the circumference of the clutch—plate, visible between the Fiat surfaces. Amount of distortion, which may be allowed to the limit, is mentioned in the specifications lP. 160). l4l Measure free height and squareness of all clutch springs and replace if any of them are beyond the limits of the specification lP. l60l. (5) Check the general condition of the drive and driven gears, back lash between them and inspect for evidence of excessive wear. Replace excessively worn, damaged gears. (6) Replace the oil seal fitted in the lifter thread adiuster if any tendency of oil seepage appears. Ill. Assembly of Clutch ill After the gear shift arm and kick starter spring and other relevant parts are com- pletely installed on the crank case, the clutch assembly should be commenced. {Fig 8i) (2) Insert 20 mm thrust washer on the transmission shalt, position the oil pump gasket _45_ E—____— rt r‘ ':\ 3“ t l I H z w Fig. 85. Second gear Fia. 86. Third gear Fig. 87. Top gear Operation of kick starter A kick starter is positioned at the rear of the gear case. its piniOn gear is meshed with the counter shaft low gear, which connects with the crank shaft through the transmission main shaft. When the kick pedal is depressed, the pawl an the ratchet engages with the starter pinion and rotates the crank. When the pedai is not depressed, the pawl rests on the starter Spindie bushing, preventing interference with the pinion. (Fig. 88} _49_ .0?‘ ‘ l3] (4) (5i l6) l7] - , ”0”,. v Fig. 81. Display of clutch parts and install the clutch outer with oil pump body as a unit. Install the clutch outer camplete and fix with~~the set ring Onto the transmission shaft. Tighten the oil pump stud nut and bolt. Set the clutch plate 8 to the bottOm, and alternately install four clutch facings with the three clutch plates A. Insert clutch lifter rod complete and the ioint piece in the transmission main shaft. Install the clutch pressure plate and clutch springs 0n the extrusions of the clutch center. Tighten the springs and retaining plate firmly with 4 bolts (6 mm). Insert the oil filter camplete over the crank shaft and install the right cover with its gasket. Fix the clutch adjuster assembly Onto the L. crank case cover and hook 0n the return spring. Apply grease into the adiuster through the nipple, using a grease gun. Adjust the clutch referring to (P. léol. Geors are changed by the shifting of the main shaft 3rd gear and counter shaft 2nd gear, which are connected to the shift forks. The gear positiorus are shown in the following pictures: (Fig. 83, 84, 85, 86, 87l Shift Drum Stopper Shift Drum Stopper Shift Drum Arm Pivot Stopper Spring 12° V t, Shift Spindle Shift Return Sprinri Fig. 82. Mechanism of change lever c 9r \ of, Neutral Fig. 83 Neutral Fig. 84 Low gear Pawl Spring Kick Starter Kick Starter Ratchet Ratchet Starter Spindle Bushing Pawl Pin 14mm Ratchet Pawl Calked end Starter Spindle Low Gear Fig. 88. Mechanism of kick piniOn Gear ratios Gear teeth numbers for gear trains and their gear ratios are follows. Standard C892 (C92—C95l CA95 Drive Gear ........................ 16 .......................... 16 Driven Gear ...................... 62 .......................... 62 Gear ratio to transmission ............ 3.875 .......................... 3.875 Transmission main shaft gear .......... 14 T .......................... 14 T ,, 2nd ............ l8 .......................... l9 ,, 3rd ............ 18 .......................... l9 ., 4th ............ 25 .......................... 25 Counter shaft gear ................ 22 .......................... 22 ,, low ............ 34 .......................... 33 ,, 2nd ............ 29 .......................... 29 ., 3rd ............ 25 .......................... 24 Gear ratios; at Low gear ............ 2.61 .......................... 2.36 _ 50 _ 3rd .................... 1.19 .......................... 1 043 Top .................... 0.88 .......................... 0.840 Final drive sprocket ................ 15 .................. 15 (CB 921 18 (CA 951 Final driven sprocket ........... ' ..... 4 0 36 .................. 44 (CB 921 36 (CA 951 Secondary gear ratio (final drive) ...... 2.67 .......................... 2.93 Kick pinion ........................ 18 .......................... 19 l. Dismantling of Transmission and Kick Starter (1 1 Place the engine upside down on a suitable stand and remove the under crank case, after the parts enclosed in L. crank case cover and R. crank case cover have been removed. Unhook the coil spring attached on the upper crank case, for kick spindle. (21 Then the transmission shaft, counter shaft and kick spindle with their respective gears, bearing and bushing can be detached from the upper crank case. (Fig. 881 (Fig. 901 Main Shaft Second Gear Main Shaft Transmission Third Ton Gear Thrust Washer A 00° 0 Bearing Bush A Oil Seal @— 8258K: “'_’-——_—'-'-- 6204HS T . . BO” lOflSmXSSIOh Main Shaft Set Ring O Bearing Ball Bearing Set Ring 8 Oil Seal Ball Bea ring 204710TC Set Ring B Counter Shaft Sealing Plug // -1...————-——- 6204 HS Ball Bearing Thrust O Washer A Transmission Law Gear Drive Sprocket Fixing Plate Drive Sprocket Transmission 15" Bearing COunter Shaft Bush 3 Set Ring Counter Shaft Counter Shaft Third Gear SecOnd Gear Fig. 89. Exploded View of transmission -5]_ (3) (4l (5} (6) 7*“ --_ __....Vv.._.._ . _ _ l illl’iittlthiir Fig. 90. Kid: starter ass'y Fig. 9!. Changing links With set ring remover, remove the set ring attached on the main shaft and counter shaft which retain the main shaft second gear and counter shaft third gear. Remove the sprocket by unscrewing the 3 fixing bolts (6mm). (after Engine No. C92E-9256l0 they were altered into 2 bolts.l 1 Then the oil seals and main bearings can be extracted from their shafts. RemOve the set ring on the left side of the change shaft. Then tap gently with wooden hammer on the serrated end of the gear shift spindle while depressing the gear shift arm link (at until the proiection of the link will not interfere with the gear shift arm guide. (Fig. 9i) Remove the shift stopper arm pivot bolt (bl and detach the stopper arm. Remove shift drum guide, roller mounted, on the top of the crank case (Fig. 92} for standard model. Remove 2 bolts retaining shift drum guide screw and take out the guides. (CA95, C892 and all export models for C92 after the engine number _of C92E-12001l (Fig. 93: Straighten the lock washers folded over on the selector fork guide pins with a chisel and a small hammer and remove the selector fOrk guide pins. Remove the neutral switch rotor from the end of the shift drum. Then the shift drum can be extracted from the upper crank case. (Fig. 94) -52- 1—} f. % Shift Drum Stopper Spring Shift Drum Stopper ? @ Drum Stopper Guide % Upper Crank Case Shift Drum Stopper Roller Pin Shift Drum Stopper Roller °° ~. -——St Shiith a p13,?” Drum lStopper Type) Shift Drum Lead Groove (Rotary Type) Fig. 93. Removal of shift drum stopper roller (C592 & CA95) _.53_. “\ Neutral Switch Stator Gear Shift Fork Shift Drum Stopper Arm Pivot Shift Drum Guide Collar Shift Drum Guide Screw —'§ Shift Fork Pin on Seal 1“" Woshe' 12254.5V Gear Shift Drum Gear Shift Arm Guide Gear Shift Drum Pin Fig. 94. Exploded View of shifting system if. Inspection and Repair of Transmission ii 1 Before dismantling the crank case check and examine for seepage or leak from the oil seals and blind plug. If any tendency of this appears. replace oil seals and plug. l2i Inspect all components for excessive wear, cracks or damage, and replace any faulty parts. (3) The ball bearings on the counter shaft and main shaft can be checked for excessive wear as follows: In the case where they are attached on their shaft, move the outer race radially with finger pressure. If some play is felt by hand, replace the bearing. Rotate the outer race by hand, and if there is excessive noise, it must be replaced. (41 Measure the inside diameter of the bushings according to the specifications and replace the unsatisfactory parts. l 5 l Measure the diametrical distance between valleys of gears and replace if this dimension exceeds the specification. Or measure distances of respective numbers of cogs in gears using micrometer for measuring teeth thickness. (Fig. 95) _54_ I-7. LUBRICATINO AND BREATHER Oil is pressure fed to the engine parts by an oil pump located on the right side of the crank case. lFig. 96l a“. _ Oil Filter \ Fig. 96. Circulating diagram of lubricant The plunger‘type oil pump is com operated by the crank shaft to draw oil through a ‘ submerged oil screen and force it under pressure into a chamber located on the crank case ‘ cover and frorn there to the oil gallery in the cylinder and head, cam shaft, rocker arms, oil filter, crank shaft, connecting rods and bearings. The cylinder walls. connecting rod. small ends and pistons are lubricated by oil splash from spurt holes in the crank pins. When the centrifugal type oil filter maunted on the end of the crank shaft rotates it separates particles of metal and dirt mixed in the oil by centrifugal force and deposits them around the wall and in partitions in the filter. The clutch and transmission are lubricated by oil splash from clutch and gear rotation. The bushing on the counter shaft has a slit on the tap which collects oil for lubrication. _57__ ___——____J Fig. 95. Measuring thickness of gear teeth Ill. Assembling Transmission and Kick Spindle | (i i Shift drum Place the upper crank case, inside uppermost on an engine assembling stand, after all studs and an oil seal have been installed. 1-2 insert the gear shift drum from the upper crank case large bore, introduce into the selector forks, and set the small end iournal of the drum in the crank case. l The position of the shift forks must be face to face with each other as If“) . ‘m illustrated in (Fig. 94). .- ’ insert the shift fork guide pins with folding washers so that they can be set in their respective grooves on the shift drum. Tighten securely and fold up the washers at a face of the bolt head (not at a comer). To coincide the faces, do not rotate by unscrewing, but always turn in the direction of tightening. l—3 install the neutral switch stator on the crank case, and install the neutral switch rotor on the end of shift drum. (Fig. 94) 1—4 insert gear shift drum pins into the large end of the shift drum and retain them with guide plate. Then attach the shift drum stopper with its spring in its position for standard C92 and C95. 1-5 Turn the crank-case upside-down and instaii the shift drum guide screw with collar. For CA95 and C892 model install the shif'. drum stopper complete with 2 bolts from the outside of the crank case. (2] Kick starter Set the pinion gear, the kick starter ratchet, the kick starter bushing and thrust washer on the kick spindle shaft, so that they are placed in the position as illustrated in Fig. 87 and retain the end with the set ring. The later type discharges gas entering the gear case through holes between the clutch case and crank chamber through a breather funnel after passing through an oil separator. (Fig. 100) r“‘ /— Timing Sprocket P Breather Seal II ‘x / l in AC. Dynamo Stator Base“ L. Crank Shaft l 1 Outlet through the hole / l Fig. 99. Breather system for old model Separater .‘ ‘ Outlet Upper Crank Case Shift Drum Stopper Spring Fig. \00. Breather system for later models (from C92E-937667 C95E-9l4982) i3l Hit (5) (6} ”‘5‘." (7 l l8l Place the kick spindle camplete on the crank case so that the stopper of the starter spindle bushing is seating within the protrusions on the crank case inner surface. Counter shaft 3-] Tap the ball bearing onto the counter shaft so that the groove on the outer face comes closer to the-gear. 3-2 r Slip the oil seal 204/7lOTC Onto the counter-shaft taking care not to damage the lip. 3‘3 Slip on the counter shaft third gear and the thrust washer and hoid them to the shaft with the set ring. 3-4 Slip the second gear first, then the transmission low gear on to the shaft Install the 14 mm bushing B on the end of the counter shaft. 3~5 Insert a dowel pin and a ball bearing set ring on each side of the bores where the counter shaft and transmission shaft are resting. 3-6 Place the counter shaft gear cluster on the crank case and dent in the positiOn so that bearing, and a hole on the bushing coincide with their inserts. At the same time the counter shaft second gear (sliding gearl should be engaged in the respective shift fork selector. Transmission main shaft gear cluster. 4-] Tap the main ball bearing 6204HB on to the main shaft so that the groove on the bearing outer race positions inwards. Slide the main shaft second gear toward the main shaft gear so that the face without the projection encounters the gear. Retain the gear with thrust washer and Set ring. 4-2 Slide on the third gear, the top gear and the bushing on the shaft. 4‘3 install the transmission gear cluster on the dent of the crank case as on the counter shaft. 4—4 Place the oil seal 8258TC in the crank case dent at the end of bushing. Apply a coat of gasket sealant an the mating surface and insert dowel pins lfront and rear intermediate) and install the under crank caSe. Tighten all bolts and nuts firmly. install the change return spring stopper pin on the outer side of under crank case and insert the shift arm assembly through the faggot the crank case until correctly seated. It is assumed that the shift arm refute spring and shift arm spring have already been attached. . Place the washer on the oil seal left side crankcase and install the set-ring onto the spindle shaft. Attach the shift drum stopper roller with the shift drum pivot bolt and spring in position. (standard engine previous to E. No. C92E-012001l, insert the stopper roller with spring and guide in upper side of the crankcase, lfor return type change) Complete assembly with the R. crank case cover, gear change arm and kick arm. Adjust the position of gear change pedal for C892 as shown on (p. 137l Cylinder Stud Bolt Upper Crank Case El/ Connecting Rod ‘l\ To Cam Shaft Crank Case Cover Oil Filter Cover Crank Pin Crank shaft a—From . i'f . .. 5/ Oil Pump Oil Filter Rotor Under Crank Case Fig. 97. Sectional View of oil filter Outlet Valve Guido. .q o the entrance t Under Crank Case Pump Rod Check Valve Spring 5/l6” Slcel Ball Pump Hunger 5/16" Steal Ball Fig. 98. Sectional view of oil pump Oil collected in the sump, which is part of the under crank case, lubricates the engine as well as the transmission. Crank case ventilation is by breather located on the crank shaft breather valve or lon engines with engine numbers above C92E—937667 or C95E-9l4982l the rear of the upper crank case. The breather valve discharges blow-by gas and Water vapor which would otherwise contaminate the engine oil or cause seepage through the packing or gaskets. The old type breather was located on the left crank shaft and discharged from a gallery passing through the shaft through the operation of a breather seal with barriers in the lip controling the time at discharge. (Fig. 99) _.53.__ l. Dismantling of lubricating system (ll (2) l3l Oil filter Remove 3 screws on the oil filter cover and prise out the coevr using two cross head screw drivers inserted in the slits. Then extract the oil filter chamber with fingers and open the cover secured by 4 screws. (Fig. 101} Oil Filter Cover R. Crank Case Cover Flat Washer Oil Filter Rotor Comp 142885 Oil Seal Fig. 101. Oil filter display Oil pump 2—] Remove the R. crank case cover and remove the oil pump mounting nut and remove the oil pump as a unit with clutch assembly. 2-2 Separate the plunger piston from the pump body. 2-3 Dismantle the oil filter screen and valve guide complete with retaining spring and valve ball. Remove suctiOn valve bolt and take out the ball. (Fig. 102) Breather (Later type) 3—] Remove the under crank case, all transmission gears and shift drum stapper roller spring. Remove the shift drum stopper spring which retains the barriers. 3~2 Remove the bolt (6 mm) on the top and dismantle. —60- v». Suction Valve Bolt fix. - Pump Body 69 Packing Set Ring Pump Filter Screen Oil Level Gouge Pum p Rod Side Washer V Iv S r‘n. o 0 pl 3 Outlet Valve Guide Comp. Oil Guide Metal Spring Fig. l02. Exploded View of oil pump l4l Breather (Old typel 4-1 Remove the under crank case and crank shaft. 4~2 Draw out the breather seal frOm the crank shaft and examine the lips fer wear or distortion. ll. Inspection and Repair of Oil Filter and Oil Pump ii i Clean thoroughly the parts with solvent especially taking care of the inside of the filter. (2) Measure the diameter of the plunger piston with micro-meter and if "90" and "nogo' gauge (plug gauge) is available, check the inside diameter of the plunger body. Replace a pump which does not comply with the specifications (P. 159) [3) Visually examine the check valve balls and seats, to ensure that they are in proper condition. (4l After the pump is assembled, dip the oil pump screen in oil and work the pump by hand, checking the oil spurt from the outlet hole On the valve guide. [5) Replace O-rubber rings and gaskets used on the oil pump. Ill. Assembly of the Oil Pump and Oil Filter ll l Oil pump and oil filter 1-] 1-2 l-3 l-4 1-5 1—6 1-7 Place a new packing (gasket) On, in the correct position. Assemble the oil pump body COmpletely. Attach the pump rod to the clutch outer with a set ting. Mount the pump body together with clutch outer in position. Secure it with respective bolts and nuts. After the completion of the clutch assembly insert the oil filter body so that the pin across the bore of the Filter meets the crank shaft slit. (Fig. 103l Fig 103. Installing oil filter Finish the assembly by attaching the R. crank case cover. (2] Breather body 2-1 insert the oil separator into the chamber body, place the rubber valve and breather cap on the top, and tighten the separator with 6 mm bolt, with all the parts in position. 2-2 Before attaching the shift drum stopper roller, insert stretched end of the roller stopper spring, through the crank case, to hold the oil separator. Fix the drum stOpper roller with its bolt. [Fig. 104) Fig. 104. Parts for funnel type breather .‘4—24 —63—- l-8. CARBURET'I'OR Fuel travels frOm the tank into a sediment bowl. which is combined with a fuel cock, and to the carburettor through a rubber tube. There are two different types of carburettors, one for standard motorcycles and the other for C892 and CA95 models. The C892 and CA95 carburettor has a special power jet to provide increased fuel at high revolutions. A filter type air cleaner prevents dust, sand, dirt and other abrasive particles from entering the engine through the carburettor. Air Vent Over Flow Fuel Float Main Jet Fig. l05. Cutting view of over flow pipe Fuel from the tank is kept at a constant level in the carburettor fuel chamber and sucked into the cylinder through two nozzles for standard and three nozzles for C892 and CA95 models. These are the main iet and slow iet, plus an additiOnal power air iet for C892 and CA95. The slow iet is used up to 1/8 throttle openings. The main jet, which is controlled by the iet needle, operates from there to full throttle. The power iet Operates above 6,000 rpm, Or a speed of 70 km/h in top gear. Therefore. two types of carburettor adiustments are required; low speed and high speed. A sectional view of the standard carburetter is shown in Fig. l06. Sizes of iets and nozzles are shown below: -—-64— Choke Valve Throttle Valve 'Jet Needle Air Screw Air Jet l I.-- ..-..._.__..___- \ Slow Pilot Jet l5 '¥g%gyrl Main Jet Needle .let / —) 'Petrol Flow Bania Bolt Needle Valve H00, __‘) Air Flow Fig. l06. Sectional view of carburettor CB 92 CA 95 C92 C95 STD Racing STD Model of curb. PWl8HOV18 PWQOHOVZO PWIBHAB II PWZOHAB Main Jet #90 #95 #85 r/ #95 Air Jet #150 II #l50 II #lSO Jet Needle 1.8331—3 ll 18401-3 1840l—4 18401—3 Throttle Valve #2 II #2 II #2 Opening rate of Air Screw 1% Open II 1% open H “4 open Slow Jet #60 H #35 II #35 Power Jet - — #200 II #130 Power Air .let — — #léO #140 #lBO __—___________—__—_————————————— —65— ~_‘_. Fig. 107. shows the section of the power air iet, for C392 and CA95 I Power .let Power Air .let Power Nozzle Float Chamber Fuel Pipe to Power Nozzle Fig. 107. Cutting view of powar iet Dismantling of Carburettor (ll (2) l3] {4] Shut oh the fuel tap turning the tap to 'stop " and take OFF the rubber tube tram ioint pipe at the carburettOr. Unscrew the throttle top cap and draw out the throttle valve, remove the needle clip plate fitted on the bottom of the throttle valve dent, and unhook the throttle wire end notch from it. Remove the rubber connecting tube clip at the intake port. Remove 2 stud nuts which are mounted on the cylinder, and remove the carburettor assembly. Unhook the float chamber set clip to remove the float chamber body. Drive out the float arm pin and remove the floats and needle Valve- Using 8 mm socket wrench, remove the valve seat. t Main iet may be removed with l—l screw driver. Remove iet needle holder and needle iet with 6mm socket wrench. Remove the slow iet and power iet (for C892, CA95l with a suitable driver. Remove the air screw and throttle stop screw. Cleaning and inspection of Carburettor ll) Clean all the parts with petrol paying careful attention not to damage the nozzles. —66— ettor body and blow all iets with com- all drilled passages in the carbur nd remove any obstacle by compre (2) Blow out ssed pressed air. Visually inspect all iets for dirt a air. Do not us e metal needle Or other tool or stick. ‘et needle and float needle valve for defacement. l3l inspect the tips of air screw, r Replace the parts having defacement. lll. Assembling of Carburettor ive bares in the carburettor body and ensure that they ll l lnstall all iets in their respect ectly fitted into interior. ttention is directed that headed replace the packing are corr screws are not damaged. in this case a for gasketl or rubber Whenever the carburettor is opened up, O-rings. of float according to the Before installing the float chamber body inspect the height paragraph regarding adiustment. l2) Mounting on engine Pass the throttle wire en d through carburettor top, tOp cap, throttle valve spring and needle with clip attached to the third A‘ nstall the let plate into the throttle valve. of the carburettor body and scr throttle valve, to recess, and i notch from the top and fit the clip ew down the top insert the throttle Valve in the bore cap compressing the spring. ttor to the cylinder head stud and tighten with nuts evenly. Then mount the carbure ube back to the connecting pipe. Connect the fuel rubber t e to air cleaner completely and secure with clip ring. install connecting rubber tub IV. Adiustment of Carburettor (ll Adiustment for high speed lled by ottle valve is open from l/2 to full, the fuel supply is contro t full throttle by closing the choke When the thr the main iet. Check performance when running a lever a little. l-l lf speed increases, the mixture is too lean and a larger size iet is required. iet may be correct or too large. Test again l-2 if speed decreases, the main et sizes until the proper iet is found. with a smaller i l2l Adiustment for intermediate speeds '67- When the throttle opening is from 1/8 to 1/2, the fuel supply is controlled by the height of the jet needle and the area of the throttle valve cutaway. 1-] 1-2 if the exhaust is black and the mixture might be too rich, lower the jet needle by one notch; that, is the clip should be raised one notch. When misfiring occurs during accelerating or when riding steadily at about 1/2 throttle, the mixture is too lean. Raise the jet needle one notch. The number marked on the throttle valve indicates the size of the cutaway area. A large number gives a lean mixture and small number a rich mixture. Be careful when adjusting the carburettor with the throttle valve not to affecr the performance below 1/8 opening, as this adversely affects the fuel mixture. (3] Adjustment for idling When adjusting the throttle valve opening below l/8, remember that the fuel supply is controlled by the pilot air adjusting screw and the throttle valve cutaway. 1-1 The mixture rate is adjusted by the pilot air screw. Tighten the screw to get a rich mixture and loosen for lean mixture. Adjust the cutaway when adjustment by the pilot air screw is not sufficient to provide smooth operation. Main Jet E Float Bottom Surface 0% Float Arm I: Float VclVe V' . Adjustment Height E " E ' o~ ,— f _ V Fuel l_.evel 2 i? .—lc l .. O o: l 3 Bottom of ® Main Bore AE‘ l O (fin ,_ 33013-443 L \__I l d Fig. IOB. Adjusting float level —68— lAl Adiustment of float level Place the carburettor upside-down as in Fig. 108 and measure the distance from the bottorn of the main let to the float. When the float is supported by fingers until the float arm is about to touch the top of the float valve, the distance should be 7‘8 mm (0.28-0.32 in.l. If it is more or less than this, adjust the height, bending the float arm carefully so as not to damage or break it. When this distance is preperly adiusted, the height of the fuel level is correct. The height of the level is l2.9-l3.9 mm (0514-0654 in.) measured from the bottom at the bore for model PWl8HA30. MEMO _________________________._——————-—————-— iI v II. CHASSIS The frame and fork of all models are made of pressed steel in two halves welded together into a single unit. The steering handle is made of pressed steel in the standard motorcycles and of steel pipe for the C392 and CA95. The standard motorcycles have turn indicator lights opreated by a switch on the steering handle, but the C892 and CA95 do not. Front suspension is a leading link type and rear suspension is a pivoted swinging arm type. both with internal coil springs and hydraulic shock absorbers. All pivot bushings are rubber except for the front arm link pivot, which is a metal bushing. Both front and rear tires are 3.00"Xlé". The rear wheel is driven by a chain through rubber dampers. A chain case protects the rear chain from dust. |I-'I. HANDLE AND CONTROLS The pressed steel steering handle for the standard models is fixed by two studs through rubber cushions, while the C892 and CA95 pipe handle bars are fixed to the front forks with handle bar pipe holders. The clutch and front brake cables on C892 and CA95 have grease nipples and free play adiustres. Fig. ”-1. Handle (C92 STD] Fig. ”-2. Handle bar for CA95 _70_ Speedometer \ \Nind Shicid Wire - \ N t i Adios! Boll \\ \. Pilgl: rL‘me ‘~~. ,/ W‘ A ' t B It ‘ . r "e dlus 0 Rear View .. Mirror Clutch lever K‘Throttle Grip Lowcr Beam (Dim) Headlight / Dimmer Switch Starter Button \ Steering Damper Upper Beam Horn Button Fig. "-3. Handle bcr (C392) Fig. "—4. Removing throttle grip and stator button metal Fig. "—5. Removing handle bar mounting nuts _7]_ - VA, ‘ . Dismantling of Handle Bars ill (2) l3l l4l Remove the throttle, clutch, and front brake cables at the attachments to both handle levers and throttle control. The procedure for removing the throttle control is. —Begin with dismantling the starter button metal base and drawing out the throttle grip from the handle bar. Remove head light, behind the light, and disconnect the wiring which is relevant to the electrical operating switches located at each end of the handle bar. Remove two mounting stud nuts under the handle. lC92$TDl Remove the handle damper assembly and the handle bar pipe holder by withdrawing the retaining 2 bolts (6 mml and 2 bolts (8 mml. lCB92, CA95] Fig. ”—6. Wire adiusters on the control cables Then the handle bar should be rem0ved with the wiring of the electrical operating switechs still attached. Assembly of Handle Ba.r ill (2) (Bl l4l l5] Place vibration damping rubber onto the stud bolts welded under the handle and install handle to the fork top bracket lC92$TDl Set one half-piece of the handle bar pipe holder and secure with. tightening screws. Then place the handle bar and the other half of the holder in position and tighten the bolts at the most suitable position of the handle bar. (C892. CA95l Camplete assembling by attaching throttle, clutch. and from brake cables and handle levers. Connect the wiring in the head light case with their respective colors. Check and adiust free play and Operations for the cantrol cables. Special attention is required when passing control cables and electric wiring through respective openings in the handle bar. so that the coverings at cables and wires are not injured. Lubricate the control cables periodically. with cable lubricator if available. _72__ "-2. FRONT FORK The bottom of the steering column (stem) is welded to the pressd steel front fork. The steering column rotates on the steering center line through the medium of ball I'CICeS located at the top and bottom of the frame head. lhead stem) , The maximum steering angle is fixed by the stops on the steering column base. The angle of caster is decided by the welded angle of the column to the front fork. Front forks for the standard model and C892 or CA95 are not interchangeable and accordingly tOp bridge plates are not the same. On the C892 and CA95, a steering damper is provided for optional adjustment of the tightness of steering according to the road surface condition. Hex. Head Bolt 5X20 . Park Top Headlight Case Bridge Steering Head Stern Nut Front Fork Comp. Tongued Washer Steering Head TOp ‘ Thread Comp. I Steering Tap \, Cane Race - Steering Bottom Cane Race Steering Head Dust Seal Steering Head Dust Seal Washer Steering Handle Lock Front Fork Side Cap Side Cap Holder Front Fender Front Mudgunrd Front Fork Under! Cover Fig. “-7. Exploded View of front fork (C92) _.73__ The headlight case, front fender and handle bar lock are attached on the front fork. (Fig. ”.7, ”-8; Wind Shield 5975.219 Cami” Front Fork Wind Shield Holder Headlight Comp. Top Bridge Damper Knob Lock , Spring Steering w Damper . . ”u’ Spring Wind Shield ? ‘t g Back Stay E/ In? 51". Damper Steering , Steering Bottom Plate Damper Friction Disc Steering Damper Pressure Plate Steering Damper Bottom Plate fl—Stecring Stem Nut E“) @—————Fricti0n Disc 00 °g 2g Fork Top 5 V Bridge Plate Steering Damper Steering Head Top Thread Comp. Front Mud Guard Plate 5 Front Mudguard Front Mudguord Plate A Fig. "—8. Exploded view of front fork (C892) Fig. "-9. Display of steering damper friction plates. (C892 CA95) _._74_ *W__ _ _ -~ . - l. Dismantling of front fork l l 1 Remove front wheel (P. 85} placing a suitable support under the crank case. (2) Remove the steering handle damper for C892 and CA95. (Fig. ”-9) Renmve the steering handle, cushions and fender. (3! Straighten the folding washers located on the fork top bridge plate, with a chisel and i" . hammer, and remove the 2 bolts retaining the front fork and 1 big nut for the steering column. Then the fork tOp bridge plate should be taken off. lFig. “-10 for standard modell (Fig. ll~ll. for C892. CA95) "‘ D a j Fig. ll IO. Removing steering stern nut (C92) I l l Fig. “-11 Steering stem nut and tap bridge Fig. ”—12. Removing steering top adjusting plate bolts (C892) nut and top race (45 Remove the combination switch from the head light case. (5) Supporting the front fork assembly with one hand, unscrew the steering head tap 1 thread using a pin spanner and remove the tOp ball race. Then the front fork 1‘ assembly may be taken out from under the head pipe. (Fig. ll-12) l iél Remove the head light case and the front fender from the fork. .__75_ Repair and assembly of the front fork ll) (2) l3) l4) l5) (6) l7) (8) Replace damaged or worn steel balls. Replace demaged or defaced steel ball races. Replace excessively twisted or- bent front fork or steering column. if a special inspecting or trueing iig is available. the checking is a simple matter but a rough check may be made using height gauge and flat surface bed. Repack grease in the ball races fitted in both ends of the frame head pipe with medium toughness fibre grease and position all balls in grease to facilitate reassembly. Install the front fork complete after ensaring that the dust seal washer, dust seal and the bottom race are on the column. Place the top ball race over the upper balls and tighten with the top threaded cop. Tighten the top threaded cap until looseness of steering stem has disappeared, when shaking the fork to front and rear, and up and down. Position the fork top bridge plate, tighten firmly with the top bridge plate bolts and the column nut and fold up the washers. Check the steering ability by turning the fork to right and left sides. It should turn easily so that the.fork continues to move when given a slight touch. Adiust the tightness if necessary. lFig. ll-l3l Fig. "-13. Adiusting tightness of steering bearings Attach all other parts such as the head light case and fender. II—3. FRONT SHOCK ABSORBERS The front spring provided with the oil damper, containing oil, is installed inside'the front fork. lFig. ll-l4l Construction of the springs and dampers are as sh0wn in (Fig. II-lSl —76—- ll) l2l o (3) ll. Inspection & reassembly of front shoc'k absorbers lll l2l Suspension Collar l l l. Dismantling of front shock absorbers Remove the upper bolts and the pivot bolts of the front Pf arms. Then the springs (cushions) may be withdrawn with the front arms. Remove the under bolts. . l Lift up the caulking at the end of the damper rod. Unscrew the bottom metal by holding the damper rod with a driver. Then remove the lock nut from the damper Front Ferk rod, and take out the coil spring with spring case. lnterior of the damper piston is not recomended for dismantling and if there is any oil leakage or other defects ’51:)" shock Absorber are found, replace with a complete set of shock absorbers. Measure the inside diameter of front arm pivot bore and the outsider diameter of pivot collar. Replace excessively worn parts. Measure the free length of the coil spring, tension and Fig ”44' conmuc'm" °f from fork shock absorbers rightangleness. Replace the spring, if it does not agree with Specification lp. 161). Oil Seal Damper Piston Cushion Stepper Rubber I / :: 7771/ tee—t f— Rubber l (3) «25 N? l 4 l Bushing / E729] 3' _ .‘7 fl _flfl—L f .~' ‘ I) (T O, Q (2/ 2) » /.»‘ , _ - . - , ‘ . . ',., x / M . S . D ‘ / am prrng ampcr Pod Damper Nut Rebound Damper Cylinder Damper Oil ",1 " Stopper Spring ' Lock Nut th‘. il—l5. Front shock absorber ass'y Visually inspect the rubber bushings and stopper rubber for damage or distortion. Replace the faulty parts. For reassembling the shock absorber, pull out the damper rod as for as possible and install the spring and spring case over the rod. By compressing the spring, install the lock not on the end of the damper rod and screw in the lock nut to the end, holding the shaft with a driver. Install the bottom metal securely and caulk the end of the rod to the bottOm metal _77_ final lI—4. REAR SUSPENSION AND SHOCK ABSORBERS The from ends of the rear fork are connected to the frame with a pivot bolt and the rear ends support the rear cushiOns. (Fi'g. Il-l6, “-171 The cushion for the C892 difiers from the standard cushion and the strength of the spring is adjustable in 3 stages. Rear Cushion 4-33: Under Rubber “LE—J“ Flange Rear Fork Comp l \s . ‘ ll s‘e Rear Fork 4; Pivot Bolt 2 x l ll 0) , L r mm? i ll 1 '1 n '8 M [ii] WW ‘ l "W ' l ll ll l l H ilrllfi lll M lll.\l\ll Rear Brake ’@ it. )1 ll \9\\ “7 r ll' //*' ‘ (7!” [l ( . ‘ 1 —-—---""’ r ,L‘J- \ . Vega, V/g .— ‘ 1 Drive C, \ ‘ Chain Case ‘L- 4. ~ ’5, ‘ ‘ Packing c?“ ‘ L\ - 6 M - K“ V / @ Cross Member Rear Fork @ 5'“ C09 Pivot Bushing @ 10x30 Hexagonal Round Head Bolt Drive Chain Case Upper Half ‘3 l Drive a ' Chain ° 'JE Drive Chain Joint Drive Chain Case Under Half Fig ll-lé. Exploded view of rear fork and chain case (C92 & CA95‘ Take out the brake panel with brake shoes attached. (Fig. ll-21l ., .. ._. _ _.r W 7 ~v......._.--._~._._~___.-‘_..t l l‘ Fig. "~21. Removing rear wheel (C92 8. CA95) Fig. “—22. Rear brake shoes and panel Fig. "-23. Rear brake shoes and panel (C92 & CA95) (C892) Then withdraw the wheel frOm the flange and take it out from the rear fork, tilting the motorcycle. (Fig. ll-QH l Rear Brake Stopper Arm Rear Fork l . ’$ Comp. . \‘G I l , . .l t . 3i) - Rear Fork Pivot Bolt Fig. "-17. Exploded view of rear fork and chain cover (C392) A. REAR FORK I. Dismantling (l l Remove rear wheel and hub. (2) Remove top and bottom chain cases and chain (C92 & CA95l. Only top chain case and chain (C892). (3) Remove the lower shock absorber mounting bolts. Remove rear fork pivot bolt nut, withdraw pivot bolt and take out the rear fork. ll. Inspection (i l Visually inspect deformation or wear in rubber bushings and chain case packing. Drive out the defective bushing witi: driver and hammer and install the new bushing with press. l2l For checking distortion or twist, insert a long bar which fits closely to the pivot bushing and SUpport both ends with V-block on a flat surfaceted. Insert another bar through the rear end opening where the rear axle is installd and support the center of the bar at a point. Measure the difierence between 1 both ends with height gauge. Use square gauge for checking twisting. B. REAR CUSHION A sectional view of the rear cushion construction is shown in Fig. ll-18. —79-— .- The rear cushion cylinder contains spindle oil and shocks are absorbed by a piston and rod action. The C892 cushion springs are not covered and spring tension is adjustable in 3 stages. Rear Damper Rod ___¥._. \ Rear Cushion Spring 59mm Fig. “-18. Rear cushion ass'y I. Dismantling of rear cushion ill The rear cushion can be rem0ved by loosening the upper and lower support stud nuts and bolts. (2] Remove the 2 cross head screws on the bottom metal. l3) Holding the end of the rod with a screw driver to prevent its turning, file away the caulked part of the damper rod lock nut and remove it. The case, spring and dampers can be removed. (C92, CA95l (4| Unscrew the notch pin from the upper ioint. Set the spring tension adiusting at the bottom notch. Compress the main spring with a spring compressor and remove the upper spring retainers. (C8921 ll. Inspection and assembly lil Measure the free length and right angle of the main spring and replace the spring if it exceeds the limits listed in the specifications. (P. 161) l2) It the damper rod is damaged or it oil ieaks, replace the complete damper assembly. (3) Replace the stopper rubber it it is damaged. (4) To reassemble, pull the damper rod all the way out and install the main spring on the damper rod. Campressing the spring, fit the damper rod nut. Tighten the nut, install the under case and tighten the lock nut. Attach the bottom metal. (C92 STD and CA92, CA95) Compress the spring, attach the upper ioint to the rod, insert the pin through the ioint and rod and set the rear cushion spring retainers. l5) Adiust spring tension according to usage, that is, for touring or racing, using pin spanner provided in the tool kit. (Fig. II—l9l —80~ Fig. "—19. Adiusting tensiOn of rear shock absorber spring {C392} "-5. REAR WHEEL AND REAR BRAKE The rear wheel is driven through rubber dampers by a sprocket attached to the final drive flange. There are 4 semi-circular shaped dampers for the C92 standard and CA95 models, and 4 small round rubber bushings for the C892. The rear wheels can be remOVed without disassembling the rear flanges an all models. (Fig. ll—20l Rear Axle Rear Wheel Hub Distance Collar Rear Wheel Damper Bushing 6202Z Ball Bearing Ball Bearing O Ring Fig. "-20. Rear wheel hub and damper (C392) Rear double-shoe brakes are operated by a cam and one anchor pin for C92 standard end CA95 models and 2 anchor pins for the C892. l l l Disassmebly of rear wheel Place the machine on the center stand. Remove the rear brake torque link at the panel and brake adiusting nut at the brake rod. Remove the rear axle and collar and the wheel can be dismounted. _31._ I“ ."1 Fig. "—24. Rear wheel and damper (C92 & CA95} Fig. "‘25. Rear wheel and damper (CB9?) l2l To dismantle the brake shoes, merely remove the brake springs lfor C92 STD & CA95l and remove anchor pin set rings with a set ring remover, and the anchor pin washer. Then withdraw the brake shoes from the anchor pins. lfor C892l [Fig ”—24, ll—25l [3) The bearings can be taken oft by hand but it tightly fit, take out by tapping lightly on the inside. The oil seal can be removed at the same time. (4) Wheel bearings and oil seal:— Remove 6mm bolts retaining the damper rubbers and take out the 4 pieces of rubber. . ltor C92 STD & CA95l Drive out the rubber dampers with a driver and hammer or a press. (for CB92l l5! Tyre and tube Remove the tube valve cap and valve using the tip of valve cap to deflate tube of air. Lay the tyre on the ground and press the side of the tyre to farce out the tyre bea from the side of the rim. insert 2 tyre levers between rim and tyre ' bead, a/l: pull tyre bead out away from the rim, using the lever all around. Push the valve stem into the rim and remove the tube from the tyre. For repairing the tube a piece of rubber and rubber paste and scissors are provided in the tool kit. 1 ll. Inspection and reassembly (ll Repair tyre and tube it necessary, and push the tube back between the tyre and rim, aligning the tube valve with hole in rim and making sure that the tube is not twisted. Using the tyre levers to pry the bead in the rim all around. Gradually inflate the tyre ensuring the bead fits into the rim up to the pressure at 32lbs/in2. _33_ (2i (3) (4l (5} (6) l7l Wash all bearings thoroughly and check for excessive radial play and roughness Replace if it is in bad condition. Repack grease completely on the bearings and (it into hub. Check oil seal and "0" rubber ring an the hub for distortion and replace if it is deemed unserviceable. Install the rear axle through the bearings and hold the axle between blocks (refer to Fig. ll—26l, set a. dial gauge on the face of the rim and hub drum and turn the wheel gently, reading the amount of run-out. If run-out of the drum exceeds 2.0 mm (0.08”), replace the drum. Dial Gauge (checking wheel riml Axle Shaft _r Dial Gauge C (checking wheel druml : - : ~-_ l 7/] t: ////////A £4 Fig. ”-26. Checking run-out of wheel at rim and drum Tightening spokes Retighten and adjust the spokes evenly so that run-out of the rim will be within 3.0 mm (0.12”), and if it is f0und that this cannot be remedied. the rim may be warped and should be replaced. Brakes Measure outside diameter for wear and replace it they are out of specification. (P. l6ll Replace the brake shoe complete. if the lining exceeds the wear limit. Insert the brake com into the brake panel and fix end Onto brake arm. Install the brake shoes on the panel and fix with brake shoe springs. (C92 STDl Check tolerance between brake shoes bore and the anchor pin for eXCessive wear and it it is deemed unserviceable replace the brake panel or brake shoes. (C892) Install the brake shoes on the panel and set the clip rings on the end of anchor pins. (CB92l Install the rear wheel hub onto the rear flange, the panel and the collar. Insert the rear axle and tighten the nut after adjusting the graduation of the wheel adjuster _g4_ d '. ll-6. FRONT WHEEL AND FRONT BRAKE ' Collar :1 t: _ 3 s: :12“... ’ l =: - .......... Ball Bearing Front Brake Panel Speedometer Gear Box Fig. "-27. Construction of front wheel support Dismantling of front wheel Place a stand or block under the engine, lifting the front wheel ofi the ground. For the C92 standard and CA95, remove the brake adiusting nut, front arm lock bolt 0n the left side, front panel stopper bolt and axle nut. Pull out the axle, raise the front enough that the wheel clears and slip the wheel out front between the forks. Fig. "-28. Removing front wheel (C92 8. CA95) —85—- fender up (Fig. ll-28l 5.1-} t On the C892, the front fender is attached to the front brake panel and should be removed with the front wheel. To remove the lender and wheel, turn the fender until the dents in it match the side torque link supports on both sides and slip the wheel and fender out. (Fig. ll~29l Fig. "—29. Removal of from whee' and lender Brake shoes can be removed easily on the C92 and CA95, but on the C892 it is neces— sary first to remove each anchor pin set ring and the springs. Fig. “-30. Front panel spacer —86—- II. Inspection and reassembly Use the procedure listed for the rear wheel and brake on page 83 and 84 for inspecting and reassembling the front wheel and brake. Check the front panel spacer to be sure there is no excessive tolerance. and replace it necessary. (Fig. “-301 As the C892 front brake has double coms, it is necessary to adjust the brake rod after reassembly as described on page l33. Fig. “—31. Front brake shoes and right Fig. "—32. Removing paneI air guide and left side panels cap (C892) All nuts should be tightened with the torque listed in the specifications. (P. lél, 162) Proper pressure for the front tyre is 28 lbs/in. (Note) On the C892, front and rear brake panel air guide caps are provided, which can be removed when racing to cool the brakes. (Fig. ll-32l II-7. DRIVE CHAIN AND DRIVE FLANGE A special size (No. 428) of drive chain is used on all models. Transmission of power to K the rear wheel is through rubber dampers in a flange. -87— F’“ On the C92 and CA95, the chain is completely enclosed in the chain case, but it is not completely enclosed on the C892. Fig. "-33. Rear wheel Flange (C92, CA95l Dismantling Remove the chain case or chain cover and disconnect the drive chain. (Fig. 34. 35) Remove the axle sleeve nut and remove the rear flange. ,sé' \\ “i Iml u\|\|“"' E ; Fig. “-34. Rear drive flange and sprocket (C92 8. CA95} Straighten the folding washers using a chisel and hammer, and remove the nuts. (C925TD and CA95l. Remove the cotter pins 0n the lock nuts and then remove the rear sprocket. Withdraw the sleeve shaft and take out the oil seal and bearing. —-88—— Final Drive Flange Damper Bolt Final Drive Flange Final Driven Sprocket Rear Axle Sleeve Collar Fig. “-35. Rear drive flange and sprocket lC892) Inspection and reassembly til (2) l3l l4) (5) Wash all parts with cleaning solvent and check the bearing, sprocket and oil seal for wear. Replace if necessary. Repack grease, reassemble all parts and install in the wheel hub. Wash the drive chain thoroughly with gasoline and dry it. Fit the chain about 2/3 around the drive sprocket and check wear by pulling On it. If there is more than 5 mm distortion, replace the chain. To lubricate the chain, soak it in melted grease for several minutes, remove and wipe off excess grease. When c0nnecting the ends of the chain, be sure the master link clip trails: that IS, the open end is toward the rear in the direction the chain moves. Sight check the bearings and oil seal for wear or damage. and replace it excessively worn. It the rubber in the dampers has deteriorated, replace them. When the sprocket is replaced, be sure to lock the nuts securely by bending the washers against them. "—8. FUEL TANK AND FUEL TAP The fuel tank is mounted an the frame with vibration insulating rubber cushions. A tuel top with 3 positions—oft, reserve and on—is mounted under the left side of the frame. The ._39_ tank holds about two liters of gasoline when drained to the level where it is necessary to move 1he fuel lap to "RES" position. Fuel Filler Cap Comp. Fuel Filler Cop Packing Fuel Tank , Comp. Emblem Fuel Tank Side Cover Fig. "—36. Fuel tank support {C92 8; CA95) Fuel Filler Cap F |F‘l| C _ “mm, , Knee Grip ue ier op Packing @143. Rubber Fuel Tank Comp. Fuel Tank Front Cushion~ Fuel Feed Tube Fig. "~37. Fuel tank support (C892) L _._..._.___....._, ,,--, Fig. "~38. Support and sponge (C892) Dismantling lll l2l (3) Remove 4 mounting bolts. Set the fuel tap in "stop" position and disconnect the tube leading to the carburettor. Then disconnect the front level tube and plug the holes so that the petrol does not flow out. Remove the 4 fuel tank mounting bolts (92 STD), and 2 front mountings and l hinge bolt at rear end on the frame lCB92l. Then the fuel tank can be removed frOm the frame. Remove the fuel tank. (Fig. 36, 37) Replacing the fuel top Remove the fuel bowl and take out the rubber gasket, then unscrew the 3 screws retaining the tap to the tank. Before removing, fuel should be drained. (Fig. 39) Fig. “—39. Fuel top __9]_ ll. Replacement of side cover ll it is required to replace the fuel tank side cover, remove the tank emblem and unscrew the screw behind and remove the chrOmium plated side cover by thrusting it backwmds. "-9. AIR INTAKE The air cleaner element is made of filter paper which prevents dust from entering the engine. The air cleaner is located in the middle of the frame and cannected to the carburettor by a rubber tube. lFig. ll-4ll l. Disassembly Remove the carburettor cover. Insert a hand under the caburettor, remove the clamp and disengage the rubber tube. Remove the tool box cover on the left side. Take out the tool tray board, to which the air cleaner is attached. lFig. ll—40l ll. Installation After Servicing the air cleaner as described on page l35, be sure to insert the c0nnecting, tube. air vent plastic tube and power air iet tube (on C892, CA95l in their respective holes. Fig. "—40. Air cleaner {C92 & CA95l _._92._ Air Cleaner Element M \Air Vent ‘ Tubc Grornmet Air Cicaner Connecting Tube Boo rd COmp. Setting Rubber Fig. ll 41 Location of lool tray board "-1 O. EXHAUST On the C95, upswept exhaust and mufflers attached to the tool and battery box are instoHed. Exhaust Pipe Gasket é .. W ‘h-I‘ 1: i R. Exhaust Pipe Fig. “—42. Exhomt pipe and muffler box (C92 8- CA95) _93__ "-13 SEAT Two kinds of seats are available for the C92 and CA95; a single seat with luggage carrier and a dual seat l‘Ol the C892, there is a dual seat and a special racing seat with an upswept rear end Seats can be replaced by first removing the fuel tank. A Fig l-52. Seat (C592) "-14 SPEEDOMETER, HANDLE LOCK AND TOOL KIT S EEDOMETER A magnetic eddy current type speedometer is installed in the top of the head light case on the C9? C95. C892 and CA95. The speedometer is driven by a cable from the gear box on the front brake panel The speedometer glass is sealed so it cannot be replaced. To remove the speedOmeter, first take out the head light. The speedometer cable can be removed after first taking off the front fender and disconnecting it at the speedOmeter and the gear box. HANDLE LOCK The handle lock IS located on the right side of the frame head pipe. It is inserted into the casing and held by the cover. It can be replaced by unscrewing the retaining screw an the cover TOOL KIT AND ACCESSORIES The tools shown in Fig ”-53 are enclosed in a tool bag and placed in the tool box for the owner's use —98—- For racing the C892, 0 set of megaphone pipes without silencers is available. I The standard muffler has a detachable inner dif’fuser which can be removed for cleaning. It can be taken out by removing the bolt at the end of the muFfler. R. Muffler Comp. R. Exhaust Pipe Fig. ”-43. Exhaust pipe and muffler box (C892) Fig. ":44. Exhaust pipe, muffler box and protector for C592 "-11. FOOTREST, MAIN STAND AND BRAKE PEDAL The step bar on which both right and left step rubbers are installed is attached to the under crank case on C92 standard and CA95 models. but the C892 has step plates attached On both sides of the motorcycle. A side stand is installed on the C92, C95 and CA95 but not on the C892. Dismantling ‘ (ll The step bar and step plates can be removed by taking out the bolts after the mufilers are removed. (Fig. ”—45 ll-46l __94_ Fig. "—45. Footrests (C92 & CA95) Step Rubber Fig. "-46. Step plates (C392) (2) The brake pedal can be removed when the cotter pins on the brake rod and broke pivot pipe are removed (C92, C95 STD). Fig. ”-47. Brake pedal and link (C92 & CA95) _95__ Rem0ve the brake pedal pivot bolt of C892. (Fig. ll-48l Brake Pedal PW 3°” \% Brake Pedal Pivot Bushing ? B k P d I re e e a Grease Nipple Rear Brake Rod 9 Fig. ”-48. Brake pedal and link [CB92l (3) Remove main stand anchor bolt and remove the main stand spring from hook. Main Stand Spring Hook / Main Stand Anchor Bolt Main Stand Stopper Rubber Fig. "-49. Main stand "—12. FRAME The frame and rear fender is a single unit with both halves welded together. The C892 frame is shorter than the C92 and CA95 frame and has a flat rubber mudguard at the end of the rear fender. (Fig. ll-SO) A steering head pipe fitted with press-titted steeri’rigU-ioall races is welded to the front part of the frame. Replace the ball races if they are damaged, worn or streaked. They can be driven out by topping with a rod and hammer. Frame Body Comp. Roar Fue! Tank Rear Fuel Toni: Supporl Stay Cushion Rubber Number Plate L. Rear Fender Mudguard Stay Mudguard Say I ' . _‘ I" \ 1 5e! Screw I R. Rear Fender 1 Rear Fender d , Mudguord Mudguor 5 cy Fig. ”'50. Frame [C8923 . ¢ l Fig. “-51. Dual seat and bracket (C92 8. CA95) —-97—- ’ A small can of touch-up paint, auxiliary fuse for electrical circuits. air pump for inflating l tyres, a piece of rubber and glue are included. 12 H * ‘ Fig. "—53. Tool kit ® Axle wrench ® Screw driver 9 C 6 mn ® Flier Screw driver (-9 A 6mm W G) Double head spanner 10 mm and ® Tapper adjusting spanner ll” 14 mm lll @ Double head spanner 17 mm and ® Lever ‘ll; 19 mm “ll 6) Spark plug wrench ® Point file lll‘ © Auxiliary fuse ® Tapper adiusiing spanner l (“D Grip @ Feeler gauge Screw driver G) 8 8mm Tool bag _99_. III. ELECTRICAL EQUIPMENT Electrical equipment is divided into 5 groups; storage battery, generating, starting, ignition and lighting equipment. In addition, winkers, horn, neutral indicator light and wiring harnesses and included in miscellaneous electrical equipment. Ill-1. BATTERY The battery is installed in the battery box on the left side of the frame. With the engine running at normal speeds, current generated by the AC. dynamo and rectified by the selenium rectifier will easily supply the electrical requirements of the ignition system, lights and various electrical accessories. When the engine is not running, when starting the engine with the starter motor Or when the demand for current is greater than the dynamo Output, the battery supplies the required current. The plastic case battery has 3 cells, each containing 7 positive plates and 8 negative plates. Plates are insulated from each other by separators and are immersed in an electrolyte solution of sulphuric acid and water. The capacity of the battery is ll ampere hours at 6 volts. The positive terminal is connected to the selenium rectifier thrugh a fuse and the negative terminal is grounded to the frame with a ground strap. l. Removal and installation of battery Remove the battery box cover. Remove the battery clamp by unscrewing the 6 mm bolts N fix \ 5 s i\ G *h till" ‘3, A- _dV"“ Disconnect the wires from both battery terminals and the battery can be removed. When installing the battery, wipe the battery clean and firmly tighten the wires on both terminals. (Fig. Ill-ll Be sure the battery vent pipe is not pinched shut. ll. Maintenance Batteries are shipped overseas uncharged and without electrolyte. When charging the battery for the first time. follow the instructions attached to the battery, which read : Battery maintenance requires only keeping the electrolyte at the specified level. If the level decreases exceptionally rapidly, check the dynamo to see if it is over-charging. Relations between the specific gravity of the electrolyte and the amount of charge in the battery is as follows : _—_—.——————— Specific gravity E Capacity of charge 1,130—l,500 0% _ , 1200-1210 50% ‘ 1,260 ‘ 100% M These are standard figures when the temperature is 20°C. Use the following formula for calculations at other temperatures : Specific gravity at 20°C=lt°C Spec. Grav.l+0.007 (to-20°) in the above formula, to stands for electrolyte temperature in centigrade. If the specific gravity falls below l.2i0 when it is converted to 20°C, the battery requires charging. Dry-Battery l Initial Normal Volume of Density of Type Capacity ‘ charging charging electrolyte filling electro- l ‘ current (Al current (Al lliterl lyte (at 20°C) 1 - - l — MBK 76 lav. 11 Amph 1.1 1.1 0.4 l 1.260 1 l l l Precaution before use The battery contains dry, charged plates but no electrolyte. When the battery must be used immediately, or a lack of time or charging equipment does not permit initial charging, the battery can be placed in service by adding sufficient electrolyte. HOWever. an initial charge is recommended. —lOl-— ___________l l2l Filling with electrolyte Use a solution of diluted sulfuric acid of the proper specific gravity cooled to below 30°C. Fill the battery up to the electrolyte level line lupper line). l 3 1 Standing Allow the battery to stand for two or three hours after being filled with electrolyte before charging it. If the level falls during this period, add electrolyte to bring the solution up to the upper line. l4l Charging With the electrolyte temperature below 30°C, charge the battery at the rate given above for l5 to 20 hours. If cell temperature rises higher than 45°C during charging, stop charging for a while or reduce charging current to oneehalf. If the electrolyte level falls during charging, add only distilled water to bring the level up to the upper line. (5) Completion of charging During the final period of charging, adiust the electrolyte specific gravity to between 1.250 and l.270 at 20°C and continue charging for two or three hours. After charging is finished. wash the battery with clean water and dry. I 6 l Handling 1. Before use, remove the sealing tape on the plug vents and open the overflow pipe. 2. Be sure to attach the vinyl overflow pipe to the battery when installing it on the motorcycle. Sulphation If the battery is excessively discharged, sulphation will occur and white powder form on the positive plates. After a long time the white powder will be deposited at the bottom of the cells. Where sulphation has occurred, remove the cell caps. empty the battery of electrolyte and wash thoroughly and repeatedly with water until all the white powder is removed. Refill the battery with electrolyte and charge fully. Hydrometer Use a hydrometer to check specific gravity of the electrolyte. The hydrometer indicates the specific gravity by means of floating balls, as follows —lO2—— av». .~—. ‘- Red ball I float ‘ float l sink White ball l C Cfloat l sink l Sink — _ Specific gravity l over l,240 l,240—l,l80 under l.180 t Capacity of charge I ilOO% ! ’ 230;?) "_ 0% lil~2. CHARGING SYSTEM The charging system consists of the A.C. dynamo and the selenium rectifier. Alternating current induced by the A.C. dynamo is altered by the rectifier into direct current for charging the battery. nun“ A. A.C. DYNAMO A 6 pole permanent magneto is attached to the left end of ——-Red Ball —~White Boll nu xgu‘Aunequ the crank shaft and rotates in the center of a 6 coil stator. é: n The dynamo is of a special design which regulates the maximum output automatically. Current output does not correspond directly with the engine rpm, so no special voltage regulator is needed. (Fig. Ill-3) m. Fig. lll~2.$pecific Gravity Tester l n't'an g l I Seallng Rubber Cord Stator Grommel Bose Ignition A.C. Dynamo Coil Ass'y A.C. Dynamo Slater Ass'y Rotor Setting Spark Advanccr M Ass'y Contact Breaker Ass'y 1835115 Dynamo Cord Breather Seal Grommet A.C. Dynamo Rotor Setting Bolt Condenser Fig. Ill-3. Exploded view of A.C. dynamo system When lights are turned on. all coils are used, but for daytime running only a portion of the coils are utilized. -lO3- I. Disassembly and assembly Disconnect the wiring and remove the right crank case cover and chain case cover. Remove the screws holding the dynamo. Rem0ve the screws clamping the wiring to the crank case. Disconnect the neutral switch terminal. Remove the spark advancer and the dynamo rotor with an extractor. The dynamo can be assembled by following the above steps in reverse. \rt’v Fig. Ill-4. A.C. Dynamo stator base P Selenium Rectifier Rectified Current Wave Generating l Load \ I \ Coil G- ‘\ 1’ ‘\ I, Q Battery Wiring of Rectifier Fig. ill-5. Charging Circuit ll. Inspection and maintenance [1 i Use a service tester or ammeter to check the dynamo output. (p. 122) Check the generating current at 3 engine rpm readings. The standard charging current under 6—8 volts is shown below and the dynamo should charge within +0.2 ampere at each rpm reading. Speed at tap gear t i 30 km/h I 50 km/h Crank shaft RPM i 1000 rpm i 2200 rpm i 3700 rpm - i ‘ ' Generating current, (day time) i +l.O ' +4.5 ! +6.5 , ' -- Generating current (night time) —3.0 ‘ —i.0 ! +2.3 m— —— 104 — Remove the battery box cover and the battery. Take out the tool tray board attached to the air cleaner. Unscrew the nuts retaining the coil from the outside of the frame. Remove the primary wire terminal and spark plug cap from the Secondary wire (tor simultaneous ignition type). i As there is no difierence in the eHiciency of the distributor type coil and the coil used without a distributor, they can be interchanged. In this case the distributor cap should be attached to the cylinder head side cover to protect it from dust and the secondary wires led directly to the spark plugs. ll. Testing coil l l l Power test A three needle tester is recommended to check coil output. (Fig. lll~lOl The service tester (p. l22l can be used. Connect the + wire of the tester to the secondary wire and the ground — terminal to the frame. Attach a spark plug to the other side of the secondary wire. Rotate the crank shaft by using the starter motor. Check the maximum sparking distance between the two main pointers, which is found by moving one pointer until sparks cease to jump. The minimum gap should be 8mm at crank revolutions of 300 to 3,000 rpm. (2) Conduction test A conduction test is needed to check whether there is a disconnected wire or short circuit in the ignition coil. Use a tester by connecting One lead wire to the terminal and the other to the Sparkable Gap MIN. 6mm l0.24”l g rm rfil'r—_”"-l— - ‘ Connect to the end of secondary Wire Ground to Engine or Frame O.2~lmm Adjustable Needle i0.008~0.039”l Ground Pole Fig. Ill—10. Three Needle Spark Tester —IO7— —————————-—— (2) When the magnetic power of the rotor has beCOme weak, have it remagentiZed by a specialist. 8. SELENIUM RECTIFIER The selenium rectifier changes alternating current induced by the dynamo into direct current for charging the battery. lt consists of 850 mmesquare sheets of selenium plate and operates by full wave rectification of A. C. current. To prevent contact with wires or cabels. all edges of the plates are covered with rubber. l. Dismounting The selenium rectifier is attached by l nut to the left side of the frame iust below the center of the tUel tank. It can be dismounted by using a long wrench. Remove the caerburttor and the selenium rectifier can be dismounted from the opening behind it. Disconnect the wiring from the terminals with a screw driver. insulating Diaphragm / Electric Pole was—xx Selenium . . .\\\\‘ A\\\‘ — \&\\\\\V t — — — 'lllllm VIII/III. — 'IIIIIIIIIIIIIIIIA Base Plate Section View of Rectifier Plate Fig. Ill-6. Selenium rectifier ll. Installation Connect the wiring to the selenium rectifier terminals according to the wiring color code. Be careful not to interfere with other wiring or cables. As the rectifier is grounded to the frame at the point where it is mounted, do not use insulation in mounting it. The rectifier will not burn unless the plates are shorted. III-3. IGNITION SYSTEM The ignition system is designed to deliver a high voltage electrical charge of 15000—20000 volts to each spark plug at the carrect time to fire the compressed charge of fuel and air in the cylinder. The 7 elements making up the system are ignition switch, ignition coil, dis- tributor, breaker points, condenser, spark plug and battery. There is no distributor on engines having serial numbers adove C92E-937065 or C95—9l5183. These engines have a simultaneous ignition system, so that both plugs fire at the same time; that is. each fires twice during one full cycle of the engine. —IO5—— If it is not stable at any rpm or is less or more advanced than listed above, replace the spark advancer. Replacement of spark advancer Remove the breaker points cover and breaker points base plate. Check to see that the springs are in good condition and that the points cam has sufficient grease on the shaft. D. CONDENSER The condenser is uesd along with the breaker points to absorb excess Current and assist the breaker points to function properly. The capacity is 0.2;! Farrad. A faulty condenser is sometimes indicated by badly burned breaker points, weak spark or difficulty in starting the engine. Use the service tester lp. 122l to check the insulating resistance betWeen the terminal and the outer tube, in conjunction with this data: over SOMQ Good 50~lOMQ rather good} below TOMQ faulty l replace The condenser terminal must be tightened firmly to the breaker points primary circuit. E. DISTRIBUTOR The distributor delivers high voltage current to each spark plug. The rotor inside the cap switches this current to the cables leading to each spark plug. Replacement of distributor cap or rotor The inside of the cap and rotOr must be kept clean. Fig. Ill—12. Removing distributor cap and rotor —109— Distributor _——’ Battery Fig. III-7. Ignition system Wiring (Distributor Method) A. IGNITION COIL d—.—_— Cu'tent of Electricity Contact Black—[Wm] Battery Condenser I . Breaker Point @ ~ 0 WW}, I Fig. III-8. Ignition system Wiring (Simultaneous Method) From the same engine numbers, the ignition coil is located on the inside of the frame instead of on the left side of the crank case. performance. Fig. III-9. Two kinds of ignition coil The ignition coil is important to engine screw [Left is the one attached to frame} I. Replacing ignition coil Remove right crank case cover and chain case cover. Remove screws retaining the coil. Remove the primary wire terminal and secondary wire from the distributor cap. 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The timing of idling speed at 800-900 rpm is 5 degrees before top dead center, the moment the "F” mark aligns with the indicator. Timing begins advancing at 1200 rpm and the full advance of 45 degrees BTDC is obtained at 2300 rpm. To adjust timing: lFig. IV-ll ll) Remove the contact breaker cover, rotate the crank shaft until 8 rests on the peak of cam C and adjust the point gap to 0.3—0.4 mm (OOH-0.016"). (2) To adiust the point gap, loosen screw D and move screw E to the left or right. The gap is decreased by turning the screw in and increased by turning it out. (3) To adiust ignition timing, rotate the crank shaft until the red mark F on the rotor aligns with the mark J on the generator stator. Loosen the 2 (3 screws, one at .2‘"‘\ Fig. lV—l. Whole View of contact breaker point the top of the plate and the other at the bottom, rotate the plate assembly to a l position where the points iust close and tighten the 2 (3 screws. (4) Use a tester or small light to determine the exact instant the points close. (Fig. IV~21 —l26—- lV—3. CARBURETTOR ADJUSTMENT Adjustment of carburettor is described on page 67. The candition of the carburettor is apt to change during use of the engine, requiring minor \adjustments from time to time, particularly of the idling speed. Cleaning at regular intervals is required. The idling speed of about 800-900 rpm can be adjusted by throttle stop screw 8. (Fig. IV-4l When the adjustment is correct the engine will idle smoothly and will not stop or stall when the throttle is opened. Fig. lV—4. Idling adjusting screws of carburettor lV-4. CLUTCH ADJUSTMENT l i If the clutch is not adjusted properly the motorcycle will not run at full efliciency even if the Ill l engine is in excellent condition. ' If the motorcycle jumps or stalls when the gears are shifted from neutral into low, the clutch will not release satisfactorily. lf the motorcycle will not gain speed properly when engine rpm is increased, the clutch is slipping. Adjust the clutch to give l0-15 mm of free play in the clutch lever. ll l Loosen bolt A and adjust the clutch by turning the clutch adjuster. The clutch may ill slip when clutch adjuster B is tightened excessively and may not disengage easily 'I when the clutch adjuster is too loose. (Fig. lV—5) l2) Depress the kick starter and check the clutch for slip and engagement with the clutch lever in and out. (3) There should be l0-15 mm of play in the clutch lever. A —l29— Fig. lV-2. Using miniature lamp 60V checking timing l5l For checking the timing dynamically while the engine is revolving, the timing light in the service tester lP. l22l is useful. This light can also be used to check the state of timing advance relative to engine rpm. lP. 108) (6) After adjustment is completed turn the crank shaft a few turns and recheck the ignition timing. (7) Burned or pitted points should be smoothed with a file, and any oil wiped front the surfaces with a clean, dry cloth. l8) Apply a small am0ut of good grease to the oil slipper during regular maintenance service. l9) Where concern is only for power at high rpm using megaphone exhaust pipes and special racing kit carburetter jets on the C892, it is advisable to set the timing at 10 degrees BTDC, by marking a point 0n the dynamo rotor 10 degrees from the "T" mark counter-clockwise or at the some distance frorn "T" to "F" on the circum- ference. IV-2. VALVE TAPPET CLEARANCE ADJUSTMENT Tappet clearance is important to correct operatiori of the valves. As it affects valve timing, if the clearance is too small the engine will not run Smoothly. If the clearance is too large. tappet noise is heard. -— 127 —— (21 i3) i4l Remove the contact breaker COVer and align the pointer on the generator with the black "T" mark on the rotor. Remove the faur caps with an axel wrench or open end Wrench, loosen the lock nuts and turn the adiusting screw with the special wrench provided to obtain the specified clearance. (Fig. lV-3l Fig. lV-S. Adiusting tappet clearance Turn the adiusting screw in to decrease and out to increase clearance. The proper clearance for both intake and exhaust valve tappets when the engine is cold is 0.1 mm. Check clearance with the thickness guage in the tool kit. Holding the adiusting screw in position, tighten the lock nut. Rotate the crank shaft one revolution and make the same adjustment as on the opposite side. After the adiustment is completed. depress the kick starter several times and recheck the clearance. ~128— [afic‘ A A e, . 4.11:... .....y_._., . Fig. lV-5. Adiusting clutch (4) The main adjustment can be made by steps 1 through 3, but to facilitate the adjustment of free play in the lever a cable adiuster in provided on the CB9? ciutch cable. (Fig. lV-ét Fig. lV-é. Clutch cable (C892) lV—5. DRIVE CHAIN ADJUSTMENT Correct adiustment of the drive chain affects the power Output at the rear wheel greatly and also the durability of the chain. When the chain is too tight it deCreases power transmission. and when it is too loose it causes excessive wear. (ll Remove the rubber cap on the chain case and adjust the drive chain so there is 10-20 mm (DA-0.8”] of play. (Fig. lV-7l ——130— (2) To adiust the drive chain, loosen the medium sized axle nut and large axle sleeve nut and turn the adiuster nut in the direction needed. Turn the nut in to tigten the drive chain and out to loosen it. (Fig, lV-8l Fig. IV—7. Max. deflection of drive chain Fig. lV-8. Adiusting drive chain adiuster '3) Turn the adiusters on both sides the same amount a little at a time, checking the play in the chain, and be sure the notch marks on both adjusters are even. it they are not, the rear wheel will not be straight in the frame. resulting in unstable riding. lV—6. CAM CHAIN ADJUSTMENT Faulty adiustment of the cam chain results in com chain noise, and routine adiustment occa- sionally is recommended. (1) Remove the rubber cap and loosen the cam chain odiusting lock nut and cam chain adjusting screw. —-13l-—- ’7‘ ,V\ n l2] Remove the exhaust tappet hole cap and while watching the rocker arm. rotate the crank shaft in the reverse direction and then in the normal direction until the exhaust valve rocker arm starts to operate. l 3) Turn the cam chain adiusting screw in until the tip iust touches the cam chain tensioner spring guide. As this is not visable. determine when the screw touches the guide by feel. l4l Hold the adiusting screw with a screw driver and tighten the cam chain adiusting lock nut. (Fig. lV-9l Fig. lV—9. Adiusting cum chain IV-7. BRAKE ADJUSTMENT a. Rear brake pedal adiustment corrects the amount of free play in the brake pedal. Be sure the brake does not drag and is not too loose. A. REAR BRAKE (ll Adjust the rear brake pedal until there is 30-40 mm ll.2-l.6”l free travel before the rear brake begins to Operate. {Fig lV-lOl l2) To adiust, turn the rear brake adjusting nut in the needed direction. Turn the nut in to reduce the pedal travel and out to increase the pedal travel. —]32— .—r | ,-. ) _- t Fig. lV-‘lO. Adiustment of rear brake B. FRONT BRAKE l l 1 Adjust so there is 3-4 mm (0.12—O.l6”i of free travel in the front brake lever before the brake begins to operate. (Fig. lV-lll (2) To adjust, turn the front brake adiusting nut in the needed direction. Turn the nut in to decrease and out to increase the free travel of the lever. (Fig. lV‘lll (3) To adjust the C892 front brake: 3—l An adjuster is provided in the brake cable for minor brake lever play adiustments. 3—2 When the brake shoes are replaced, connect the brake rod so that the two cams are synchronized. Adiust the brake rod at the {aim to the length required so that the distance between the upper brake arm and lower brake arm is correct. After fitting ioint pins and cotter pins, check the brake rod side play. If the brake rod is too tight between the arms, adiust the rod. —133- ‘7 '3 20~30 mm (0.78~1.18 in) (-- ‘ "f # M i Fig. IV-H. Adiustment of front brake Fig. “(-12. Front brake (C892) M 3—3 Major odiusfmems are made at the cable odiuster at the end of the brake arm, “ as on standard models. ——134— 3—4 When brakes are given hard usage, such as in races, remove the front and rear air guide caps to cool the brake drums. For normal use, the caps should be attached to prevent dirt and sand from getting into the brakes. lV—8. CLEANING AIR CLEANER The air cleaner should be kept clean and dry. When it is dirty, there is danger that engine performance will be adversely affected 0r dirt get into the engine and cause rapid wear. Clean preiodically. {l 1 Remove the air cleaner elment as described on page 92. l?) Clean a dirty element by tapping it gently, blowing with compressed air or brushing the outside with a soft brush. l3) A cleaner element fouled with oil or water will not clean the air properly. Be careful not to get oil or grease on the element. If the cleaner is fouled with oil or grease or broken, replace it. lV-9. CLEANING OIL FILTER (ll Remove the oil filter and pull out the oil cleaner. (2} Remove the oil filter cop and wash the dirty oil cleaner insude thor0ughly with go» soline. A "two" filter ch- . n! 4“ -. Fig. IV-l4. Removal of oil filter lV-'IO. CLEANING FUEL STRAINER Dirt in the strainer can be seen from outside through the plastic strainer cup. Remove the strainer cup and clean the inside of the cup and the SCreen. lFig. lV-Ml A. __..- Fig. tV-lS. Removing fuel cock strainer lV-‘I 'l. THROTTLE CABLE AND GRIP ADJUSTMENT (l l To odiust the free travel in the throttle grip, loosen the nut (23 and turn the odiuster ® in the needed direction. A free play of about 5 mm (0.2”) is recommended. (Fig. IV- 1 6| —-136— l2) Twist grip stiffness can be adjusted with the adiusting screw after the nut is loosened. Aftr adjustment, tighten the nut firmly. (Fig. lV—l7l Fig. W47. Throttle adiustment (C892) .4..— _‘._,,.,~, A_ 9.... lV-‘l‘Z. ADJUSTMENT OF CHANGE PEDAL The change pedal position cannot be adiusted on standard models, but the angle of the pedal may be adiusted to fit the rider's foot on the C892. Unscrew the lock nut with a 10 mm wrench and turn the change rod by hand or with a pair of plie's Tighten the lock nut after adjustment. (Fig. lV*l8l —-137— Fig. lV—18. Adiusting change pedal lV—T 3. BATTERY SERVICE As maintenance of the battery is described on page lOi, only routine service is listed here. (ll [2) l3) (4] The electrolyte level should not be allowed to fall below the lower line marked on the side of the battery case. When electrolyte becomes low, add distilled water to the upper level line. Do not use sulphuric acid. Do not fill above the upper line. Be sure the vent pipe is not obstructed. IV—I4. SPARK PLUG SERVICE The condition of the spark plug affects engine performance greatly, and plugs should be checked regularly. Clean the electrode and adiust the gap to 0.6—0.7 mm (0024-0028”) as described on page llO. IV—15. ADJUSTMENT OF HEAD LIGHT AND STOP LIGHT TIMING These adiustments are described on page 117 and page 121. —l38— 'ffi'h‘. 3. 4. 5. YB92l807 YB92iii9 YB921163 YB92l808 Spark plug Colder type spark plugs are available. The gap on these plugs should be set at 0.014— 0016” (0.35—0.40 mm) YB9218l7A Spark plug ClOH, Cl2H 2 pcs Drive sprocket Selected according to racing conditions. YB922317 Drive sprocket: 14 teeth l pc YB922317 Cam shaft and exhaust valve The exhaust valve is reinforced with stereite welding to prevent wear. The corn shaft is for high revolution valve timing. YB9214l6 Cam shaft l pcs YB9214léB l YB921547 Exhaust valve '2 YB92l4l6 is superseded by YB9214léB which is made integral with tachometer drive worm gear. The later is adopted for complete engines frorn CB92E-010511 and CA95E- 010139. -— 143 —— IV-1 6. LUBRICATION l. Engine Oil As engine oil is absolutely essential to satisfactory engine operatiOn and engine life, extreme care should be taken in checking and changing the oil regularly. More frequent oil changes are recommended under severe service conditions. ll) Put the motorcycle on the main stand. remove threaded drain plug from the under ‘ crank case and drain all the oil from the engine. l Drain the oil when the engine is at normal operating temperature. Replace the plug after all the oil has drained. (2) Remove oil cap and pour new oil into the engine to the level of the mark on the dip stick. Normally an oil change takes about 0.8 liter, but when the oil is drained thoroughly from all oil passages and the filter, it takes 1.2 liters. Do not screw in the oil dip stick when checking oil level. Just insert it. (Fig. lV—l9l Crank the engine and check the oil level again after running it. Fig. lV—l9. Checking oil level (3| Heavy duty oil of the following brands is recommended: I t SHEEL RETINAX ‘ PENNSYLVANIA PENNZOIL PENNDRAKE —139— (4i CASTROL MOBIL OIL and "HONDA ULTRA OIL" which is specially produced for Honda machines. Grades recommended are: Over l5°C (59°F) #30 SAE {a Below 15°C l59°Fl #20 SAE ll. Grease service ill (2] (3] Grease nipples { _ Replenish grease periodically through all nipples with a grease gun, referring to the routine maintenance chart. Fiber grease is recommended. Grease nipples are located at these points: Front brake arm Front brake panel Front arm pivot bushing (R & Ll Clutch adjuster Rear brake arm SpeedOmeter gear box [Nipples on C892 onlyi Front brake arm (upper) Change pedal pivot Brake pedal pivot Brake cable Clutch cable Front and rear axle bearings Replace grease in front and rear axle bearings every 5,000 miles. Pack grease between balls and put a thin coat inside the wheel hubs. Drive chain The chain should be thoroughly cleaned and greased as described on page 89. —l40-— V. PERIODICAL MAINTENANCE Routine maintenance shown below is also listed in riders manual. _____________________—__—__—-—————— lst time 2nd 3rd 4th 5th Duration after 2nd 5th 8th 1 Ith Items K 200 miles month month month month Adjust and/or service __dri\:e chain _ _ _ O _ O“ 7 O O O Check and/or Service battery O O O O Change oil 0 Q Q O 0 Clean oil cleaner Q C) O 0 Adjust tappet clearance C) O O O O Grease all nipples C) 0 Check tightening of bolts . and spokes C O Adiust ignitiOn timing "i (:1 0 Adjust cam chain O 0 Clean carburettor 0 Clean fuel strainer (j Grease wheel bearings O _____________________________.—_——————— —I4I—— VI. RACING KIT FOR C392 A special racing kit is available for the C892 which increases performance and provides spe- cial equipment needed for racing. Vl—I . ENGINE PARTS I. Piston and piston ring High compression pistons and thin piston rings for raising compression pressure and decreasing friction betWeen the piston rings and cylinder wall. YB921360 Piston 1 pcs YB92136l PistOn l YB921364 PistOn ring set 2 1.5mm in thickness _ { £0.06") 2.0mm in thickness (0.08") Higher Compression PiSYOn YB92136] YB921360 (Lem (Right! 2. Removing starter motor and dynamo To decrease weight. the starter motor, dynamo and rotor can be removed. When the dynamo is removed ignition coils of higher efficiency should be used in place of the standard coil. Before each race, fully charge the battery. YB921H9 Front crank case cover Covering Space of starter motor YB921163 Front caver Packing YB921807 Governor shaft SubstitutiOn for the rotor to keep the spark advancer in position YB921808 Stator base cover Substitution tor A.C. dynamo starter YB921806A Ignition coil Higher efficiency at high R.P.M —I42— 3. 4. 5. YB92l807 YB92iii9 YB921163 YB92l808 Spark plug Colder type spark plugs are available. The gap on these plugs should be set at 0.014— 0016” (0.35—0.40 mm) YB9218l7A Spark plug ClOH, Cl2H 2 pcs Drive sprocket Selected according to racing conditions. YB922317 Drive sprocket: 14 teeth l pc YB922317 Cam shaft and exhaust valve The exhaust valve is reinforced with stereite welding to prevent wear. The corn shaft is for high revolution valve timing. YB9214l6 Cam shaft l pcs YB9214léB l YB921547 Exhaust valve '2 YB92l4l6 is superseded by YB9214léB which is made integral with tachometer drive worm gear. The later is adopted for complete engines frorn CB92E-010511 and CA95E- 010139. -— 143 —— 6. Carburettor jets For improved performance using megaphone difiuser pipes. YCZPW22/l5 Main iet l pc YCZPW20A/O4 Power jet l 7. Tachometer gear box For engines numbered below CB92E~Ol0510 and CA95E-010138 without tachometer gear boxes, the following parts are required to install the tachometer. B92l206C Cylinder head complete 1 pc B92l2128 R cylinder head side cover I B92l2léB Cam shalt complete l 8921465 Tachometer gear l B92l467 l2 mm sealing bolt l 3921470 Tachometer gear bushing l 8921472 20 mm sealing nut 1 3922883 l2 mm sealing washer l VI—2. FRAME PARTS l. Megaphone type diffuser exhaust pipes Difiuser pipes without muftlers to increase epliceincy. YB 923961A R. Exhaust diffuser l pc YB 923962A L. II II 1 —144— YB923961A J \\\O YB923962B ’ I I ’1‘. ® (we: ‘1 ‘%0 0° I /0 O ‘ ¢E\\ ,7, __ ___ 34,4,x ..,_ V \ \\\\\ :;~ __====5€=¢ \ &C; f” 6‘ I ~ ’ éihtw-i" ' L—. _ > . .3“ A - «N 2. Racing seat With a hump at the back to improve riding position. YB 924926 Racing seat YB9‘24926 3. Front and rear cushions dampers to decrease amount of movement and improve Heavy load springs with stiffer '1 steering at high speeds. YB 925166 Front cushion ass'y 1 pc 1 Spring tension i77-ikg YB 926116 Rear I! I! at displacament of 102.4mm YB925166 YB926116 —-145—- _l 4. Steering handle Low handle bar with ballvtipped levers for road racing. YB 925201A YB 925205 YB 925206 YB 925207 YB 925208 5. Tyres Knobby type for cinder YB 92540l .6 YB 92640] .6 6. Final drive sprockets Steering handle pipe R. Steering handle lever L. I! H H R. Steering handle bracket track, scrambles and trials. Front tyre 2.50-l8 Rear N 275-18 To change gear ratio according to race conditions. YB 926226 Drive chain DK428 (120R) YB 926433 Final driven sprocket 38T YB II B YB 926433C YB II D II II II 4 2T II II II 48T II II II 43T —- 146 - cm:\ I d 7. Tachometer Shows engine rpm. YB 924828 Tachometer l YB 924829 II cable ass‘y l 8. Others Grilled guide to replace front brake panel ventilator cover. Speedometer gear box cap to keep front hub clean. Side stoppers for steps to prevent feet slipping oft. YB 925418 Gear box cap YB 92422l R. Foot rest camplete YB 924222 L. H II If R 7l4226 Foot rest piece R 714224 II II rubber BH 645 6X45 bolt R714226 YB92422I YB924828 R714224 YB925512A YB924829 —147— VII. SERVICE TOOLS Necessary tools for dismantling, reconditioning and reassembling the Honda I25 and ISO are listed hereunder. They are contained in two tool kit sets. One is called the commOn tool kit, (useful for all kinds of motorcycles) and the other is the special tool kit, (or use on Honda 125 and I50 exclusively. I. Common tools (Ref No.) (Tool No.) (description) (qtyl I K—I .................. T—Handle fore head driver it; 2) ................................. I 2 K—2 .................. T-Handle cross head driver (11: 2) ................................. I 3 K-3 .................. T—Handle fare head driver (# 3) ................................. I 4 K-—4 .................. T—Handle cross head driver (I? 3) ................................. I 5 K—5 .................. T-Handle cross head driver (#4) ................................. I 6 ((—6 .................. 8% T—Handle socket wrench (0.32) .............................. I 7 ((-7 .................. 9% Handle socket wrench (0.35I ................................. I 8 K-8 .................. 10%; T—Handle socket wrench (0.39) ........................... I 9 ((—11 .................. 14% T-Handle socket wrench (0.551 ........................... I I0 K-l3 .................. 17%; T-Handle socket wrench (0.67) ........................... I II K-I4 .................. l9 "n”n T-Handle socket wrench (0.75) ........................... I I2 K-I5 .................. 2l ”Kn T-Handle socket wrench (0.83l ........................... I I3 K—I7 .................. 26 ",5’” T—Handle sacket wrench (l.02) ........................... I I4 K-2l .................. SOCket wrench for inserting, 6%, stud bolt (0.24) ............ I I5 K—22 .................. Socket wrench for inserting, 8”},31 stud bolt (0.32) ............ I I6 K-33 .................. 8X9 Double head spanner l0.32><0.35l ........................ I I7 ((-34 .................. I0>< I4 Double head spanner (0.39X0.55l ..................... I 18 K435 ...... . ........... 17X 19 Double head spanner l0.67>(0.75l ..................... I I9 ((-36 .................. 2) X23 Double head spanner l0.83><0.90) ..................... I 20 ((—37 .................. Fore head driver with wooden handle (00 7%,, 150% ...... t 21 ((-38 .................. Fore head driver with wooden handle I00 "5,, 150%; ...... I 22 K—39 .................. Fore head driver with plastic handle ........................... I 23 K-48 .................. Pliers ..................................................................... I 24 K—49 .................. Thin nose pliers ...................................................... I 25 K—50 .................. Feeler gauge (0.04, 0.06, O.I0, 0.12) ........................... I 26 K—5I .................. Feeler gauge (0.35, 0.4, 0.65, 0.07, 0.75) ..................... I 27 K—52 .................. Rubber hammer ......................................................... I 28 K—53 .................. Snap ring remover ................................................... I 29 K~54 .................. Nipple spanner for tightening spokes - 2 30 K—55 .................. Top with handle, 5-6-8",‘,’n (0.2, 0.24, 0.32) .................. I set 31 K-56 .................. Dies with handle, 5-6-8’%, (0.2, 0.24, 0.32) .................. I set 32 ((-57 .................. Tool box ..................... . ......................................... l —)48— Common Tools A‘m,m‘.‘m«...w gm. . m- ., . —l49 — 2. Special tools (Ref. No.l l ”001-th ll 12 13 14 15 16 I7 18 19 (Tool No.) (Description) C—903 ............ Piston ring compressor ......... C—904 ............ Dynamo rotor puller ............ C-905 ............ Valve lifter ........................ C—908 ............ Main switch pin spanner ...... (2-909 ............ 4%, pin spanner .................. C—9l0 ............ Timing gear puller ............... C—9ll ............ Valve Seat cutter; l20° angle C—922 ............ Valve seat cutter; 120° angle C—9l2 ............ Valve seat cutter; 90° angle C-913 ............ Valve Seat cutter; 20° angle C—923 ............ Valve seat cutter, 20° angle C~915 ............ Valve guide reamer ............ C-9l4 ............ Valve seat refacer bar ......... C—9lé ............ Drive sprocket holder ............ C-9l7 ............ Driver; for timing gear ......... C-9l9 ............ Tappet wrench .................. C—921 ............ Crank shaft bearing puller ...... A-7034 ......... Wood block ..................... K-S'l ............ Tool box ........................... - 150 — l l l l l l (Commentsl installing cylinder Onto piston far removing dynamo rotor far removing valve cotters for removing main switch for adiusting steering tOp ball race for removing timing gear for repairing valve seat (for exhaust valve seat) for repairing valve seat (for inlet valve seat) for repairing valve seat II (for inlet valve seat) for repairing valve seat (for exhaust valve seat) for reaming valve guide available with cutters for holding drive sprocket for fitting timing gear for adjusting tappets for removing crank shaft main bearing -—151— VIII. TECHNICAL DATA Important data for maintenance is listed in this chapter which is divided into three sections. The section of "General data" includes the general features of performance of the camplete motorcycle, the " dimensions and limits ” section includes dimensions of component parts with tolerances for standard and repairing limits, and in the toque spceification llast sectionl is listed the specific torque for tightening bolts and nuts. Representation of signs is as follows. * for C92, l*)lor CB92 and l**l for CA95. The numbers without the above signs are common for all models. VIII-I. GENERAL DATA 1. Dimensions and Performance Dimension: mm [in] * (*l l**l Overall length 1,900 1:875 1,900 Overall width 640 595 720 Overall height 955 930 1,007 Wheelbase 1.245 L260 l ,250 Min. ground clearance 130 MO l35 Weight: Kg llbsl Total dry weight l20 llO l24 Weight distribution, front 55 52 58 Weight distribution, rear 65 58 56 Min. turning radius: mm linl L700 2,000 L700 Max. tOp speed: Km/h (mphl *llS l*l l30 l**l l25 Climbing gradient: degrees l8° 26' STOpping distance: m (til 8; braking at speed of 35 Km/h on flat level road. Fuel consumption: Km/l lmpgl *65; [*160; i**l55,~ constant cruising speed of 35 Km/h on a flat and paved road. 2. Engine Stroke 8: Number of cylinders 4 st. twin cylinder Location of valve Overhead com 8: valves 3°"? x S"°ke‘ ’"m “n' * Hllégi‘llém magi?“ - 152 — 2. Engine lCont 'dl Total diSplacement: cc * (*t T24; i**l l54 Compression ratio *8.3:l;l*ll0:l;l**l9.7:l Max. Output: HP/rpm *H.5/9,500; m 15/to,500; l**t 16.5/10,000 Max. torque: K9. m/rpm *0.9/8,200; (*l l.06/9,000: l**l l.24/9,000 Engine weight: Kg llbsl *36 I792); (*1 t**l37 (81.4) Compression pressure: lb/in2 *120; (*l I**J 130 Carburettor * [*l PWlBHABa 18 mm (0.7] inl Bore size l**l PW20HA3a 20 mm 10.79inl Battery Type MBK 7-6 Capacity: V. Amp-h 6-l2 Ah Spark plug Type Size: mm Spark gap: mm (in) *C7H; (*l l**l ClOH 10X l2] 0.6—0.7 {0024-0028) Ignition timing Initial sttinge: degrees Advance angle: degrees Contact point gap: mm (in) 5 BTDC 40 BTDC 0.3-0.5 i0.0l2-0.02l Timing drive Com chain [78 links! Tappet clearance: mm lint l ‘ n l (in. 8: ex. when cold! 0' 00‘39 Lubricant capacity: |. 1le l2 l2.ll Starting device Electric starting motor lprovided with lack starter) Type of air cleaner Filter paper Lubricating system Wet sump and plunger pump Type of oil filter Centrifugal oil filter Type of clutch Wet and multi-plate Type of transmission Constant mesh 4 forward speeds Type of gear changing Foot control —153-— Gear ratio Gear ratio of gear box First Second Third Top *2.6l ; (*l l**l 2.36 1.6T : l.47 l.l9; 1.04 0.88; 0.84 Primary transmission Type Gear ratio Final transmissiOn Type Gear ratio Total gear ratio Gear drive *3.88; (*l 3.88 ; l**l 3.88 Chain drive *267; (*l 2.93; i**l 2.40 First *27.04; (*l 26.83; i**l 21.98 Second 16.68; 15.76: 13.69 Third l2.33; ll.l2; 9.68 Top 9.12; 8.98 ; 7.82 Chassis Max. steering angle 45° Handle bar size: mm (in) *640 (25.2); (*l595 (23.41“; l*‘*l 700 (28.00) Caster : degrees *61; (*l 60; (**l61 Trail: mm linl * l**l95 (3.74},- l*l 100 (3.94l Tyres Size front * l**l 3.00-16—4 ply (*l 2.50—18-4 ply Rear * l**l3.00v-16—4 ply (*l 2.75—18-4 ply Air pressvre Front 25 Ila/in2 Rear 30 lb/in2 (for solol II 40 ib/inz [for pillion ocwpied or racing) Frame Single unit, made of pressed steel Suspension Pivot link with coil spring and oil damper (front & rearl Brake Type Internal expanding band brake —i54— Item Standard “idling Remarks Imlt Oil ring groove 3.01—3.03 3.l width (0.1868— (0.l2) 0.ll94) Piston min. clearance 0.-0.03 0.l5 to cylinder (0—0.00l2) (0.006) Gudgeon pin hole l4.0—l4.0l l4.03 diam. (0.55l—0.552l (0.553) Available oversize 0.25, 0.50, 0.75 ' (0.0), 0.02. 0.03) Piston ring Compression ring thickness l.497—l.499 (.43 (0.05898— (0.056) 0.0590) Width * (*l l.9—2.l l.8 (0075—0083) l (0.07) (**) 2.lv2.3 ‘ 2.0 (0827—0906) ) (0.788) Tension * l * ) 0.56-0.68 0.4 I”) 0.62-0.76 0.5 End gap in cylinder 0.l5-0.35 0.8 bore l0.0059—0.0l4) (0.032) Clearance to piston 0.02-0.06 0.l5 ring grOOve (0.00079— (0.0059) 0.00204) Piston ring available 0.25, 0.50, 0.75 oversize (0.0), 0.02. 0.03) Gudgeon pin Outside diom. l3.99-l4.0 (3.98 (O.55l—0.552) (0.549) Overall length * (**l 36.0—36.4 L (l.42-l.43l l I“) 40.8—4l0 (l .608—l .62) Clearance to gudgeon 0-0.l2) 0,05 pin hole (0—0.005 (0.00l9) Connecting rod Small end diam. 74.02-14.04 14.07 (0552-0553) (0.554) Clearance betw. 0.0l6—0.049 0.07 Push fit gudgeon pin (0.0063- (0.0296) 0.0)93) — (57 —— _ _l 3. Chassis (Cont'dl I I Brake pedal free play: mm linl ’ 30-40 ll.2—l.6l Handle lever free play: mm linl 20-30 l0.8-l.2l Fuel tank capacity * l**l9.l [2.4l [*l 10.5 (2.8) 4. Electrical Apparatus Generator type Charging Current: Amp daytime 51.6 nighttime 5l.8 at 3,000 RPM. I Bulb : V—W | Head lamp 1 6—35/25 Tail and stop lamp ' 6-3 ltaill; 6—6 lstopl Winker lamp: V-W 6-8X4 Meter lamp: V-W 6-3 Neutral lamp: VvW 6—3 - Selenium rectifier Output voltage: V l5 Horn Type Diaphragm Sound volume: phon l00—105 Winker relay blinking frequency: times/min 60-l20 Fuse: V—Amp 6—15 Condneser capacity: pF 0.24—0.34 VIII-2. DIMENSIONS AND LIMITS Standard value indicates the manufacturers standard size or standard size for reassembling or adiusting. The repairing limit represents the limit of the parts which can be repaired. ln this list the number without units indicate mm and (inl, and others according to the unit indicated. Item Standard Refiggng Remarks Cylinder l : bore * (*l 44.00~44.0l 44.] ’ ll.7336~l.7339l ‘ ll.7l~l.74l | l**l 49.00~49.0l l 49.] Wall thickness 4 [0.16l 3 (0.12l —155— Repairing Item Standard . . Remarks lelt Clearance to valve ‘ 0.01—0.03 0.07 guide 1 (0.00039— (0.00281 . 0.00121 Outer valve spring Free height ‘1 28.86 27.8 (1.1371 (1.091 1 Compression 14.2—15.8 kg 13.8 kg at 20 mm (31.31-35.841b1 (30.43 |b1 _ (0.791 height 1nner valve spring Free height 30.21 1 (1.1891 Compression 1 4.7—5.3 kg 4.0 kg at 19 mm 1 (10.36—11.691 (8.821bsl (0.751 height Camshaft ' Journal diam. 17.95-17.96 17.0 (0706—07081 10.671 JOUrnal diam. 29.93-29.94 29 (1.179—1.1801 (1.1781 Cam height 24.0 23.05 Cam base circle 19.0 (,1) 18.05 Oil pump plunger diam. 13.96-14.01 13.90 ' Timing sprocket l Inside diam. 18.0—18.01 18.1 ' 10109—070951 (0.7181 Teeth Valley 27.56-27.66 27.4 13 teeth (1 .086—1.08981 (1.081 Cam chain total length 598.6—599.6 593.0 77 links Rocker arm lnside diameter 10.0-10.015 10.08 (0394—03951 (0.3871 Clearance to clamp 0013-0043 0.15 pin (00051—00171 (0.0061 ' Cam chain tensioner ‘ ' spring I 1 Compression 4.75-5.75 kg 4.0 at length of 70 mm (10.48—12.68 1131 (8.821101 1 Clutch outer ‘ Inside diam. 19.994001 20.1 (07876—07881 (0.7921 —159— 1 Item ‘ Standard ‘ Repamng ‘ Remarks Limit 1 oui.oi-iound “ 0.01 0.05 (0.0004: 1 10.0021 Bore taper 1 0.01 I 0.05 l 10.0004) 10.0021 i Oversize available 1 020,050,075 I I Heigmoicynnderbdnel 1 63.55—63.65 63.0 ' Cylinder head 1 Valve seat angle ‘ 45° i Valve seat width 1.0 2.0 [0.041 (0.05: 1 Tightening tolerance ‘ 0.07-0.11 1 1 shrink m at temp of valve guide 1 . 250°C Flatness of gasket max. 0.03 1‘ 0.05 ‘ ‘ surface 1 Cam shaft bearing 1 1 1nside diameter 30003002 30 i 1 (HM—1.183) (11861 1 1 Cy1inder goske! 1.1—1.2 1 thickness (0043—0049) r l Va1ve guide inside dt-em. 3 5.5—5.51 ‘ 5.45 bo1h in. ex. 1017—02171) 1 1 1 Valve guide outside diam. ‘ 1004—1005 I shrink m 01 em 13.956—39601 ,__._ _ , . _ I _ __ _ _ ’ Piston i I Top ring round diameier * (* I 43.75—43.80 : 1172—17261 (**1 48.70-48.75 (1919—1921! Skirt max. diameter * (*1 43.98—44.00 43.9 (thrust sidel 11.733—1.7341 1 11.7301 (“‘1 48.98—49.00 48.9 11 970-1.93061 ‘ 11 9'27] Oval rate (skim 0.11-0.13 10.0043— . 0.0051) ‘ Pision ring groove . * 1*) 2.10213 ‘ 208 depth 10.0821— 1 [0.8201 0.08391 1 I”) 2.35—2.43 2 1 10.0926— ‘ 10.0831 0.09571 Compression ring 1 54.53 0.16 Top & second gr00ve widih 10.0394.- ‘ 10.0631 0.06031 ‘ — 156 ~ Item Max. tilt at small end Big end diam. Bend and twist Crank shaft Crank pin diam. Tightening tolerance to crank pin Weight Journal diam. Ball bearing axial play Ball bearing radial play Max. run out at both ends Center crank weight Center crank shaft radial play Exhaust valve Stern diam. Length Valve head seat thickness ClearanCe to valve guide lnlet valve Stem diam. Length Repairing I I Standard ‘ _ , Remarks Limit | ' I 1 . 3.0 l ‘ (0.1181 1 35055—35015 35.05 1 11.8792~ . 11.38) l _1 .37961 i 0.15 offiset . 10.005) _ _‘___._ - _ _ 5 _ | l l 26.006—26.109 25.05 11.0246— 10.9870) 1.02871 l 0.05-0.07 . ‘ 10002—00027) 19996-20005 19.94 l 10.7878- 10.7856) ' i 0.78811 1 1 0.005 0.1 l ‘ 10.00197) 10.00391 I 1 0.014—0.016 0.05 l . 10.0055— 10.0197) 1 0.00631 . " 0.04 0.3 ‘ 10.0012) 10.0121 1 l 1*) 1**) 20.07—20.08 . . (0.7980— 0.7912) 1*)1**) 0010-0020 0.05 10.0055— 10.0197) 0.0063I 5.47—5.48 5.45 10.2155- 10.2147) 0.2159) 57.1—57.3 i 12249—2257) 1 1.04.5 2.0 same as inlet valve 10039—0059) 10.0785) 0.02-0.04 0.08 10.0008— 10.0032) 0.0016) _ _____ ‘ _ ,_, _ l 5.48-5.49 ‘ 10.2159— 0.21631 { 58.0—48.2 1 12285—2293) — 158 — Item Standard ‘ Ref.°'.““g I Remarks ‘ Imit ‘ Change shift groove 7.1-7.2 7.4 ' 1 width (0279—02841 10.2921 Selector fork inside 34.00—34.03 34.07 i l diam. (1.34-1.341) (1.3421 ; Clearance betwn. 0025—0075 0.15 I l selector fork and 10.00098— 10.0057) : shift drum 0.002951 _____ ~ — _ — , _ _ l Tension of spring ’ Front 102 kg 90 at 146.5 mm height 1 Rear 159 kg 145 at 75 mm displacement l (*1 165 kg ‘ (*1150 at 95 mm diSplacement . 1 Brake drum diameter 1516—1522 149 1 (*1 ZOO—200.15 (*1 198 _ -7” — - — — A ~ - —1 1 Run-out of wheel rim 2 10.081 3 [0.121 | _ _ __l III-3. TORQUE SPECIFICATIONS 1. ENGINE ’ - . . ' Part Name Part No. I Quantity Tlghtemng ‘ usad Torque Clutch spring retaining plate, bolts ' BH 620 4 ‘ 4—5 ft—lb ‘ Left crank case cover, cross screw JP 660 & 640 3 3—4 Drive chain cover A, cross screw JP 620, 630 8: 5 ‘ 3—4 ; 650 1 Under crank case, steel nuts ‘ NH 6 1 . 10—15 \ A.C. Dynamo stator, attaching bolts ' BH 630 3 5-6 Dynamo stator base, attaching cross screw 1 JP 630 3—4 1 Ignition coil, attaching cross screw 1 JP 535 2 2-4 I Right crank case cover, cross screw ' Jp 10 3—4 1 Oil pump attaching stud nuts ' NH 6 3 6—7 ' Carburettor, mounting stud nuts NH 6 2 ‘ 3—4 I Left cylinder head side cover, stud nuts 1 NBC 6 4 ' 5—6 I Cam chain tensioner pivot ‘ 901457 1 I 10-13 ’ | Cam chain guide roller pin 901449 1 10—13 I Cam sprocket, attaching bolts 1 BH 614 3 6—7 ’ Right cylinder head side cover, cross screw ‘ JP 617 4 4—4 —161—— _—-——_—_-— Item Standard Ref‘airing l Remarks 1 Imlt ‘ l l FrictiOn disc thickness 3.5 3.0 10.1381 10.121 Warpage 0.2 10.08) , ,, - . l ‘ -. Clutch plate A 1.6 1.4 thickness 10.0681 10.0551 Clutch plate B 3.0 ‘ 2.7 . thickness ' 10.121 10.1061 1 1 — 1 Clutch spring Free height 28.2 (1.1 l 11 COmpressiOn 8.042.01le at length of 21 mm 11164—266 lb) 1 ‘ 1.8271 , We , -1 Transmission Main shaft diam. 19.97-19.98 19.9 10786-07871 ‘ 10.7841 14.97—14.98 ‘ 14.79 (0589-06901 10.5871 Main shalt axis play 0-1-0-75 100039—0029) Rotary play between 0032-0096 ()2 spline shaft and gear 10.0013‘0.00381 10.0081 Counter shaft diam. 19.97-19.98 19.9 10787—078721 10.7841 14.97-14.98 i 14.9 (05898-059021 ‘ 10.5871 Ball bearing 0014—0016 0.05 162041'11 radial play 10.0006— 10.00191 1 0.000631 C0unter shaft 0016-0045 0.1 clearance to its 10.00063' 10.00391 bushing 0.0018) Kick starter spindle 0.016e0058 0.1 clearance to its ‘0‘0006‘ 10.00391 bushing 0.00201 COntoct breaker arm 500~650 gr 400 gr , spring tensiOn ll.403-1.433 lbsl 10.881131 i Clearance betwn. A.C. l l dynamo rotor and 0.4 10.0161 in radium stator Change shift drum ' diameter big end I 33.95—33.98 I 33.9 . (0338—13391 113.361 small end 11.97-11.98 . 11.9 1 [04616-047201 . 10.4681 1 —160— Ix. TROUBLE SHOOTING ‘ Procedures of diagnosis for finding out causes of trouble and their probable causes are described as follows. 1. Engine does not start or hard to start ill Remove the carburettor float chamber and check for fuel flow, if not enough fuel is supplied : l-i. 1-2. 1-3. 1-4. Clogged fuel line Clogged fuel tank cap vent hole Clogged fuel tap Clogged carburettor line or stuck needle valve (2] Remove the Spark plugs, attach them to the spark plug caps, turn on the ignitiOn switch and rotate the crank shaft with starter motor while the l—l electrodes are grounded. If the spark plugs do not spark well or there is no spark: 2—i. 2-2. 2-3. 2-4. 2-5. 2-6. 2-7. Faulty spark plug, lto make sure, check the spark plug with spark plug tester.) Sooty or wet spark plug Contact breaker points dirty or pitted Faulty condenser Incorrect adjustment of contact breaker points Short circuit or breakage'in ignition coil or wiring Damaged combination switch l3l Check compression pressure at the cylinder with a compression gauge and if lack lor abseneel of compression is indicated in either cylinder; 3-]. 3-2. 3-3. 3-4. 3—5. 3-6. 3—7. incorrect tappet clearance Incorrect seating of valves in valve seats Excessive wear in valve Excessive wear in piston ring, piston cylinder Blown out Cylinder head gasket Seized valve in valve guide Faulty valve timing (4) Engine seems to start but won't continue running; 4-]. 4-2. 4-3. Choke shutter (in cold weather] opened too wide Air screw of carburettor adjusting air-screw wide open \ Damaged carburettor insulator or gasket —164— Part Name Part No. (9:23"! “$223219 Oil pump body, attaching stud nuts NH 6 3 6—7 ft-lb Carburettor, mounting stud nuts NH 6 2 3—4 Left cylinder head side cover, stud nuts NBC 6 4 5—6 Cam chain tensioner pivot 901457 1 10—13 Cam chain guide roller pin 901449 1 10-13 Cam sprocket, attaching bolts BH 614 3 6~7 Right cylinder head side cover, cross screw J? 617 4 3-4 Tappet adjusting hole cap 901214 4 5—7 Drain bolt 902713 1 10-13 Drive sprocket, attaching bolts BH 610 3 6-7 Cylinder stud bolt, nuts 902756 6 14—18 902757 Spark plugs 1001818 2 3—5 FRAME Front & rear wheel spoke, nipples 905401 36 2-3 tt-lb Steering handle lock attaching cross screw JO 510 2 2—3 Horn button & winker switch under case, JP 518 4 2—3 cross screw Front & rear brake arm, bolts BH 620 2 5—6 R. L. Luggage carrier support metal JO 620 cr. 6 5—6 attaching cross screw Luggage carrier support bolts BH 817 & 828 4 12—16 Steering handle mounting steel nuts NH 8 2 12-16 Front shock absorber upper bolts 907743 2 22—26 Front shock abSOrber under bolt nuts 907745 2 22—26 Front arm pivot bolt 907723 2 25—30 Fuel tank fixing bolt 707709 4 6—7 Engine hanger bolt 907705 1 25—30 Engine support bolts BH 1040 4 25—30 Saddle Cushion attaching bolts BH 620 2 5-6 Foot rest, attaching stud nuts NC 6 4 10—13 Main stand anchor bolt, nuts NC 10 2 12-16 Side stand pivot screw, nut NC 10 1 22—26 Exhaust box m0unting bolts BH 856 2 15—20 Exhaust box maunting nuts BH 10 2 25—30 Exhaust pipe ioint, nuts NC 6 4 5—6 Tool tray board, attaching bolts BH 612 2 5—6 —162-— Tightening Part Name Port No. ‘ 01:23”! ‘ Torque Rear fork pivot bolt, nuts 707770 i 2 ' 32—37 ft—ib Drive chain case, attaching bolts BH 618cr. 5 I 5—6 Rear shock absorber suspension bar, nuts NC 10 er. I 2 I 22-26 Rear shock absorber under half 907707 “ 2 ‘ 22—26 Front broke drum cover, stopper bolt 907704 ' 1 25—30 Front brake torque bolt 907724 l I 24—23 From axle nuf 907767 ! 1 x 35—40 Rear axle nu: 907767 ' 1 ' 35—40 Rear axle sleeve nut 907769 1 45—50 Final driven sprOCket bolt, nuts SH 332 ’ 4 I 1247 Horn assembly maunting bolts BS 620 ‘ 2 6-7 2. Engine does not develop full power lit (2) (3) i4) l5) l6) (7) Stand the vehicle on the main stand and rotate the rear wheel by hand when the gear is set in neutral, if wheel does not turn easily; l-l. Dragging rear brake-incorrect adiustment l-2. Damaged wheel bearing l-3. Too tight drive chain tensiOn. incorrect adjustment Check the tyre air pressure and inflate to the correct amount. Check the clutch tor slip and if it is found slipping; 3-1. lmproper adjustment of clutch 3-2. Worn clutch facing 3-3. Weakened clutch Springs Measure the highest revolutions of crankshaft with a revolutiOn counter and if the engine does not deveIOp iull revolutions: 4-1. Choked carburettor 4-2. Clogged air cleaner 4-3. Insufficient supply of fuel 4-4. Clogged exhaust box 4-5. Faulty ignition coil or contact breaker points 4-6. Faulty seating of valve 4-7. Incorrect ignition timing 4-8. Excess weakness in valve springs 4—9. Faulty spark plug; test the spark plug with spark plug tester Check oil level in the crankcase and adiust the level to the specification. Excess amount of oil results in trouble. lnspect for excess heating of engine and if found; 6-l. Excess carbon deposit in combusion chamber 6-2. Inferior grade of fuel 6-3. Slipping clutch 6-4. Lean air-fuel mixture; improper size main iet in carburettor 6-5. Dirty cylinder and cylinder head Check for the engine developing ping or knocking when it is submitted to quick acceleration or excessive running at high speed. and if it is so; The probable causes are same as No. (at. —165— - 3. 4. 5. 6. Engine runs erratic and/or with misfiring (ll Adiust air screw of carburettor properly and it it still runs under some circumstances. l-l. Faulty ignition timing 1-2. Damaged carburettor insulator or packing l-3. Faulty spark plug 1-4. Faulty condenser 1-5. Faulty ignition coil 1-6. Faulty contact breaker point 1-7. Incorrect tappet clearance l2) Check for missing at high speeds and if the engine is still the same 2-l. Insufficient supply of fuel 2-2. Incorrect valve timing 2-3. Damaged or weak valve springs 2-4. Other causes mentioned in No. (it Excessive oil consumption or blue or black exhaust smoke (ll if the engine exhausts smoke while continuous running at high or low RPM. 1-]. Wom cylinder or piston rings 1-2. Reversely assembled rings in piston 1-3. Excess clearance between exhaust valve and guide l2) If the engine exhausts smoke iust after closing throttle valve suddenly from certain opening ; 2-]. Excess clearance between inlet valve and guide 2-2. Clogged air vent hole or plastic tube Clutch ierks or engages unsmoothly it) If the machine moves oft with ierking or the engine stops at the moment when the clutch is engaged. l-l. Uneven tensions of clutch springs 1-2. Distorted clutch plates or tacings l—B. Sticky movement of clutch plate in the clutch outer Gear shifting does not Operate correctly ill When in changing gear it does not engage. l-l. Worn notch on the shift drum 1-2. Selector fork stuck to the shift drum 1-3. Worn selector fork -166— (2! If the gear jumps out while running: 2—] Worn dogs on the gear shifter 2-2 Worn or distorted selector fork 2‘3 Weakened shift drum stopper spring 7. Engine runs with unusual noise when the tappet clearances are correct: (1) If knocking noise is heard from the cylinder when accelerating. l-l Excess clearanc between cylinder and piston l2) lf chattering noise is heard even if the cam chain has been adiusted; 2—1 Excessively worn cam chain 2-2 Excessively worn cam chain tensioner spring or roller (Bl When knocking noise is heard from crank case. 3-1 Worn crank shaft big end 3—2 Worn crank shaft bearing (4} If the clutch makes noise when operating clutch lever. 4-] Excess clearance betWeen the clutch plate and clutch outer 4—2 Excess clearance between the clutch center and clutch plate 8. Troubles in steering l l l lf it is felt that the steering is hard when taking turns. 1-] Over-tight steering ball races 1—2 Bent steering stem (2) Steering wanders or pulls to one side while running. 2-1 Worn front and/or rear wheel bearing 2-2 Distorted front and/or rear wheel rim 2-3 Loose spokes 2-4 Worn rear fork pivot bushing or front arm pivot bushing 2-5 Bent front fork or frame or rear fork 3—6 Incorrect rear wheel alignment 2-7 Uneven strength of shock absorber springs on each side 9. Troubles in brakes ll l The brake does not actuate properly even after the free play is adjusted correctly. l—l Worn brake shoes 1—2 Worn brake cam 1-3 Worn brake pedal shaft l-4 Brake shoe contaminated with oil or water v- l‘S Stuck brake cable or rear brake link . . 1-6 Lack of grease in brake corn (2) Brake squeaks when applied. , 2-] Excessively worn brake shoe i_ 2—2 Contaminated surface of brake shoe ‘ 2-3 Warped or pitted wall of brake drum 2—4 Excess wear of brake panel spacer —168— DESIGN CHANGE BREATHER The change is applied to each model starting from engine numbers- C92E —-l l93875 CS92E—2700001 C95E —2l0000l CB92E—-210000l Description of Change The crankshaft is reinforced by using larger bearings and the h0usings for the bearing of the upper and lower crankcases are also given additional strength. For this purpose, the ” funnel type " breather pipe secured to the upper crankcase (see page 59) has been dOne away with in order that negative pressure accumulated within the case is discharged through the haed cover. —-169— DESIGN CHANGE HANDLE This design change will COme into efiect from the following vehich number. CH 92i—3400001 CH 95f ‘340000l CIIS92f —377000] The Pressed handle will be changed to the pipe handle, and the direction indicator is attached to pipe section. CLUTCH This design change will come into effect from the following engine number. C92 —3163706~ ' C95 —3101353~ CH92~—3466846~ CH95—3l0’2477~ The main point of this design change was to make it easy to replace the clutch wire by furnishing a window on the front part of the drive chain cover. -l7D-—