SHOP MANUAL HONDA. DELS FOREWORD This Manual is a guide to the inspecrion and servicing of the Honde motorcycle: HOI’H 250/350, Models CBZSO/SSO and CL250/350. The (1350 is used as a base for this manual, therefore, the photographs and drawings are ot this modeL However, since all models are practically identical, the information con- tained will apply equally well to the other models‘ Any information which are peculiar to any oi the models will be identified to the applicable model by the use of the codes lisied below. Applicable To Code All CB/CL250, 350 models Honda 250/350 All C3250, C5350 models C8250/350 All CL250, CL350 models CL250/350 All C5250, CL250 models CB/CL250 All C5350, CL350 models CB/CL350 Service and maintenance procedures are outlined in detail to enable the shop personnel to locate the problems rapidly and make repairs with much saving in time. This manual has been prepared by maior groups, assemblies and sections for‘easy use. Further, all work procedures are descriptive and accompanied by many photographs and drawings for clarity. Changes to any portion of this manual or supplement information will be notified by the Service Bulletin‘ Keep in mind that proper servicing produces satisfied customer and satisfied customer is good business, HONDA moron co., up. 51’3””! .3. SERVICE DIVISION FEATURES The engines used on these model have the inlet and exhaust system designed to provide high output and the functional components are layed out emcientiy tor high pertormance. The frame effectively utilizes the combination of steel sheet and tubing to produce a lightweight and sturdy unit. Further, the motorcycles are designed to with- stand high speed riding, operation on rough roads and other unusuai road conditions The CL model engines are based on the CB model engine with the following changes: © different valve timing, ® diflerent carburetor setting, and changes have also been made to part oi the frame for conversion to a sports motorcycle for touring and riding over rough fields. ENGINE 1, Engine design is of a 4 cycle aircooled, side-by-side, vertical twin cylinder, over- head camshatt gasoline engine. 2. The cylinder head is an aluminum alloy casting made independent of the camshatt and rocker arm support housing for greater strength and eflective cooling. 3. Tappet clearance adiustment Adiustment for the tappet clearance is made by rotating the eccentric rocker arm pin. 4. Valve mechanism The camshaft is driven by an endless cam chain drive system which is kept under constant tension by an automatic hydraulically operated chain tensioner, Further, thei chain guide roller is installed to provide smooth chain operation under all types ot operating condition, assuring quiet and trouble free service 5‘ Carburetor The carburetor is a variable venturi type which automatically operates the throttle valve by the suction pressure and provide a venturi opening consistant with the engine speed. The operation of the throttle grip is constantly maintained to provide engine speed without overloading,‘ 6i Crankshaft Ball bearing is used to mount the right side while needle bearings are used tor the center and leit side mounting. 7. Primary reduction The use of the double spur gear has eliminated the noise and increased the service life or the gears. 8. Lubrication Plunger type pump is used to provide the pressure to the oil pressure lubricating system Further, a system of dual filters. centrifugal and filter element, is employed to improve the filiration and minimize the wear to the component parts, 9. The CL models use essentially the same engine as the CB models with the exception of the ditierence in exhaust and the valve timing This will change the output curve toward the lower end oi the speed range and improve the operation on rough fields: FRAME L Frame body The structural members of the main irame unit are constructed oi steel sheet and tubing into an emelenl semi-double cradle design featuring light weight and high strength, 2‘ Front and rear suspension Front suspension is a telescopic hydraulic damper type; the bottom case is made of aluminum alloy ior lightness. Rear suspension is a swing arm type of tubular constructed for greater strength Further, both cushions utilizes longer stroke for comfortable riding. The handle is a raised type designed wide for operating equally well on highway or rough fields 3. Tire Large tires are used on both wheels, for good stability and improved riding comfort, 3.00-l8 an the front and 3‘50—i8 on the rear. The (1250/2350 uses 3.00—19 on the front and 3.50-18 on the rear, the use of the large size iires with block tread pattern assures higher stability on rough uncharted fields. 9’ 9: CONTENTS . TECHNICAL DATA .................................................... 1 SPECIAL TOOL ..................................................... ENGINE ............................................................ 3. 1 Engine .................................................... A. Construction .................................................. Dismounting the Engine ......................................... nun . Remounting the Engine ........................................... 9’ N Cam Case and Cylinder Head .................................... . Construction ................................................... Disassembly . Inspection . Reassembly l Camshaft Costruction Rocker Arm and Rocker Arm Pin Rocker Arm and Rocker arm pin Disassembly .......................... , Inspection l. ' Rocker Arm and Rocker Arm Pin Reassembly. i Valve and Valve Spring Construction ....... i Valve and Valve Spring Disossembly ............. Inspection .................................................... , Vows and Valve Spring Reassembiy ................................ . Cylinder Construction i Cylinder Discssembly . Cylinder inspection . Cylinder Reassembly ............................ Piston Description ................................................ , Piston Ring Construction . . . . . . . .j . Piston and Piston Ring Disassembly. Piston and Piston Ring Inspeciion Pislon and Piston Ring Recssembly ......... Cam Chain Tensioner and Guide Roller Construction ............. Tensioner and Guide Roller Disos'sembly ............. - Tensioner and Guide Roller Recssembly ............. Cronkcase Cover (Right) ............................. .1 ....... L. L 1 1 13 13 15 16 17 17 18 19 20 21 22 22 22 23 23 24 24 25 26 26 26 27 27 9’ o. 0w) gcqmyoyozgr-xo—IQ-nmonm> 5.._IQ-nmonm> u . Construction ............ a on Filter Reassembly , Clutch Construction r Oil Pump Construction ........................................ . Clutch Disassembly .............................................. . ,Crankshatt Disassembly ., Kick Starter Disassembly . ‘; Gearrshiit Reassembly . V Carburetor . . . . Construction t. Disossembly . . Reassembly r Oil Filter Construction ............................................ Oil Filter Disassembly .. . Clutch Inspection ................................................ Clutch Reassembly Crankcase Cover (Lettl Disassembly .................................................... t Reassembly .................................................... Upper and Lower Crankcaxe Construction .. Oil Separator Operation. Upper and Lower Crankcase Disassembly .................. .‘ Upper and Lower Crankcase Inspection .............................. Upper and Lower Crankcase Reassembly ............................ Crankshaft Construction Connecting Rod Construction .. Crankshaft Inspection . Crankshait Reassembly ............................................ Kick Starter Construction. . Kick Starter Inspection. . . Kick Starter Reassembly ............................. Transmission ................................................... Transmission Disassembly .......................................... Transmission Inspection. . . Transmission Reassembly . ,. Gear Shift Construction .. G_ea‘r. Shiit Disassembly .Gear shift Inspection ............. ' ............................... gm as 35 36 36 36 87 as 40 40 41 41 42 42 42 42 43 4a 43 43 44 44 44 46 46 47 48 49 49 49 49 so 5| 5] 52 52 53 54 54 55 ‘l A. FRAME 4. Dow) COW) I 00w) . 4 00¢!) . 5 00m) 005) . 6 . 7 0051) on) . 8 . Reassembiy . 2 . Reassembly . 3 ‘ 'Disassembly . . . Discssembly Handlebar . Construction ................... Disassembly ................... |nspection A, . Disassembly ................... Inspection ..................... Front Cushion . Construction ..... Disassembly .................. Inspection ...................... Reassembly Steering Stem . Construction ...... Disassgmbly .............................................. , ‘ Inspection ..................... Reassembly Fuel Tank ‘ . . Construction Disassembly Inspection tttttttttttttttt . ...... Reassembly Frame Body . . Construction Inspection .................... Reussembly ................... Seat ........ Construction Disassembly .‘ Inspection ...................... Reussembly .................... Stand, Brake Pedal and Step Bar Construction , . 111 61 61 6! 61 67 68 68 70 70 70 70 71 71 7] 72 72 C D. . F - D n m )> o u o . .“ —00w):onm> ; n L-Uflw) e a $4003!) 5 .p m) C. D, . ELECTRICAL PARTS 5.1 5. 2 5.3 A. Ignition System , Disossembly . . Inspection . . Reussembly . Disossembly .. . Ignition Coil Inspection . Recssembly Muffler ...................................................... . Construction .................................................... Air Cleaner .......................................... Construction .................................................... Disossembly ................................................... Inspection ,H Reassembly Rear Fork and Rear Fender Construction ......... Disossembly .................................................... Inspection ..................................................... Reossembly Rear Cushion Construction . . . . Disassembly ................................................... Inspection ...................................................... Reossembly Front Wheel Construction . . Disossembly .................................... Inspection ..................................................... Reassembly .................................................... Rear Wheel . . Construction . Inspection ....................................... Reossembly ................................................... Electrical Equipment ............................................ Power Supply System . Ignition Circuit 77 77 78 78 78 7B 7B 78 78 79 79 79 80 80 81 81 32 82 82 84 8A 84 86 86 86 88 88 90 90 91 92 94 97 97 97 97 97 97 V c. Spark Advancer 99 D. Contact Breaker 100 E . Condenser ‘‘‘‘‘‘ . 101 F. Spark Plug .......................................... 102 5. 4 Power Circuit ........................................... 108 A . A.C. Generator ............................................ 108 B , Current Limiter ................................................. 108 C. Selenium Rectifier . . . 111 D. Baiten/ 113 5. 5 Electric Starter 119 A. Starting Circuit ....................................... . 119 B. Starling Motor Characteristics ...................................... 120 C. Siorier Reduction ............................................... 120 D . Removal ..................................................... 121 E. Servicing . 121 F . Starling Clutch 122 G. Starter Solenoid Switch . 124 5. 6 Safety Devices ............................................. 125 A. Horn ....................................................... 125 a. Servicing ................................................... 127 c. Tail-Stoplight .................................................. 127 - D , Pilot Lamp ............. 1 128 E . Speedomeier/Tachomeler , . 128 F . Characteristics of ihe Speedometer/Tachometer 129 G. Headlight ...................................................... 130 H. Fiusher Relay .................................................... 131 5. 7 Switches ...................................................... 132 A. Combination Swiich . 132 B , Stoplight Switch . . 133 C, Starter/Lighting Switch ...... 133 D. Winker»Horn Switch ..................................... . . . 133 E. Neutral Switch .................................................. 133 5. 8 Wire Harness .................................................. 134 Service Tester .................................................. 135 A. Operating Instructions ............................................ 135 B . Meier Reading . . 3. Usage by Item .. ..... 136 5.10 Yrouble Shooting and Correct Action .. ,,,,,,, 143 _ v1 6. INSPECTION AND ADJUSTMENT ...................................... 145 6. 1 Preventive Mainvenance. A. Engine Tune-Up‘ B. Lubricalion ‘‘‘‘ cr Drive Chain Adiustmen' D, Brake Adiusfment ............................................. 159 E1 Baliery Inspeenon ........................................... 160 Fr Checking Parts 1m Tightness ........... 161 1 6. 2 Periodical Inspeenen and Me1n1enence 163 6. 3 Trouble Shooting 164 7. WIRING DIAGRAM .................................................. 175 WIRING‘DIAGRAM 1Genern1 Type) ................................ 175 WIRING DIAGRAM [U.S.A. Type1 .................................. I76 WIRING DlAGRAM 1ur1~50 mUZ<<§Omzmm 02.2%... omNmU o— “X (JH'Sd/JO) ' NOILdeSNOD 130:! (W‘SDD EHOHOI liVHS 52x: 9 m o n v 8 m o o m o 3 0. m.— ON .2525 Dunn—m mZfiva o— (\ 8 w>~5u mUZ<<~SU mUZ<<§Ommmm 02.2mm. onfiu w>~5U mUZ<<>O=Dmmmw 0235.0 an. oo— “as ’4\ “a i i ”be 9% "“\\ \ /> (W’d'éfl 033415 SNISNS ad 8 O. ,9 m>~5u mUZ<<_~_n_ onmmu UH'SA #9) NOudeSNOD 13m 0 8 o 8 _§.n_.~=n_mmmm mZfiva coo—X: 0— m m n c 0. m mN (W’OXIEnOHOL liVHS Q m 0. m4 om m>~5U wUZ<<~5U mUZ<<~5U mUZ<<<¢Om¢wm wZ_OZm own—U C3250/350 DIMENSIONAL DRAWING mil:mch(mm) I. PERFARMANCES 7 ‘ (02$) S'll 0I8 ‘IE (013)7'92 m-IIIDIDATE GENERAI EXPORT TYPE 510“ 320) 79.2(20l0) TECHNIEAL DATE & PERFARMANCE 7. E: .2552 .2525 E35 . 825:» 33%.: as ”825$ z.” .3 m w v 1 ( n w m w w (028) 9‘2 I (905) O‘ZI Raising... Oz=$< an ._ piston —r connecting rod —> crankshattaorimary drive gear—tlprimary driven gear) clutch outer —> eight itiction discs —> eight clutch piatesaclutch center—tiransmission main» shatt —> mainshatt gear —> countershalt gear a countershaitadrive sprocket—tdrive chain—near wheel, (Refer to Fig. 3-3] 13 G) L crankshaft Q R, crankshaft © Clinch G) Tmmnlissian minshak (6) Transmission countershatt (9 Drive sprocket Fig. 3-3. Drive sequence 14 3. ENGINE (D Rocker arm (2) Cam splackst ® Ccntriluga! oil mm Fig. H. on lubvication system ® Rocker arm pin ,1 @ To cam chain tensianer (5) Plunge! oil pump Lubrication The various sections of the engine are lubri- cated by oil through the oil routing system: Lower crankcase ail sump —> filter screen —> oil pump —' lower crankcase a right crankcase cover—nail filter—r right crankcase cover—Nipper crankcase“> crankshaf, transmission mainshait, cam- chain tensioner and camshaft (Reier to Fig. 3-4) In addition, the cam chain guide roller and valve springs are lubricated by oil splashed from the camshaft. The countershalt and kick starter pinion are also lubricated by oil thrown oft from the oil pan. 12: 3‘1 ENGINE Dismaunting the Engine . Fuel Tank Turn the fuel cock to the "STOP" position; remove the fuel lines from the cock and the tvel level tube, and raise the seat to remove the tank Remove the mufflers. Clutch cable Remove the gear change pedal and step bar, and take oft the L. crankcase rear cover, Remove the drive chain. Remove the rear brake pedal. Carburetor Remove the throttle control cables from the Carburetor; remove the left and right air cleaner cases and loosen the carburetor insulr ating bandsi Unplug the electrical cable connection lReler to Fig. 3-5l Remove the contact breaker cable connection. Remove the high tension terminal assemblies lrom the spark plugs. Remove the starting motor cable. iketet to Fig. Swét Disconnect the tachometer cable at the engine Remove the 7 engine hanger bolts and dismount the engine lrorrl the right side, [Refer to Fig. 3—7l ® Electrical leads connector r «>5. Removing the .iaatiiaahtlead; figs 3—6i © Starting motor co a Removing the Starting motor cable Dismounting the engine 15 @rContact break: I 16 3. ENGINE cl Remounting the Engine Remounl in the reverse sequence of dismoune ling. NOTE : > Insert the hanger bolts from the right side of the frame and lighten nuts from the left side. Install the battery ground cable from the right side. [Refer to Fig. 3-8] (D Battery gvcund cable (2) none hanger bolt > ll the hangerr bblts do not go In easrly, do fig. 3a. Installing the battery ground cable not force. Find the cause and make‘ correclion. . When installing the battery ground cable, clean all wet and pain! from the hanger bolt as well as from the terminal and the frame mounting area so that good contact is assured. meter to Fig. 3-3) ' ‘ (1) Joint ellp V . Fig. 3-1 Dvive chain. ioinl clip direcnor. ' Make sure 'he drive chain ioint link clip is lacing in the correct direction, the opening must be opposite to the direction of chain movement. (Refer to Fig. 3.91 (D Steal hall ® Clulch lever ' , @ lelt crenlrcase rear cover Fig, 340‘ Placing lhe steel ball .. Make sure that the steel boll has been as- sembled tn the clutch lever before installing the Is“ crankcase rear covert (Refer to Fig. 3—101 E 3.2 CAM CASE AND CYLINDER HEAD _ 7 l7 3.2 CAM CASE AND CYLINDER HEAD (m A. Construction ’ The cylinder head is made independent oi the 7.. camshaft and rocket arm support pin housing ‘ tor grea'ter strength and efiectiye cooling. It is . constructed at aluminum alloy and incorporates c a semi—spherical combustion chamber. trig. selll 2valves are actuated by rocker arm and cam. shait, driven through a cam chain. , '7 (sQUlsl-i AREA) Fig.3-12. Squisharea This is the area in which part ot the iuel ’ mixture between the piston and cylinder head is compressed further at the end of the compression stroke to be iniected into the main mixture, creating a swirl. The iniected mixture is directed at the spark plug to increase the propagation of combustion. Even a lean or a slow burning tuel mixture will produce a smooth combustion with at reduced tendency toward engine “knock ". (Refer to Fig. 3—12) The use of the OHC [overhead camshaft) has reduced the reciprocating mass of the valve mechanism, lurther, the employment of the dual pitch valve spring makes it possible to obtain high speed and high output tram the engine. Also, the combustion eniciency has been greatly improved, since the valves may be ideally positioned and the spark plug located in the center ot the combustion chamber for greater etiiciency. (Refer to Fig. 3-13) The flow of cooling air around the upper \ y, portion at the combustion chamber is effective and together with the good heat conductivity of the aluminum alloy head, the cooling efficiency (0 Cum chain Q) Can sprocket @ Cam shalt ~., . _ ~ © Valve rocker arm © Rocker arm pin 6) Valve spring has been increased notably, Q My, , fig, 3—”. Valve mechanism The cylinder head cover also incorporates a breatherr Inside the crankcase the pressure cori- stantly fluctuates due to the reciprocating motion at the piston and the oil is quickly contaminated and deteriorates due to the gas generated by the high temperature, Blow-by from the combustion chamber causes a pressure build-up within the crankcase. In order to prevent this undesirable condition, the breather separates the oil within the labyrinth and exhausts the gas to the outside. Simultaneouslyy the breather also functions as an oil cooler. It also prevents the humidity in the atmosphere trom entering the engine. [Refer to Fig. 344) no 341. Breather ® Contact breaker assebly ® Sputk advancet' rig. 3-l5. ' 'arlaeckci arm pin lock huts ® Rocker mm D ’ @ Rocker aml (D Index mark (2) ' ' mark Fig. :H7Ar line up " mark to the index marl: 3i ENGINE Removing the conical breaker and spark advancer , NOTE : .7 Disassembly Remove eight 8mm cap nuts and remove the cylinder head cover. Remove the dynamo cover, breaker point cover, conlact breaker point assembly, and the spark advancer. lFig. 3—15l Remove the rocker cIIm pin lock nuts tboth sides, 2 eachl, and the side covers and rocker arm pins. (Fig. 3-l6) Remove the cam chain tensionerr Align the stator index mark to the "LT" on the A.C. generator rotor ltop dead center of the exhaust stroke) to approximately 10° ATDceund then remove the sprocket alignment bolf, lollowed by turning the rotor to align with Cl point approximately 10" ATDC of the compression stroke and then remove the re maining sprocket setting bolt (Fig. 3-17A, Bl e Hook bolt and the sprocket setting bolts can be easily removed by using the 10 mm universal hox wrench provided in the special loot kit. lFig. s—lm Tool No. 07093—28601 This is a special bolt and iherelore it should not be lost ortmisplacsdv it can be identined by the marking "9" sipmpes on the bolt head. When removing the camshalt from the cam Case, remove the camshalt trom the windows {or removing the cam sprocket and can case, which are essentially provided to remove the camsholt, toward the right hand side while placing the "L" mark or com sprocket on the Upper sidaas’tor Fig, 3—18. Remove’yth four- 6mm cross screws and separate Hie barn case. (Fig. 3-19) 8. Remove the spark plug and unscrew the 6 mm bolts from both sides. (Fig. 3'20) 9. Separate the cylinder head from the cylinder. NOTE : It is recommended that the nuts be loosened in the reverse order of the tightening sequence. Q "l" mark (2) Cum sprocket Fig. 3—13. Placing the "L" mark on the upper side @ 6mm cross screws M case Fig. 3'19, Removing the cum case c. Inspection 1. Inspect gasket surfaces {or evidence ‘0! blow- by or distortion. It surfaces are warp£d9by more than 0.05mrn lo DDZinI correct by lapping on a surface plate. (Refer to Fig. 3-21A) / . ® 6mm hax. bolts ® Cylinder head F59. 3720. Removing in. cylinder head 2, Remove the carbon from the combustion chamber with a carbon removaivbrush, being careful not to scratch or damage the chamber surface. Wash of? the carbon. (Fig. 37215) .3812 _ (D Thickness gouge ® 5mm. Fig. 3711A. Wurpuge olguskel since. 20 3. ENGINE D. Reassembly I. Do not forget to install the cylihder gasket two guide pins. 2. Alter assemblying the component parts into the cylinder head, mount the head to the cylinder with two 6mm bolts and torque t085-100 kg-cm l6.l5—7.23 lb-ftl. 3‘ Mount the cam case on the cylinder head with a tour 6 mm cross screws and torque to so to 75 kg-cm l4.34—5.42 lb-tt). Raise the cam sprocket as shown in Fig. 3—23 and insert the camshari by working it back and lanh. Relei to the section 5, valve timing a) Wiie hnish ® Combustlon chamber 4 Fig, aezla. Removing ihe carbon ' 5 Valve timing ll Align lhe "LT" marking on the rotor to the index mark on the statorr The left cylinder will be on top-deud-centers (Fig. 3-22] 2) Align the cutout ol the cam sprocket rubber damper to the cam case mating surface by raising. [Fig 3-23) (1) Cam sprocket ® "L" mart r Fig. 3-22. Valve tlming E 3i When assemblying the cam sprocket an the camshaft, slightly raise the governor alignment pin on lhe camshcltt from the right side and make the assembly. (Fig. 3—24l 6. Mount the cam sprocket on the camshaft with two 6 mm bolts. NOTE 2 The bolls used are of difiereni lypes, selling dowel boll and seiilng boll, do nor reverse their ins'ollolion. (Fig. 3—25) 7. insiail ihe rocker arm on lhe cylinder head wiih ihe rocker arm pin, on boih sides. Install the side covers on boih sides. Assemble lhe spark advancer assembly, conlacl breaker assembly, and lhe poinl cover on the lell side. ID. Inslall the cylinder head cover wlvh vhe eight 8mm cap nuls and lorque lhe nuls uniformly. NOTE : > Torque ihe cylinder head Starling lrom ihe inside and-'wolk'ing aul in rhe diagonal sequences Use a iarque wrench and lorque re lBOkg-cm (13‘02lbs-lll. lF‘lg. 3-26] > The rwo holes on ihe cylinder head inlel side are oil holes, ihereiore, aii lhe nuis masr be properly iaraued lo preyenl ail leaks. ll, Insloll lhe cam chain lensioner on lhe cylinder head, fi, Conslrucfion :ln'a la r sirolre cycle engine ihe camshari makes one revolulion {or every lwo reyoiuiians of ihe crankshah, . The single camshaflifin rhis engine is driven from lire crankshah sprockel rhroagh a cam chain lincorporuling a cam chain damper lo reduce noise and wear.i iFig. 3v27l A luchomeler cable drive gear is iniegraied on ihe righl side of ihe carnshari, ihe spark adyancer shah ahaching ihread is maunied an ihe left sides The pressurized oil which reeds bolh inier sides lroru rwa iocaiians, flows up lhrough rhe cylinder sluds and lubricoles the hearings on bolh sides or The camshan. Furthermore, ihe cum surfaces are iabricaied by he oil lhrown lrorn rhe carn sprbckel lo prevenl wear lo the cam surfaces. , (Fig. 3—28] ,1 , ' ~ .53 a) Cnmshch (3 Cam sprockel @ Pln Fig. 3—24. Assembling me samshair - a) 6mm selling hair (2; Cam sprocku G) 6mm seiring dowel boll 3—25. a) rare... wrench Fi 3-26 fights 22 3. ENGINE G) Carlene» ® Carr-shah bearing Fig. (928. Camshall bearing lubricalion (D Rocker arn pm E2) Rocker nrrn nae 3-29. Fa Rocker Arm and RackerrArm' The functions of the rocker arm is Io'rolole lhe canshall and perlorm lhe opening and closing operation of the valves. The rocker arm which is supporled by lhe rocker arm pin is made of chrome molybdenum sleel wilh rhe cam shaft and valve conical surfaces, having a welded race ol special hard surlaclng lo provide wear resislanl. (Fig, 3—29l Gr Rocker Arm and Rocker Arm Pin Disassembly Refer lo lhe section on Cylinder Head Dis- assembiy. paragraph i—3. Hi Inspection i. carnelian The and clearance of the camshaft is 03 min 10.012 in]. If lhe clearance large, noise will develop between 5000~ 6000 rpm. When such. condition develop, insvull a 0.2 mm [0.008inl shim which are available. lFlg. 3—30) 2. Dimensional measurement is excessivaly (Fig. 3-31] G) Camshall ® Thrusl washer Fig. 3-31 Camshalr side clearance Leli e‘nd diumeiar Cull.buse circle ' 3‘31 Dimensions ol earnshali (2 Right end dlumeler lien ‘ grandam Value 2|.989~21.960mm in lelrl [0.864~0.8653nl 29.9s~3e.o2n Base Circle (1 so~ 62 W iN a, Cam lin ‘ EX Standard Value Servleaable L‘ ' Replace if over 13.1mm [0.516in) 13A0~li027mm l0,512~0.5l3inl 4. Rocker arm pin hem Slandard Value Serviceable L l2.95~'12.9eernrn Replace ll under 0"“ ‘ _ lo~ 5i nl 12i9mmloe506inl Clearance bate o.o:lz~o.u77mnr ' ween rocker arm ar pin [040013,«1003 in) 0.115inm lo.0045ini I. Rocker Arm and Rocker Arm Pin Reussembly Perlorrn lhe assembly in accordance wiih ihe procedures in section paragraph 7—ll, Cylinder Head Assembly. (Fig, 3'32, 33) A 3.2 CAM CASE AND CYLINDER HEAD 23 t Install the rocker arrn pin in the direction as shown in Fig. 3733‘ J. Valve and Valve Spring Construction The valve and Valve springs are assembled into the cylinder head. They are lew oi the primary components which anecls the perlormancc of the engine. The inlet valve compared to the exhaust valve is 6mm larger in head diameter. This greatly increases the volumetric efficiency at the cylinder. The valve stem clearance tor the exhaust valve is much larger than the inlet valve, this is to allow {or the greater heat expansion of the exhaust valve. The valve springs are designed with a dual pitch for both the inlet and exhaust valves to prevent the valves from the floating during high speed and permitting stable engine operation in the high speed range‘ (Fig 3-34l a RlGHl SIDE Err SiDE‘ @ Incteuse Decrease Fig. 3—3; Tapper clearance K. Valve and Valve Spring Disassembly 2. valve spring, valves [both inlet and exhaust) and valve spring seat. [Fig 3-35! 3. a) Rocker arm ptn (2 Cam case (3 Inlet valve ® Exhaust valve Fig. 3—32. Disassemble the cylinder head in accordance with the sectiQn B, _ Use the valve spring tool (Tool No. 0703l-25001) and disassemble the valve cotter, valve t Remove the valve guide with the Valve guide removing tool (Tool No, 07047—28601). CD Com ctraln (2) Cam sprocket ® Cam shatt t @ Valve rocker arm @ Rocker atn. pin (9 Valve spring ll 6) Valve - Fig. :44. Valve mechanism ; 24 3. ENGINE - Properly store all parts which have been dis- assemble so that they will not be damaged or lost. L. Inspecfion 1. Valve (Fig. 3*37i Slandard Va 8 Serv ceoble L a.975~a.9vmm Replace rl under . When replacing a valve guide use a special ~® Valve gulde‘removina laal ® Cylinder heaa valve guide tool [Tool No. 07046—28601] lo ‘ ~ 3"” “Emma the WI“ wide drive in the valve guide, being careful not to . ‘ cause damages and then use a reumer to ream ' the hole to ‘ihe specified diameter. When fie valve is to be replaced due is excess the .a wear of the valve slem, it is recommended that the valve guide also be replaced as the valve guide will also be worn. lrem Slandard Value Servlceable Limit I d. 7.oo~7.0llllm Replace rr aver """ “" Io 2755~o 27am) 7.05mmloa775 in] o ' dc 12,56~l mm A "u ‘ ‘ rc.494~o.495lnl ‘ \b Interference m °'°‘2~°'°7'""' (o.oal7~o.oozalnl (D Stem: dranrclcr ® Concealrlcw or valve lace lalel value n.ol~o.l:_35mm Replace if over (3) Head lmclrrress Q) Length clearance (0.0004~D;QOHin! n.0amm moosr lnl Fig. :47. Valve Exhaust va a mlace ll aver clearance l0.00|7~0.001& l 0.09mm10.0035ini LOAD 3. Valve sprin lFi . 3*38) 9 9 llerll Stu aara Valve i Servicauble limit rree . . Rea ace it under ' 5 gr lerlgll. ”'0'“ ”329"” 47.8mm ll.882ini s: . 31mm/626~72.Dkg 0 9‘ S??? l H 22l ia/(33 na~ i“ m l5 76M v Free . Replace rr under ; g, length 39-3 "‘"' “‘567'” 39.3mm rl547ml g: 5 . 26mm l30.5~35.lkgi - 3 9”“9 ll ozAln/a7.25~ l ”"5“" 77 41b) ‘ m ‘91 i“ ,J 3.2 CAM CASE AND CYLINDER HEAD 25 4. Valve seat width inspect the width at the valve seat by applying a thin coating of billing or red lead on the valve lace and after inserting the valve in the guide. turn the valve while hrmly holding is against the seat. The impression left on the valve seat will indicate the seat width and also the condition of the seat. (Fig. 3-39) Unitmm 5. Valve seat The valve seat is repaired with three types oi cutter: valve seat surface cutter, valve seat interior cutter and valve seat 90° cutter. » The relative location and the width of the " " valve seat contact area is accomplished with the valve seat surtace cutter, and valve seat interior cutter while the retocing oi the valve contact area is pretormed by the valve seat 90" cutter. (Fig. 3—40At For tapping the valve with the valve seat, use a sucker la suction cup lapping tool). Alter applied a small amount at true lapping compound on the valve seat iace, lap the valves while holding the sucker with both hands, and apply a slight pressure by tapping while rotating to the right and left. a. The valve seat contact width in good condition is about 1 mm [0.04 in) and which contact width should be even on the entire contact surface b. The lapping compound should be washed 0H thoroughly with cleaning solution atter lapping operation. c. Alter the valve is set in, pour a small amount of engine oil into the combustion chamber and blast air in from the inlet and exhaust ports. ll no bubble appeared on the valve seat area, it is an indidation that the valves are well seated. lFig. 3*383] (1) Valve seat cutter Fig. 3-40A. Pertorming valve Seat with cutter. G) Suction cup lapping taol Fla. 3403. Perlarming valve seat lapping M. Valve and Valve Spring Reassembly l. Assemble the valve, valve spring seat, and valve spring retainer into the cylinder head and assemble valve with the valve cotter by using the valve assembly tool lTool No. 0703i e25001]. NOTE: The valve spring has a dual pitch; make sure that the end with the smaller pitch is installed toward the seal (Fig. 3—411 2 Assemble the cylinder head in accordance with section 3.2 D. (D Valve sprmgs ® Smaller pitch Fig. 3—41. 26 3 (9 Cylinder sleeve (2) oering Fig. 342. Cross-section 0' cylinder m Cyllnder gauge ® Cylinder no 3-4:. Measuring the inner diameler ENGINE N. Cylinder Construcfian The cylinder sleeve is made cl special steel alloy and is press filled into the cast aluminum body. A compartment is provided between the cylinder barrels to accomodate the cam chain and tensioner. There are lwo cylinder studs which" are hollow and serves as an oil passageway, An O-ring is installed on lhe sleeve skirt to prevent gas leaks. (Fig. 3—421 0, Cylinder Disassembly l. Remove the cylinder head in accordance with Section 3.2 B. 2. Remove lhe cylinder. P. Cylinder Inspection Measure lhe cylinder bore, taper and oulvolv round with a precision cylinder gauge. Take measurements at the top, middle and bottom in both diametriccl axes. (Fig 3-43) CB/CL 250 hem Slandard Value Serviceuble Lmlit 3m 56.0i~os.02 mm eplace il over l2.205~2.206inrl 56.!Imm l2209lnl Ta r urnos mm Replace ll over P" IOrDODZinI .005 mm (0.002ln) oluosrnm Replace it over 0‘“ °‘ '°""‘ [0.0002inl j 0‘05 mm (0.002lnl CB/CL 350 «1‘ ‘ llern Slandard Value Seryieeaale llrnh BM 64.01~64.D2 mm Replace if over ° l2 201~2 205ml dulnnn 524m! To r 05mm Replace over F” ltLOOD2inl orosmrn lonoz l ,005 mm Replace il over 0‘" °' '°‘"“‘ [0.000 in) 0,05 mm lUrOOZinl NOTE : > Alter reboring'the cylinder, finish honing nrusl be performed to provide l5~l.5$ surface finish. The permissable stock removal during the honing operation is approximately 0.01 mm (0.0004in). The cylinder sleeves are available in oversize up to lnlrn [0.040inl in 0.25mm (0.010inl oversize: increments. Cylinders re- quiring reboring beyond 1.0mm 10.040inl should be replaced with a new cylinder sleeve. > When only the piston is lo be relaced wilhoul the cylinder, the cylinder ridge should be removed with a ridge reamer. [Fig. 344) 3.2 CAM CASE AND CYLINDER HEAD 27 Q. Cylinder Reassembly l, Check to make sure that the cylinder gasket and the two locating pins on the crankcase are installed in place; also check to make sure that the O-ring and cam chain guide are installed on the cylinder skirt. 2. Assemble the cylinder by using a piston ring compressor. lFigeeAsi 3. Assemble the cylinder head in the sequence at 3.2 D. NOTE : When installing the cylinder, check to make sure that the piston ring gaps are spaced equally a part. This is to prevent gas blow- by. R. Piston Dexcriptian The piston is made from selected aluminum alloy casting, material, SAE 332. This material is light and strong, making it suitable tor high speed. In addition, it possess good heat conducting properly to rapidly dissipate heat. Furthermore, the coefiicient of heat expansion is small thus minimizing the worpage at elevated temperature and permitting a small piston to cylinder clearance design. The piston, compared to the skirt, is exposed to higher temperature and‘ since the expansion is greater, it is tapered smaller toward the top. The tapering ot the piston also tends to lessen the piston slap when the throttle is lightly snapped withoyt load on the engine. (Fig. 3—46) ' The piston employs a tour step taper, further the piston pin boss area is made thicker, resulting in greater expansion at high temperature. For this reason, the diameter of the piston skirt is made smaller in the direction oi the piston pin so that at the high operating temperature, the piston will expand into a true circular sha e. The skirt is Constantly provided with‘fiflexi y to assure that no deformation will resultjeven tram extended continuous driving. , c, The piston pin is ofiset imm (0.04mi trom the piston aenierline in the direction ot the inlet valve so that when thé piston approaches the top-dead-center of the compression stroke, the side load from the cylinder moves from the right side to the left, With a "O" ofiset, the point will move to align with the top-dead-center 0t ® Piston © Piston ring compressor installing the cylinder Fig. 345. Fig. 3—16. Piston 3. ENGINE the compression stroke. As shown in Fig. 3.47, the point at maximum combustion pressure occurs after the top-decd~center, theretore, the purpose of the onset is to move the point toward the paint ol weaker pressure, which, is betore tap. dead-center, by so doing, the piston can escape the high pressure and makes it possible to eliminate the piston slap. Piston is made with a dome head to give it extremely high strength, Further, this will enable higher compression ratio and limit overheating oi (D ouset (2) Pressure Fig. 3-47. Ofiset ® Crank angle the piston. The skirt ot the piston is designed slippered on the side where no side load is applied, This is to reduce weight and also to minimize the frictional area. (Fig. 3-48) Piston pin is of a floating type and is set in place by ring clips. 5. Piston Ring Construction The piston rings pettoms a vital tanction or (arming a seal between the piston and cylinder, controlling the lubrication of the cylinder wall and dissipating the heat of the piston produced by the combustion. The condition of the piston will have considerable eflecf on the power @ Pistonjtead ® lands 1-48. © Piston skin @ Slipper developed, by the engine, Rings are made ot special cast iron tor greater _ strength, weénand heat resistance, and possesses goo \\.heat?ggn.d.tieting qualities. Furthert the cylinder-wail contactibv surface of the top and Bare v 10 heir" chrome plated surface deaft‘tt‘ttett'ed 'yvetr o ing‘for greater wear 'regfsztance and soot, _n'g. ' r,To prevent ring flutter, the rings are made thinner and greater in depth to increase the pressure against the cylinder walls Further, the tap and the second rings are made at a slight taper were it contacts the cylinder wall so that the wear-in time is shortened. Oil ring grooves and the bottom of the second rings are scalloped to improve oil control and prevent oil entry into the combustion chamber which would result carboning up of the spark plugs, piston, rings and etc. When assembling the rings, make certain that the ring manufacturer's mark adiacent to the ring gap is on the top and the gaps for the three rings are spaced equally apart (120°t, The bottom side or the piston head is provided with reintarcentent ribs tar added strength as well as tor a better cooling etrect. on dratn holes are made just below the oil ring groove to (9 Top ring ® Second ring (3 on ring Fig. 349. sectional view ot piston rings t, get \gkxé‘a, “the allow the oil to now back into the crankcase. (Figt 349i 3.2 CAM CASE AND CYLINDER HEAD 29 (PISTON RING FLUTTER) At low speed, the piston ring is forced against the upper side at the ring groove only during the intake siroke. At high speed, however, the inerilo of the ring overcomes the gas pressure and friction, and floats to the top of the groove immediately before the ioprdeod-cenier in the compression stroke. At ihi: moment, combustion occurs and the ring is iarced against the bonom side of the ring groove by the combustion pressure. This up and down movement during exhaust-inVoke-compression becomes more and more intense, coupled with the increasing inertial lorce. As this sequence is repeated, ultimately, the ring vibrates violently within the ring groove like a pingpong ball between the racket and the table as shown in the Fig. 3—51 and thus allow ihe gas 90 “blowvby”. (Fig. 3—50, 51] new» T. Pisvon and Piston 1. Remove the easton‘aii clip, unfpttsh: #17 the _.piston pin. Disassgmfiefififiggiflrqmghe a w ’ 7' -- ""’ a... s neciing rod. Q .4. J en ’removinglfhe piston pin clip, care , auld beuexercised so that the Clip is not dropped inho the, crankcase. iFig. 3752) 2. Refipye the piston rings iron the piston. it ,,n’ 106i is available, the rings may also be renove‘a with hand by separating ring at the opening with boih hands. The ring should not be twisted as it will break. U. Pinon andePisron Ring Inspection 1‘. Before inspection, carbon adhering to the piston head or ring groove should be removed, using care not to scrolch piston. NOTE : Emery paper should no! he used for removing ihe carbon, use a carbon scraper, . (D @ Wfififififlfi / ELKQ eeeeeee (D Exhaust (2) inlet (3) Compressian a) Combustion © Low speed (3 High speed : rig. 3—50. Pislon ring nation ‘ G) Vision (2 Piston ring Fig. 3-5L Piston ring «utter ton air. clip (2; Pliers i Figi 3-52. Removing the piston pin Cllp 30 3. ENGINE 2, Pislon diameler, (Fig. 3-53, 54) CB/CL250 Item l7 Scandals! Value . V l 55‘ 9mm ' 0“"‘de d' l l .2035~ .2043ml CB/CL 350 Ilem slanaonl Value . 53.97-43.99 mm 0mm“ " l2.5l85~2l51931nl . zso : 5537~55,9omm (2.2“35~Z.2043m) Fun at: A 350 : 63.97~63.99mm(2‘5135~2.5193in) "“ NOTE : Oversize piston are avoilub|e in four difierence sizes cl an increment of 025mm [0‘0090inL Fig. 3-53. Dimension of plslon a) Plslou 42) M cmeier ‘ 3—54. Moasumlg llle plslon diamaler 3‘ Ring groove clearance When a new piston ring is filled, (Fig. 3-55] a CB/Cl 250 llam Slandmd Valua Serv aable LIle 1 oaoso~ulosolnm Raplau If our W m onl2~o.0024...l Ull8mm (0307M) 0‘015~0.045mm Replace if over s°°°’“‘ l0wos~lmulalnl 0,155mm lDflOéSin) 01 ololo~o,u45mm‘ vRaplaca if over ' lo.ooo4~u.onlalnl mm) mm (melanin) CB/CL 350 Item Slanaara Value semceabla Limit ' , ' ' « ‘ T 0.030~0.060mm Rspluce ll over (1) Plslon ® loll ling ® Thickness gouge °° (040012~0.0024inl o Iaamm lo 007inl Hal 3-51 mm groove and pislen ring clearance 5 a o.ol5~o.o45mm Replace .1 over "M (o,ooua~o,omalnl 0.!“ mm lolooesinl . O“ 0.015~o,o45 mm Replace ll ova! ID.0004~0.DO'|8inl mm mm (03067170 3.2 CAM CASE AND CYLINDER HEAD 31 4. Plslon pin diamelev CB/CL 250 llem Slandavd Val e 5e able Raw" we l5.ooz~l5.008mm l Replaee .l under gal: lo.5yoe~o.5vo9lal 15.05 mm lo.593ial Plsvonl Omxide ~ l4.994~15.00mm l pin l diamater l0.5900~0.59061)n l CB/Cl350 Smudard Value . l5.002~15.008mm : [0.5906~0.5909'lnl ‘ H.994~15.00mm Pismn hole l8 Piston l Oulside pa. laiameler (0,5900~0.590binl ® Thlckness gauge (2) Pmon mug Rip. :l—se. Measuv'lng and gap pl pinan rlng 5. Piston ring and gap Measure the ring gap by inserllng the piston ring inlo lhe cylinder so mm the ring is at righl angle '0 lhe cylinder axis, the gap should . be measured wivh a lhickness gauge. (Fig. 3-56) ‘ CB/CL 250 Item Standcld Value 1 Servicecble lel' , 0.l5~0.35mm Replace ll over ”"9 ”d 9“" lo.ooa~o.ownl . 0.75m luasolnl CE/CL 350 llem snaaaanl Value lung and gap . 4mm lo.ooa~o.olélnl Replace 0.5 mm lomzlnl 6. Ring tension The piston ring lenslan is measured with a tension measuring instrument 7. Ring widlh and lhickness. CB/CL250 llem l Svandard Value ; Servlceable Limil .. 3 Top 1.460~l.475mm [Replace . uaaea g . lo.os7~u.cselnl .- 'IAZOmm lonsslnl fi I.475~l.490mm Re lace ll under E 53”“ lu.osa~o.os~7iul ’ 1.2735mm (0.0564ln) E on 2.475~2,49umm Replace ll under A‘ l0.097~o.098inl 2.430mm (0.096in) 7 0| Top : o.74~l,12Ra Replace ll under 5 2. ‘ ll.632~2 470nm moans ll 41 lbs) 8; second o..sz~u,9akg Replace vndar (1,367~2.l6| lbs) 04mg ll.l47lbsl on o.a~l.2kg Replaee under . .764~2.6461bsl Mug H.345lbs) CB/Cl 350 he Standuvd Value Se! ceabla Lumt . a l up l.460~'(.475mm Replace under ‘ g s lo.ns7~o,osslnl M20 mm (0.056in) j; ' Sew"; l.475~1.490mm Replace it under E . 1A35mm (0.05am , E" i O“ 2.475~2.49o mm Replace ll under °‘ l l0097~uo~78ial 2.4mm [0.096in) .7 up u..s9~l,oskg Replace if undev g [L521~2.337lbsl 0.59m IL301lbsl ~ .7l~ . 9): Re lace ll under :2 59““ l1 555~24093 lbs) 0.5! kg ll 345nm g§ on o.aa~l.2skg Replace lundsr » :_° ll.e95~zazzlbsl Mug H.477Ibsl . 32 3. ENGINE v. Piston and Piston Ring Reassembly i. install the piston rings on the piston in the reverse order of disassembly. The bottom oil ring must be installed first. NOTE : > When new piston ring is installed, a check should be made to assure that the ring fits freely in the groove. This can be done by rolling the piston ring externally in the piston (D Flston ting ® Piston . _ . . _ 7] Fig. 3—57. Rolling ttie piston ring in the piston groove 9'00"e [Fig 3 5 > The rings must not be installed upside down; this will cause oil pumping. The top side of the ring is etched at the opening with the initial ot the manufacture's name. lFig. 3-58‘ > Use at the piston ring setting tool will lacilitute installation and prevent possibility of ring breakage. 2. Assemble the piston to the small end at the _ connecting rod. Only a slight hand pressure t should be required to insert the piston pin. Always install a new piston pin clip. ii ®rMcnulacturefs mark Fig. 3-58. Manuraeturer‘s mark NOTE : t Cover the crankcase with a rag to prevent possibility of the pin clip tram dropping into the crankcase. > Set the clip so that the opening is away iron the groove cutout. (Fig. 3—59) > The piston must be'assembled so that the Arraw marking stamped on the piston' head is toward the- top when the engine is in the normal attitude. (Fig. 3-60) a) Piston Pln P Assemble the cam chain guide to the cylinder. Fig. 3—59. Setting the piston pin clip 4. Install the cylinder. NOTE : t The ring gap at the three piston rings should be staggered 120° apart. * ,1 Use at the piston ring compressor tool for ‘ installing the cylinder will prevent brakage of the piston ring and, further, It will simplify the work. 5. Install the cylinder head in accordance with 7‘ I 5 ct" n .2 , a) Arrow mart ® Piston e lo 3 D rig. 3—60. Assembling the piston 3.2 CAM CASE AND CYLINDER HEAD 33 (3 Cam chain (2 Cam chain Ienxlonsl ® Check valve chain guide (5) Cam chaln guide Volley m chain 34 3. ENGINE l, W. Cam Chain Tensioner and Guide Roller Construction An automatic hydraulic adiusting type cam chain tensioner is used, making it unnecessary to perform ad]ustment. Constant tension is applied to the cam chain by the hydraulicaly actuate carn chain roller. Further, cam cha‘ln guide roller is located between the crankcase and the cylinder mounting suriace t0 prevent chain train dancing. Also to eliminate chain noise, automatic hydraulic adiusting hydraulic type chain tensioner is employed, Fig, 3-62. Cam chain "MW“ m°=h°"i$"‘ The oil which has been pressurized by the oil pump passes through the orifice ® in the upper crankcase, through the lower end at the cylinder and enters the cam chain tensioner holder Q). And together with the spring @, applies pressure against the tensioner push rod (D, and lorces the tensioner roller © against the cam chain 0. ”l A check valve ® is incorporated in the cam chain tensioner holder to prevent the reverse flow of the oil which has enters the holder, thereby. maintaining a constant tension against the cam chain. (Fig. 3-61, 62! a) Can! chain tottstoner (2 Cam chain roller pin rubber Fig. 3-63. 'Removing the cam chain roller pin rubber X. Tensianer and Guide Roller Disassembly ]. Perform the disassembly in accordance with section 3.2 B cylinder head Disassembly. 2. Also refer to section cylinder removal. 3. Remove the Cylinder in accordance with section 3.2 o. 4. Remove the can chain iron. can sprocket. 5., Remove the cam ichain roller pin rubber which holds the cam chain tensioner lrorn the crank- Q can chain tensiane“? (2) Cam chain gflldo raller case. [Fig 3-63, ® Cum chain taller pin «.- Fig. 3-64. Removing the can chain guide roller NOTE: When disassembling, exercise care that the small cam chain roller pin rubber does not dropped into the crankcase. 5. Remove the cam chain tensianer. Separate the cam chain tensianer lrom the case. 6. By removing the cam chain roller pin and the cclm chain roller collar the cam chain guide 7 roller can be removed train the com chain J tensioner. lFig. 3-64) ' individual seclions of the engine lhraugh «he righl 3.2 CAM CASE AND CYLINDER HEAD 35 Y. Tensioner and Guide Ro||er Reanembly l. Alrer checking all rhe pans for damages and aisiorrian, per‘orm rhe reassembly in ihe reverse order ol removal 1 NOTE : When inslolling lhe cum chain iensioner 'lmo the case, (he culouf on lhe cam chain roller pin musl be loward the 'op; men inslall lhe roller pin rubber. 3.3 CRANKCASE COVER (RIGHT) A, Conslruc’ion The crankcase is made up of lhe upper and lower halves aluminum allov aiecasling. Crankcuse covers provide housing lar rhe primary engine campanems. The oil mler cover is fined la lhe right crankcase cover and provides lhe passage {or lubricating oil in two direction. The oil is pressurized by the on pump and reared lo lhe crankcase cove! lower 0550 6, oil filler cover . p _ 9 (0 on filler cover (2) Flam lawer crankcase axlerncl channel, oll mien Oll filter cover cenler @ Tu We, mm” seclion, righl crankcase cover upper passage, and Five a-asA. Oil passage upper crankcase oil sump. (Fig. 3-65) G) on filler eover @ 635x? 0 g) O‘ll guide meral spring © Oil guide melal (5) on guide melal slopper ling Bi Disassembly 1. Drain me engine oil. 2, Remove lhe kick starter pedal from the kick slarler pinion shah. 3 Remove lhe mannring screws and disassemble crankcase cover. lFig. 3-66] (D 6X28 cross screws (2) 5x36 arms swam Fig 3—66 Removing a eiankease cover 3. ENGINE filler cap (5) Plier Removing ihe oil filter cap (D on nlier raiar ® 1—handle lack nut wvench (5) Block Removing in. all mier roiar ‘ c, Reassembly» 1. Before reussembllng lhe crankcase cover, inspeci Ihe crankcase ‘and an filler cayers for cracks and qlssffbr. any damages lo the muling suridce since ihey will cause leaks. 2. lnspeci ihe ail ring and lhe gaskei (or any damages, replace ii necessary. 3. The kick siarier arrn should be insialled on ihe kick siarier spindle by mulching ihe punch mark on ihe spindle. 4‘ Afler assembly, iighlen all screws uniformly to prevenl the cover lrom warping and conse- queni oil leaks.‘ D. Oil Filter Construcvion Oil which flows inio lhe ail filter is picked up by ihe spinning blade an ihe filler cap and ihe iareign niaiier such as powder, carbon. dusl, elc. are separated lrani ihe oil by ceniilugal lame and permiiiing only lhe clean oil io pass ihreugh ihe cenier seciian oi lhe filler cayer, (Fig. 3-67) B. Oil Filter Disassembly 1. Remove me righi crankcase cover in clc» cordonce wiih Seciien 3.3 a. 2. izernoye. ihe circlip and filler cclp. (Fig. 3—68] 3. snaiahlen ihe iangpe al lhe spring washer pawls and rémove ihe 16mm lack ml! by using ihe T-handle lock nul wrench. The nlier romr can ihen be remayed. (Fig. 376% 3.3 CRANKCASE COVER (RIGHT) F. Oil Filter Reussembly l. Clean the inside of i all filter rotor and assembly. Alter cleaning all of the parts, perform the reassembly in the reverse order at assembly. NOTE 2 When assemblylng the oil filter rotor on the crankshaft, assemble the Oil filter rotor lock washer, 16mm lock washer and the lock nut in that order. The oil filter rotor lock washer should be assembled w'lth the tab tonarthe outside (Fig.3-701 2. Make sure Ihul the 16mm lock nut is properly torqued and locked to prevent loosening. (Fig. 3—7ll 3. Aligned filter cap head to the groove in- Corporated will-lln the rolar wall, assemble the nlter Cap install and set the clrclip. (Fig. 3*72) G) oil filter rotor (9 Oil filter rotor lock washer (2) 16mm lock washer @ 1.5 mm lock mu (9 Oil filter rolor . Fig. 3-70. Msembling oil fillerwrotor lock washer E G) lock mu (2) Lock washer Fig. :41. Tlghlening the lock mu (2} on filler cap : Fig' 3—72. Assembling the oil filler cap ‘ 38 3. ENGINE : ' 1 Gt Clutch Construction The function of the clutch is to transmit power from the crankshalt to the transmission main shaft by the friction between the clutch triction disc and the clutch plate. The clutch on the Honda 250/ 350 is a multiple disc wet type clutch with a lriction disc bonded to a core having a good heat dissipating characteristic. When the clutch is engaged, the clutch center rib is locked to the clutch t pressure plate ® by the iriction between the clutch trictton disc © and clutch plate © due to the torce oi the clutch spring 0. The clutch outer ® and the clutch center © become an integral unit, transmitting the power from the crankshaft to the transmission main shaft by the way at the primary drive gear (D, clutch outer @, clutch friction disc ©, clutch plate @ and Clutch center ©. lFig. 3—73) The clutch lifter cam will rotate in the direction of the arrow when the clutch lever is pulled. There is a inclined groove machined on the surface opposite the clutch lever on the clutch litter cam which contains three steel balls. As the clutch litter cant rotates, the balls move toward the shallow groove forcing the clutch lifter cam outward: the clutch litter rod in turn is forced outward by the #10 15/16”) steel ballt The iorce'against the clutch litter ioint piece causes the clutch pressure plate to push the spring which results in the disengagement of the clutch plate from the clutch friction disc and disrupting the transmission ot the power. (D Primary drive gear (2) Clutch outer complete @. Primary driven gear (2)2 Clutch outer @ Clutch triclion disc [8 enJ @ Clutch plate Q). Clutch plate A q), Clutch plate B (5) Clutch center © Chnch spring a) Clutch pressure plate ® Clutch litter joint piece ® Clutch lilter rod ® #10 steel ball 6]) Clutch lever (3 Steel ball (clutch ball retainer) ® Clutch adiuster 9 Clutch adiuster tack nut ® Clutch adjusting earn Fin. S-ZBA. iii 3.3 CRANKCASE COVER (RIGHTl 39 25min circlip Fig, 3—73L Sectional view of clutch The clutch friction discs; clutch outer ® and the primaryidrive gear (D being integrally con- nected to the crankshaft, rotates lreely, whereas, the clutch plates, clurch center ©, clutch spring, clutch pressure plate, clutch lilter piece and clutch lifter rod remain starionay or revolve with the transmission main shaft independent of rhe crankshaft. Clutch adjustment is made by loosening the clutch adiuster lock nut and turning the clutch adiuster @. (Fig. 3—74) » Grease nipple is provided at the clutch udiuster to lubricate the clutch lifter. The primary driven gear @, and the clutch ouierw ®2 are coupled through eight rubber dampers, forming an assembly which dampen: Vibration Holes are incorporated in the clutch pressure plate to allow oil to flow, thus preventing "grabbing" clutch. lFig. 3-73) i i 40 3. ENGINE m Pump‘r’oa ® Pump p'unger @ Pump body @ Sucllon valve boll (5) :lo sleel boll ® Oullel valve guide Oulol va‘ve Spnrlg Fig 3-75. Secllona! vim er 0" ., « H. Oil Pump Consirucficn The oil pump is durable and ol simple con» slruclion. employing two sleel balls lor valves. Pump plunger ls mounted eceemrlcallv on me clutch ouler and is operaled by the plunger rod. (Fig, 3-75I Cluich Disassembly Remove the righl crankcase cover in accord- ance wilh Section 3.3 B. Remove lhe oil filter in accordance with Section 3.3 E. Unscrew lhe four 6mm bolls and remove llre clulch spring pressure plule, lriclierr disc and clutch plare lFig. 3'76] 3.3 CRANKCASE COVER (RIGHT) 41 4. Remove the 25mm circlip and disassemble the clutch center. (Fig. 3-77) 5. Unlock the; oil pump bolt locking washer and remove fhe bolt 6. Remove the oil pump together with the clutch outer. [Fig 3—73) Jr Clutch Inspection l. Friction disc It Standard Value 8mm 7 ‘ Repiuce il under (0.031 ~D.Io95ini 7.3 mm (0.906ini trig, 3—79) Servicaable Li Replace it over 0.3mm 10,01 int Thickness 2. Clutch plate distortion Itetn Wlfh in (Ii Shim Distomon ‘ (0.006inl 3. Clutch spring ca/cuso item _ Serviceuble ti t under Stvndurd Valuer, . R . Free ”fl, 35.5mm [1.39m £43“? ”945W 23.8k9/23 mm Md 1 l52.4ib/0.906in) CB/cmo 7 Item ‘ Standard Value 5 able Limit rree length 31 94 turn it 253 in) 5"“ “C” ‘f “"d” l 3 ~33k /23rntn [004' l i69,2~72.7itb/ 1 0.9061") Kr Clutch Reassembly ~ Reassemble the clutch in the reverse order or disassembly. NOTE r > Exercise care when installing the pump rod, installing pump rod in reverse will render the pump inoperative. > The oil pump lock washer should be replaced with a new item. > The Circlip use to a set the clutch center is of a special dimension (25Xl.5mm) therefore exercise care that the standard circlip 25mm therelore, the standard 25mm circlip is not to be used. ® 25 mm circlip t3 Clutch center Her 15-77. @ Pller Removing the clutch center (2) on pump Removing the clutch outer co Clutch enter Fig. «778, (D Thickness gauge ® Cluteh plate at Surrece plate Fig. 3-79. Measuring the distersian er clutch plate © Neutral lead conne on Q) N utral - Fig. 3—90. Removing the nautlal lead connection (D Generator rotor ® Generator votnr' puller Fig. 3-52. Removing thd generator rotor G) start motor sprocket toning prasket 7:» Starting chain ' 3:543. Removing the starting sproskat “a ‘ .3, we». _.' ea» 3.4 CRANKCASE COVER (LEFT) A. Construction Lelt crankcase cover houses the generator and the starting clutch. The generator is not shielded from the lubricant and therefore, the oil seal is not used. thus simplifying construction. B. Disossembly 1. Remove the neutral lead connection. (Fig. 3—80] 2, Remove the lett crankcase cover. (Fig. 3-81] ' Remove the generator stator from the lelt crankcase cover by loosening the mounting nut. 3. Remove the garlerator rotor. tFig. 3-82l 4. Remove the starting sprocket set plate. and take out the starting sprocket together with the starting motor sprocket. trig. 3—83l c. Reussembly 1. Install the chain on the starting motor sprocket and install both sprockets at same time. install the starting sprocket set plate. set key and install generator rotor, NOTE : . insure that all the parts are free of loreign matter and that the arting clutch rotor has been properly assem y. 4. Check to make sure that the gasket is not damaged and properly installed on the left crankcase cover. 5. install the neutral switch, 3.5 UPPER AND LOWER CRANKCASE 43 3.5 UPPER AND LOWER CRANKCASE A. Construction The upper and lower crankcase are aluminum alloy die casting and can be separated tram the crankshaft. transmission mainshatt and counter- shalt. The oil under pressure is fed to the upper crankcase where it is branched. and lubricate the crankshaft, transmission mainshatt and camshaft. trig', 3—4, 84) -“ The oil which has dropped to the lower crankcase flows into the chamber at the rear through an opening at the drain cock; the oil then flows iron the right side through the passage to the right hand chamber. It is then picked up by the pump and delivered under pressure to the various units. In this way, the oil is continually, circulating, reducing the deterioration ot the oil and maintaining a low oil temperature (Fig. 340, 85] B. Oil Separator Operation The oil separator is located in the forward section of the lower crankcase, directly below the crankshatt. Its primary function is to control the splash and oil foaming caused by the counter- weights; prevent the oil from the penetrating into the combustion chamber and also Controls oil temperature. lFig. 3-86l C. Upper and Lower Crankcase Dist-assembly: 1. Remove the iett crankcase side cover, the generator, and the starting clutch in ac- cordance with Section 3.4 B. 2. Remove the right crankcase cover in ac- cordcince with Section 3.3 a. 3, Separate oil filter in accordance with Section 3.3 E. 4. Remove the clutch in accordance with Section 3.3 i. »5. Gear shilt spindle removal. e, Pullout the gear shift spindle exercising care not to damage the drum stop cam plate, 6. Loosen the two 6mm hex bolts on the upper side, the tour 8min hex bolts and eight'émm hex bolts ‘ he under side, and remove the » 7 W»... a} Q re eamshait to To crankshatt @ To maimhalt Figr 3-94. Upper crankcase all passage (D Separator ® lower crankcase rig. 3-36, on separator 44 3. ENGINE D. Upper and Lower Crankcase Inxpectian 1. Check for damages especially around machine mating surlace: since even a small detect such as scratch will cause oil leaks. Repair should be made with an oil stone. E. Upper and Lower Crankcase Reassembly 1. Check to make sure that the kick starter is properly engaged in the lower case. Apply liquid gasket to the machined mating surlace i (D 6mm hex. bolts of the lower case. Fig. 3‘57. Tightening upper crankcase NOTE : > Oil, solvent, stuck gasket should be com- plelely removed from the mating machine surface. > Do not permit the liquid gasket to get on the dowel pin hole or to surlaces other than the mating parts. > Apply the liquid gasket evenly and smoothly. > Allow the liquid gasket to set before ioining the two crankcase halves. ‘ © ex 97 hex. ball (2) 5Xl15 hex. ball a3 .6) sxlso hex. bolt (4’) 6X 56 hex. bolt 2. Assemble the lower case. \ 3231: ll“ 2°: © ”m ”’X' “°" 3. Handle the starting motor cable and dynamo ex. 0 nee—as. renew tweeter. cord with care so as not to damage the 31% ,c. _ clamps, tighten the bolts. (Fig. 3-87, 88} F. Crankshaft Construction The crankshatt is construcled of high strength carbon steel and together with the connecting rod, converts the reciprocating motion at the piston to the rotary motion and, in addition, parlorms lunction of the flywheel by absorbing the l'luctu- ating torque. On the crankshaft, starting syrocket and the AC generator are mounted. ”The cam chain drive sprockel is mounted and located in the center between the two throws. (Fig. 3—89]. The oil under pressure is routed to the three bearlng from the upper crankcase to lubricate the roller bearings. The oil to the two center bearings is turther routed to the center oil passage in the crankpin to lubricate the large end of the connecting rod (Fig. 3—90I. Groove are provided in the oil passages to function as centrifugal lilters. The crankshaft is supported at four points by heavy duty three roller bearings and a ball bearing; the outer race which is made of high carbon chrominum bearing steel lSUJiZl for greater 3.5 UPPER AND LOWER CRANKCASE 45 strength and service lite, are mounted in place with dowel pins. Farther, main bearing are held r X in place by main bearing holder bolts, the right 1‘?’ i i i l and left crankshaft, counter weight, center crank- shatt are individual parts press fitted to make Up the cronkshait assembly. It is theretore possible to use the roller bearing in the connecting rod large end and also in lhe main bearings. The crankshaft balance which is so important in providing riding comfort, has been designed to x a balance of 60%i5%. Fig. a—9t. Balance , (CRANKSHAFT BALANCE) ‘ The balance “A" is compuied by the rollawing equation: A=m/M> = 0.05mm (0.0mm 1 3, Connecfing rod small end internal diameler ! "em 3 svandam Vawe } Sevviceable Limxl 3 SM“ and 15.0lé~l5‘034mm ; xepxaee a: over innev am. m591~o.592am ‘ 15.07mnm.593m @ w gang; (2 Baavmg cmer men , Hg. 3-97‘ Mgnsurin'g me dwmenicul clearance, M ,A,..~w - 48 3. ENGINE (D Dual gang; (2) Connacnan rod 3-“ Maasunng m: :onnecling vod diamamcal clearance 9 (gr ounacllrvg led the connecting rod Sid: clearance wrsnch ,«wmaniw the bnarlng cop bolts 3". 4. Diamelriccll clearance ol the connecting rod large and (Fig. 3-98l Item Standard Value ‘issmc aim limlt 7 DIumetrical o.ooo~u.0l2mm ‘ Rep ca ll over clearance lDlOODZ~0DOO§lnl l 0.05mm (0.002lnl 5. Connecting rod slde clearance lFig. 3799) ltem l Standard Value Sarvlceubls l 0.l~0l33mm Rep ca il over l lo.004~0l013lnl olamm «mum Side clearance JV Crupkjjlufl Reassembly lrrAt this time, the dowel pin on the bearing router case is firmly inslalled imo the clunkcase. lFig. 3—100l 2. From hereclter, lollow the reassembly pro- cedure. NOTE x Unilormly lighten the lour center bearing cup bolts in a diagonal sequence to lac~2lo kg. cm lll.6~15.2 ftlb) lorque. lFig. 3-1011 3.5 UPPER AND LOWER CRANKCASE 49 K. Kick Starter Construction The kick starter spindle rotates counter clock- wise when the kick starter pedal is pressed by applying the weight at the riders A kick starter pinion supported by a friction spring is mounted on the left end of the kick starter spindle when the left hand screw is machined. When the kick starter is pressed, the kick starter pinion is forced against and meshes with the countershalt low gear by the action at the screw on the spindle, causing the Cl, Mr, (M) gears to be driven and transmitting the pedal force to rotate the crank- shatt through the clutch. lFigr 3402i Releasing the kick starter pedal causes the kick starter spindle to rotate clockwise and return to normal position by the action at the kick starter spring. L. Kick Starter Disassembly l. Disassemble the upper and lower crankcase in accordance with Section 3.5 C. Remove the kick starter spring. Remove the 25mm circlip. 4. Disassemble the kick starter-spindle. trig most M. Kick Starter Inspection Check the kick starter spindle and pinion. ii damaged or worn, replace with a new part. N. Kick Starter Reassembly Reassemble the kick starter components in the reverse procedure of disassembly. NOTE : Do not forget to install the 18mm circlip and the 18mm washer. (D Friction spring (2 kick starter pinion @ Cenntersttait low gear (9 Kick starter spindle @ Kick starter spring (3) larnrn winner Fiat 3-102, Kick starter mechanism ©®©T Q ® 25 rnnt ctr p i2) rrtetlon 8;" a; K k starter plnlc @ Kick starter spindle (9 Kick starter spring v” tarnrn circlin s , rial z—ios. Component parts or (D lantrn waster (2) Kick starter s ndle Fig. :Hoc. Installing the ISM"! washer 50 3. ENGINE . 0. Transmission 4 When ihe oiarch is engaged, rhe power horn , ihe crankshaii is ironsmirred ihrough vihe clukhu assembly ro drive rhe iransmission main shah (ML, During the shining of the ironsmission ggars, rhe clinch is disengaged to stop ihe roraiion oi the main shah. The position oi ihe gear: will be described in reference lo the neurral gear. NEUTRAL: (Fig. 3405i When ihe rransmission is in neural, rhegears in ihe Ironsmlssion are arranged so rhar there is no power iransrnmed from he rransrnission main shah [Ml io ihe counler shah (C). The fixed main shah low gear lM ll is meshed wirh ihe Tree roiaiing counier shah low gear ic ll lree roraiing main shah rop gear 1M 51 is meshed wiih rhiesiiding caunrer shah rap gear (C 5), sliding nfiin shah second ihird gears [M 2 31 are meshed ‘wiih the free roiaiing counter shaft second rhird gears lC 2 31 and rhe Tree roioling rnain shaii ioarrh gear [M 4) is meshed wirh rhe spiined ooanrer shah fourih gear lC.L LOW: lFig. 3—106) g 1 " The power from rhe main shah low gear-(Mi) is transmitted to ihe free rotating countershafi low gear lC ll, however, the splined couniershafl fourrh gear (C A) is engaged to His counrershaii law gear "Trough a dog, lo drive gear (C 4! is g engaged ra ‘l’he couniershafi low gear 1hrough a dog, to drive ihe couniershafl which has the drive sprocker ‘mounred on the endkof the shafts SECOND:(Fig,3—107i 5 A , Law near‘ The power from rhe main shah second gear , (M 21 is rransrnirred ro rhe free roraring caunrer. shah seeand gear (C 2) however, rhe dog on rhe eauniershah top gear ic 5) is engaged wirh ihe e'ouniershuh second gear so rhar rhe power ro iransmiiied ro ihe caunrershah whichrdrives ~_ 3 rhe drive spraekei mounied on rhe end 65 rhe " shair. ~ THIRD: lFig. 3-108) Power irom ihe main shah rh'rrdflgear (M 3) is iransmiired ia rhe iree raraiihg coumershan ihird gear ic e). The splined coumer shah iourih = geor iC~'4i is engaged ia ihe counre'rshah ihird ' gear ihrough a dog and drives rhe eoanrershah and rhe drive sprockei on ihe end 3 , ; The:tree rotating main shatr taarth gear (M 4) .yfrre‘ceives its drive; ower by being engaged to the M 2, M age by cr dog. The power at r the main shaft is fhus transmitted From M 4 to countershcft iourth gear (C A: to drive the ,copntershoff and the drtre sprocket on the end TOP (Fig. 3-110) The tree rotating main shah ntth gear 1M 5) receives rt drive power by being engaged to M2— M 3 gears by a dog. The power of the main shaft is thus transmitted from M 5 to the countershatt ntth gear (C Si to drive the counter- .shatt and the drive sprocket on the end. Transmission Dimssembly' .. The transmission can be disassembled by separating the upper and lower crankcase in "bhcordance with the instructions in section 3.5 C. ea, . , 'Q. Transmission Inspection "1 Main shaft. gear clearance (Fi 3—]11Al 7 95,3123? snatt diameter Standard clearance .r 'r , » g ‘ 25.0~25.02l mm 24.959NZL98 mm 0.02~D.062mm g 3‘ (04984~0.‘755 Mt ‘03826N03834im i0.DODB~D-0024ifll a e. . . . 2. counter shaft gear (Fig. semat 1 Gear rnner r i diume'ev : _ ”—i 2..ouz~2oonnrnr!19.9a7~2o.00mnrio.oz~oosArnrn -. _ i m 7es~o 789m no. 7869~0 7374"! o_. oooa~o 002 int shah diameter istandard claarance 2 ’1 25.02~25.041mm124 957~24 98 mm ‘ D. 04~0. 084 mm (0. 985~0 986m) Em 9E26~0 ?B353nt‘ l0. 00\6~0 003m) V’ Second I Ird Fig. 3-1:». rarrrrn gen! Fig. 3-!10. Tap gear n couture-shah (2) Low gear beu ® Outer diameior‘ 4%»: _ rmgi- : G) Small Aial test Fig. 3-112. Measuring the gear backlash m}; airishalt' t2) Cauntershati #79. 3413. »;\ssanibling the gears age when the shirt 3. Backlash (Fig. 3412) ltem Standard Value Serviceable Ll , 0,044 l33mm Replace .l over “V" 2“ 3" l0 UOl7~D.0052In HWOODB’ t H. T 346" martin Replace rt over ' ' °° 00l3~0.0055int 0,2 mm loocainl R, Transmission Reassembly Reassernble in the reverse sequence of dis- assembly. NOTE : > Make sure that the thrust washers and circlips are installed on the M4, C 2 and C 3 gears > When ossemblying the becrlngs to the main shalt and cauntershalt, make sure that the bearing with the oil groove is installed on the countershoft and the bearing without the oil groove on the main shalt. > The installation at the bearing set ring and the dowel pin must not be forgotten} . Assemble the Iett shilt iark on gear c 4, right shttt fork on gear c 5 and the center shiit "tork on gear M2»M 3, and then assembly the main shatl and the coutershatt in set. (Fig. 3~l 13) 5, Gear Shift Construction , will rotate, causing the gear‘ the drum pin located on the drum, with 6 'pavfipand causes the drum to rotate, um rotates, the shitt fork will move sideways ue to it being install in the three grooves: at the .ae’stret,al,,the shitt drum center. This will move the MVMa, C. anal C5 gears. Shitt arutn stopper tunctions as a stopped and since it applies a direct force against the groove, it assures positive change action. The gear shitt return spring wi return the gear change pedal to the original position; h “n released, and place it in position lor the next gear change. The neutral switch indicates the neutral position at the gear, and is held in this position by the ball thigouthhe upper crank as" hrough the neutral stopper," lFig, 34114) ‘ When the ge r change pedal is pressed, the’ ‘ 33‘ 3.5 UPPER AND LOWER CRANKCASE - ® Neutral S’Opper 5. Remove 'he shimoyk guide pi (2 Gem shin mm Fig, 3—114, Gear shift mechanism T. Gear Shm Disassembly 1. Remove the gear shiil spindle in accordance with section 3.5 C. 2. SeparaVe lhe Upper and lower crankcase: in accordance wiIh section 3.5 C‘ 3. Remove lhe neulml siopper from lhe upper c rankcuse. 4. Disassemble lhe nonsmsesion gears. 5. Remove the neu'ral swiich rolor and men eeperele me shin drum stopper. ip and 'hen pull out lhe guiae pin. 7, Remove the gear shift drum by lightly lapping the case on me side of me neulml switch moumlng. lFig. 37115) @ Drum sleeper plme (9 Shin dvum stopper a) Gear ski" drum (2 Gear s’lun (em Figl 3—115 Removlng ihe your skin dwm if: , (9 ma: gauge (2) Gear shill «our Fig. Hie. Measuring the harness a! gear shirt fork {D Goal shm'dmnt ® Micromeler inns a-m. Maasuring the outer aranster 3i ENGINE U. Gear Shift Inspection 1. Gear shih fork (Fig. S-i lei Standard Value i Se coable Limit 4o.o~to.025mn Reaiae. ii over '""°’ “°' n,57s~1.576im ‘ mem (1.5mm i A M . 4.93~5.o.nn. Repiace ir under § 8'93" (0.194~o.197rni 4.6mm (0.15m) 1: _v__“_ 5 i FM“, '0 5.?3~bs0mm Reptace it under It ~1sz i0.233~0.236ini I 5.6mm (0.22m) i 2. Gear shirt fork guide groove lFig. 3—117) ! Slandurd Value t Serviceable Ltnttt i 6,05~A.15mm 1 Replace iI over i (Ozzie-vegan» i 645mm (0.25m item Gracvewidlh Vi Gear Shift Reassembly i Assemble the gear shirt drum into the upper case. At this iime make sure rhai the location of the shift fork are in their respective posinon. The two outside and the center gear shirt iorks are different. NOTE I When assemblying the gear shift drum, exercise care nor ro damage the oil seal press fined into the crankcase. 2. instan the shirt fork guide pin inio rhe shirt fork and lock with a clip. 3. Assemble the shift drum stopper, neutrai sinCh roior. Reinstall the transmission gear assemblyr Assemble the lower crankcase to ihe upper crankcaser 6. Reinstall the gear shirt spindle. NOTE: Check to make sure mat the action or the gear shifi fork is smooth, 7, Reassemble the remaining componenis. 3‘6 CARBURETOR 55 3.6 CARBURETOR The tunction at the carburetor is to supply fuel to the engine is already well known, however, the outstanding teature of the cv carburetor is a constant pressure, single barrel, compound carburetor brought about by the automatic changing oi the venturi area by the vacuum pressure at the engine. Each cylinder is equipped with a single carburetor at this type which provides the ioilowing advantages to engines having a broad speed range and a high power output. 1. Because at the variable venturi design, the transition between the first and second stage is exceptionally smooth. The construction is very simple due to the single barrel teature. Excellent acceleration and good economy is assured. |. Air flow lFigu 3—ll8l The air which passes the air cleaner flows through the air inlet ®, venturi (2), throttle valve © and enters the cylinder through the inlet port. The vacuum piston CD is protruding into the venturi area ® and by the action of the vacuum piston spring (5), the venturi is held toward the closing side, When there is only a small amount of air being taken into the engine, the vacuum piston ® is in the lowered position, forming the primary venturi O, The air velocity in the venturi area ® is maintained constant, aflording good atomization of the fuel. With an increase in the air flow, the vacuum pressure in the venturi increases, causing the vacuum piston to rise due to the pressure applied to the top of the piston The venturi area is increased by the amount of the rise of the piston which is in proportion to the vacuum pressure When the engine reaches maximum rpm, the vacuum piston reaches the top as shownrin Fig. 3:- and becomes the secondary venturi to provide sufficient venturi area tar maximum power out ll. Fuel flow The carburetor known as double nozzle type is divided into slow, primary, and the secondary ' systems a. Slow system The tuel enters the primary main let (i) and flows through passage to the slow iet where it is metered and mixed with the air trom the slow air iet ., The luel mixture is drawn into the engine from the pilot outlet @ and bypass ® located in the v ty ol the throttle valve. The luel flow‘from the pilot outlet is controlled by the pilot screw 63‘ (Figs 3—118, 11‘» b. Primary system Part ol the luel which enters the primary main iet ® flows to the slow speed system described above, but maior portion at the fuel is mixed with the air ttom the primary air iet @ within the main nozzle @ and is discharged iron the main nozzle to the inside of the venturi. c. Secondary system The fuel which enters the secondary main let ® is mixed with the air from the Secondary air jet within the needle iet holder © and is discharged, however, while the vacuum , piston is operating, the air flow hardly changes, and therefore, the pressure in the vicintity ’5 ct all the iets are constant, and the result is that fuel flow does not increase in the s proportion to the air volume. To correct this Condition, a iet needle @ hasbk‘en inst in the secondary system to regulate the fuel flow. 56 3t ENGINE Ill. Float system The carburetor must provide a proper mixture at Tuel at diherent throttle openings and engine t speeds. In order ta accomplish this, the tuel level in the carburetor must he maintained . constant. The iloat tunctions to serve this purpose. The fuel irom the tank enters the heat chamber @ through the tuel passage @ between the valve seat ® and valve @ and fills the chamber to the level where the rtoat @ rises to shut on the now of the fuel by seating the valve agalnst the valve seat by the action or the noat arm @. As the tuel is consumed the fuel level drops in the noat chamber, the tloat will tollow the luel level and the tuel will start ; to enter the chamber between the opening of the valve and valve seat to maintain a constant tuel level. This sequence is recycled to maintain a constant luel level. A spring is incorporated in the valve and which comes tn contact with the float arm, this design is to prevent the vibration ot the valve, , iv. Choke i, For starting in cold weather, a rich luel mixture is momentarily required; to serve this purpose, a choke valve ® is incorporated in the carburetor. The choke valve is closed by lowering the choke lever @, by so doing, the air now is restricted and the tuel that is discharged trom the needle iet is taken into the engine in a rich mixture. Further, a reliet valve @ is incorporated in the choke valve so that the choke lever may be left in the lowered pos‘ltlon for starting and returned to the normal position only alter the engine warms up to operating temperature. : _Operction and Adiustment l. Idling ‘1‘ ' Set the throttle valve so that it is practically closed; the tuel wnflfigthen be drawn from the f' , r) ,2 ”e ,pilot outlet @. The luel mixture adiustment is made by turning . epilotrscrew @. Turning . ’ the screw out will give a rich mixture. For normal adiustmeni, turn the screw all the way egg s. in and back ofi by the same amount tor both carburetors. When making the final odiustmenl, "E‘s“?slay within % to 14 turn or the specified setting. . s .. 3l6 CARBURETOR 57 Slow speed and cruising sysiem (Fig. 3-Il8, H9) The lhrohle valve is slighlly open and ihe luel is mainly discharged from the bypass. To change he mixlure ralia, replace the slow iel .. lnlerrnediale speed syslem irig. 37118, 120) ’ Fla 3419. Seclicml View at carburelol The position 0! lhe lhranle valve is al a larger opening then in me previ the vacuum pislan Show almasl no action in lhis condilian, the fuel is in ' ihe rnain nozzle @. The luel mixlure aalushnenl is made wil‘ ” A certain amounl of lhe fuel is also discharged lrarn lhe needle lei '® and since the lei needle (9 will also aflecl lhe adluslrnenl the adiuslmeni should also be made in coniuncfion wilh lhe lollowing seelian, - 58 3. ENGINE 4. High Speed System (Fig. 3-118, l20l W. rm»; my ._ Fig. 3—1211 Sectional View oi carburelor The posilion ol the throttle valve is at at larger opening then in the previous condition. The vacuum‘ piston starts to rise and the luel is discharged from boih the main nozzle ® and the needle jet 6). With the further rise in the vacuum piston the fuel discharge lrom the needle jet ® increases correspondingly. The udiustmenl in mixture ratio is made by changing \ the steps on top at the iet needle, Raising the iet needle will richen the luel mixlure ithe ' carburetor with nonadiuslable lype iel needle is also available). 5‘ Maxinuum Speed System (Figs 3418, l2l) Figs a—tztt Secyiomal view oi carburetor Bolh (he ll‘lroflle valve and N12 vacuum pislon are in full open position and H19 luel mixlure is discharged from both the main nozzle @ and the needle iel @. The odiustment in mixture tie is made by turning the secondary main is! @, 3.6 CARBURETOR CARBURETOR SETTING TABLE ‘ 17m- , V’f‘f‘fig‘ CB/CLZSO ; CB/CL350 swing make 250A ! 350A Primary 1 13.4 mm 14.5 Venmli bore diameter fiSecondary : 27.4 mm ,W Primary \ #55 #60 M'J‘ (Mam ‘e’l Secondary ! sync #115 Primary 3: so 350 A'J‘ 'A" "” Secondovy ' $50 #50 AB] o.5><2 0.5x2 3 A82 — — E ABS n.5x2 0,5x2 Air Need 1-;- E (Needle ie' holder] A34 —— fl ABS 0.5><2 o.5><2 AB] 0.6)(2 0.6X2 5 A32 o‘exz 0.6X2 3 A33 — —— 3 A54 a { — ABS 0.6X2 1 0.6X2 NJ. (Needle .95 2.5 mmX2.8r 26x21» 1. N. ”e. neediel 2.395 mm, 3°30, 7.595, 3°30, Thronle valve ,_ 133;“ :.20°mm P. o. lPilov outlet] 0.5 mm 0.3 mm an 0.3 0.3 B. P. (Byvpcisl m 0.7 0.7 :35 1138 AB] ‘ 0.6x2 o.6><2 S’J' (S1ow id) ABZ » 0.6X2 75x2 A33 1 0.6X2 o.¢><2 P. J. lPiiov zen 1; 35 v a; as s. A, J. (Slow an M we #90 P. s. (Filo) screw) 1%:Vs 541% v.3. (Vlve seen 22 mm 2.2 mm VP. SP. lVacuum piston spring! 3o~5o gr 40~60 gr Flam heigh? 21 10‘s 1920.5 59 w» MEMO 4.1 HANDLEBAR 61 4. FRAME 4.] HANDLEIAR A. Conxrrudion The handlebar on lhe Handa 250/350 have been designed aarlicularlv lo provide comrorl and prevent ridlng laligne caused lram long dislance lruveling; high speed riding and operallng on rough roads, CL250/35D has lhe rally raised handlebar, whereas, ihe Cbzso/aso are seml~ raised lyped handlebar. Handlebar ls moanied on ihe rork top bridge plale and is fixed wilh we handle pipe holder clamps. irig. 4-H s. Dixassembly l Disconnecl ihe rranl broke cable al lhe lower end by loosening ihe from brake adiusling boll nal, move lhe brake arrn iavvard the braking posilion la providing slack lo lhe cable, and then diseonneci ihe cable lrom ihe brake arm. (Fig. 4—2, 4—31 Fly. 442. Removing brake cable Fig, 4-3. Removing brake cable 2. Remove lhe brake and clmch cables lrom lhe handlebar by raining ihe sloned ring cdiusfing nai so 1hol ihe slols in ihe holder and ihe ring are aligned, Removed inner cable and slide ihe cable end oh or ihe handle lever. lFigr 4—4) NOTE : When disconnecting the clutch cable or vhe > lower end, remove the gear shill pedal, drive , , chain cover, and lhen remove lhe cable end (D , ® ‘. , , lnieh mble claleh cable adiusling boll from clutch cable thread. ® “mg m @ Clmh mu Fla. 4—4‘ Remov‘lng cable lrom ihe handle to I 'i (1) Steering handle pipe (D Ihrollle g' (2) Throttle able at Slorlel light. Swilcl’l assembly Fig. 4-; Removing the throttle cable G) Throttle cable (2) Throille cable adws Fig. 4-6. Removing the throttle cable ® amm hex, ball Fig, 477 Removing the handieear A. FRAME To remove throttle cable from the handle lever, unscrew the selling screw on the starter switch assembly and separate the two halves of lhe slarler switch. The sinner cable will be exposed and can be removed from throttle grip pipe. lFig. 4—51 Disconnect the throttle cable at the lower end by loosening the cable setting not at the cable support arm on the carburetor and then disconnect the throttle cable lrotrt the carburetor, lFig. 4—6) The electrical wiring tor the horn, starting motor switch and the light dimmer switch can be disconnect by uncoupling the cable iunctions tram the wire harness located within headlight C055. Remove handlebar by unscrewing the lonr 8mm bolts iron. the handle pipe holder clampsr (Fig. 4e7t . inspection inspect the throttle, clulch, and lront brake cable ior damages to the housing and inner cable, also check to see that the cable is operating smoothly. Apply grease betore reassembly. Check the operation at the throttle grip; make sure that the action oi the grip is smooth ihrough the entire range, lnspecl the hand lever operoiion for lightness. Inspect The handle pipe lor lwisl‘, bend: or other damagesr lnspect the switches on the handle tor proper operation and also ihe lead wires for breaks and frayed COVerle‘r 4.2 FORK TOP BRIDGE 63 D. Reussembly 1, Route the electrical leads from the handlebar through the center hole in the top bridge and mount the handle on the top brtdge. Fix in place with the handlebar holder and lock with the {our 8mm bolts. 2. Connect the throttle cable to the throttle grip and adiust the play with the nut @. lFig. 478] ® throttle cable (2; Throttle cable adiust nut "A" (5) Lock nut ® Deerease ® increase Fig 4-5. Throttle eaole l y udiustmenl \ r r 3. Connect the clutch cable to the lelt hand lever and the front brake cable to the right hand levert The adiustment at the clutch cable is made at the crankcase, whereas, the adiustment for the front brake is made with nut "b" and "c" at the lower end of the front brake cable. (Fig. 4-9) @ rront brake cable fig. 4-7. Adlusting the lront brake 4. Connect the electrlcal leads from the handlebar . at the headlight case and then mount the headlight unit and the headlight rim, lFig.4-101 © Wire connectors ® Head light Fig, 4-10. Joint the electrical leads 4.2 FORK TOP BRIDGE A. Construction The top bridge is mounted on the front forks with two tront tork bolts, the top bridge in turn is mounted to the steering stem with the steering stern nut. The hondle bar is mounted to the top bridge through the handlebar cushion rubber to prevent the tronsrnissiorn of vibration from the front fork to the rider. (Fig. 441 ll G) Steamy handle (2) 8mm hex. bolt (3) Handle Pine upper holdtr © Cable holder ® Handle pipe under V» . holder ® Handle cushion rubber ® Handle cushion 2‘"- washer (3 8mm hex. nut : ‘ Fig. 4—11. (i) from tork ball (2) Steering stem nut © Damper lock spring set bolt @ steering dormer lack spring @ fork top bridge Fig. 4-12. Removing the Iork tap brrdee G) Under handlebar holder (2) Handlebar ens ® Fork top bridge @ Handle cushion washer @ stun tier, nut rig. Ha. Component parts or tork top bridge @ 5 mm nut Fig. 4-H. Top bridge holder installing arnm nut Bl Disassembly 1. Remove the steering handle in accordance with Section 4.l B. 2. Extract the 6 mm lock pin and remove steering damper by pulling upward. 3. Disconnect the speedometer and the tachoe meter cables train the respective meters (the meters may be removed iron. the fork top bridge by unscrewing the 6 mm nutsl. 4. Separate the fork top bridge from the lork by unscrewing the front fork bolts and loosening the steering stern nut. (Fig. 4-i2) 5. Unscrew the 8mm hex. nuts and remove the front iork washer, handle cushion rubbers and the handle pipe under holders trom the tork lop bridge. lFig. 4—l3l NOTE : it the handle pipe under holders are to be removed, it is recommended that the 8 mm hex. nut on the pipe holders be first unscrewed belore removing the handlebar. This is to pre- vent the pipe holder from the turning. (Fig. 4-14) c. Inspection 1. Inspect the fork top bridge for cracks and other damages. 2. Inspect the handle cushion rubber tar damages and wear. D. Reassembly ll Mount the fork top bridge on the tram lurk, install the trout tork bolts and steering stem nut, 2. Assemble the handlebar in accordance with Section 4.] D above. ' 3. Arter completing the installation, check to make sure that the headlight and the turn signal light are operating properly. 4.3 FRONT CUSHION 65 4.3 FRONT CUSHION A, Construction The tront tork must not only absorb the vertical shock caused from the road conditions but must also be able to sustain the horizontally applied ioree resulting tram the steering tunation. The suspension and dumping components directly influence the steering characteristics and stability of the motorcycle The bottom case is made at aluminum to reduce the weight oi the trpnt wneel - 7 ® Front iovk pipe ® Front lurk boot assembly. (fig, 4 i5, léA, léBt @ W" m Mom we . Fig. 445. mm iork assembly I. Operation The irent cushlon of Honda 250/350 is a telescoping damper type with the externally use sembled springs accepting the compressive load and the rebound extension being dampened by the hydraulic dampers. riig. 4—i5ct Hydraulic damper {unctions in the lollowing manner. (ll When the load of the frame is applted, the fork pipe ® attached to the piston © drops and compresses the oil in chamber "A". (2 The compressed all in chamber "A" passes to chamber “B" through the orlfices "a" located around the {ark pipe and lifts the valve ©. n , a WWW i "\l l te—mrnu mllfii—t‘ 0) Front tark belt at l7mm:0 ring G) fork (over upper cushion @ Front tork cover © Front lork cover cushion B © Spring upper seat (U Front Fork rip Front euslrionsprtng ® Front eushranspring guide front tork pipe complete 63 Front lark boot ® Sprtng under guide ® Spring under seat @ 44 mm internal urclip @ on seal ® Front lork pipe guide @ Piston stopper rtrlg ® Fork valve stopper ring @ Front damper valve ® Frant tork piston Qt) Fork piston snap rlng @ Front lork bottom case complete @ Drain cock packing ® 6X8 hex. bolt @ 8x49 stud bolt @ Front axla holder @ arrirn plain washer @ amm Spring washer Q3 3mm ttexr nut Fig. 4—16». Crass-Section ol tront cushion (CL250/350t 5]! l i l l g 66 4. FRAME “Eli? ‘ ~fl Em: 6, e g. , i y — i ewrm + l l EMMY-it ”Wlwr‘ ‘Wmmmm uni-ism. Magnum Fig. 4—163. Cvnsxrsection 0' (rent cushion (Cane/350» i) ”ii? ens a) From tori: pipe complete ® Front rork bottom case complete @ rroni rerk pips guide a) Front lurk piston is; Frontdcmper valve @ Oil lock piece Fig.4—16C. Front cushion operation (3) Next, the reaction lrom the spring causes the lork pipe (D to rise and compress the oil within chamber ”B" and then passes through the orifice “b" which is designed to provide dampening and flows back to chamber "A". The viscosity of the oil produces the dampening. 1 When a load exceeds the capacity at the spring, the lork pipe approaches the bottom of the bottom case ®. The oil becomes scaled between the tapered lock piece and the fork pipe to hydraulically absorb the shock. As the orifice ”b” enters the guide @, the oil becomes sealed within chamber "B” and serves as an oil lock stopper on the extension side. 0 Damping force during the measured 50mm l2inl: 30~36kg/O.5m/s l66.1~79,4|b/i96. 85 in/sl 0 Oil capacity: 200cc 112.2 cu. in) Cushion rubber is inserted under the head ofithe front fork upper cover to absorb vibration or the headlight, reducing the shock to the headlight and speedometer, and increasing their reliability. 4.3 FRONT CUSHION 67 B. Dimssembly 1v Separale lhe fronr wheel from lhe molorcycle in accordance wilh Section 4.13. 2. Remove rhe lhree 6 mm fender slay mooniing bolrs’ond lire one 8mm boh ilender sioy ond lroni brake slopper orm onoching bolil from lhe inside. The render can be separoled irom lhe lork. (Fig. 4—17] 3. Unscrew lhe headliohl case mounling bolls ollachlng The headlighl assembly lo the lronl fork Remove the 8mm boll from the from side of rho steering slem and slide who cushion assembly oul lrorn lhe bollom. iFig. 4-18) NOTE : The lroni cushion removal can be facililaved . by spreading lhe mouming ring of the bollom bridge by driving o wedge inlo lhe slol on lhe mouniing ring, 4. Drain Vhe oil in lhe cushion by removing the drain plug or the bollom or inverling the cushion and draining the oil out of the lop mounling boll hole before separaling the Upper and lower cylinder. 5‘ Remove lhe ironl boor, lCB250/350: lronl fork under cover), lronl cushion spring and lhen remove lhe 44 mm inlernol circlip using the snap ring plier. Pull oul and disassemble lhe lronl fork bollom pipe and lhe from fork pipe assembly. (Fig. 4—19) oi Disassemble lhe lronl iork pipe assembly by removing the lork pisron snap ring, from fork pislon, slopoer ring, from damper volve, lronl volve slopper ring, lorlr pipe sropoer ring, and from fork pipe guide, in ihoi order. (Fig. 4720) (D From lender (3 6mm hex boll Fig. A-17. Removing lhe lronl render l l m Froni [ork boll a) 8mm hex. boll ‘ @ rroni fork assembly I Fig. 4—19. Removing lhe ireni lork usxemhly 1 i n - , , g S l, (D Fliers lelosel @ 44 mm lmernul circlip Fig. 4-l9r Removing 44 mm clrcllp { @(D G) From iolk bollom case (2) From lurk @44 mm inlernol circlip Q) Spring under (S) Fronl cushion Spring © fork undel co (1) From 1071: boo) Fig. 4- 20 Componenl pan; or lronl lork 68 G) free length ® Loaded length Fig, A—zl. From evshlan spring measuremanl a (3 From lork plslon rrenl damper valve a) fork vulva slopper ring (5) fort papa sloppev ling © rrahl lork pipe guide 6) Oil saal (3) From lurk pipe Figl 4—22. Componenl pans al lranl fork pzpe 4. FRAME c. lnspeanan l. Franl cushion sprlng lre SlandurcLVLlug r 210mm Free Ienglh (“7W ] lSEvIIi/57~63kg 1mm 3 l5.§2.n/l26~l39lbell ‘ ysmm/9o.2~99.skg l 7‘ l3.74ln/203~23alb:h Till l \Mlh in L5“ ‘ 2‘ From larl plslon hem r Slanaara Valve 37.395~37V420 mm ll.4722~ M732lhl Wllh in Om side d‘la. Oul of round Willl in 7“” 0.005 mm (0.0003 ml 3, Front lork bollom case, (mos mm (00003 ml l Servlceable ll L ‘ Replace when l Serviceahl Replace when less than 737.355.“: ll.47le inl Replace when more lhan in! ML" (E‘DUOMM Rep ace when more lhan mm (0 004 ' llem fl Siandn a Value Servlcaahle Llnm Rapluce when a 37.5o~37.539 mm "‘5‘“ "°‘ l l1.4764~l.4776inl ‘ 3298:?” 4835]") iii ‘5 . W " neTaaevnen e ' Wlfll .n om al (Ound ‘ . l more lhan 777” l °'°'""" '°‘°°°‘:'T {0.03m lo.ool;lnl 1 Wm m , Replace when ”W l 0.01 mm lo.ooo4rnl "‘°'° 'M" ’ NOTE : Parlicularlv inspecl lhe bollonl surlace pl the damper valve and the Upper surlaee ol lhe piston lar any scralches. P Reussembly la Clean all the purl lhoroughly before use sembling. 2. Assemble lhe individual componenls into the hon: lork pipe assembly. NOTE : After compleling the assembly of lhe lronl (Fig 4—22) damper valve lnla lhe lranr fork pipe, make sure lhal the damper valve is operuling smaolhlv. 4.3 FRONT CUSHION 69 3. insen ihe lioni lork boiiom pipe inio ihe lroni pipe assembly using ihe loliowing special iools from fork oil sec! driving guide, from fork oil Exercise care not '0 (Fig. 4—23) seal driving weighi. damage lhe oil seal. 4. Assemble the ironl cushion spring and the boot lCBZfiO/SSO: from fork under coverl. 5. Install ihe lroni cushion assembly on the sleering stern. Fill each ensh‘lon WM 200 cc (12.2 cu.ln) of hydraulic fluid through {rom ihe from foyk boll hole and install the from fork boll upon compleiing vhe Filling. Lock ihe cushion oi lhe bottom bridge by iighiening ”12 8mm hex. bolts. (Fig. 4724) NOTE: Hydraulic lluid grade: 10W30 Install 'he from fender and the from wheel. Upon compieiion oi ihe ironi cushion assembly. check for proper operation and assurs ihoi mere is no binding. a) From lurk oil seal driving weighi @ mm mm ell seal dl'lving gu‘lde ® Oil xeul Fig. «23. Dvlvlng oil seal Fig. 4-24. insioiiing in. hon! lovk ime ihe sieving 70 4.4 (D Steering damper knob ® Damper lack spring setting bolt 6) steering damper lack spring G) from lurk tap bridge © Steering slam @ steering damper plate A Q Steering damper plate n ® steering damper spring nut ® steering damper spring an Steering damper lricllan disc Figr 4-25, Sectional View al steering Stem ® Steering tread lop thread (3 Head pipe ® its steel balls (9 Steering stern Figr 4-2.5. Removing the steering stern STEERING STEM 4.4 STEERING STEM A Construction The steering stem is mounted to the lronl tork by bolt through the fork top bridge. The steering slem is mounted to the frame head pipe and pivots on the upper and lower sels oi the ball bearings. It is equipped with steering damper to provide cdiustment oi the steering stem. The steering stem can be adiusted ior any lype ol riding or road conditions. It the steering damper knob is turned clockwise, force suppl- lied to the iriction disc causes the steering to become light. If the steering damper knob is lurned counter clockwise, a tension of the damper spring is relieved, providing less friction between damper plates. The handle bar lock consists of a lock unit and support unit combined with the steering stern. lFig. 4—25] Br Disassembly l. Separate the handle in Section 4.l B. 2‘ Remove the from wheel in accordance with Section 4J3 B. 3, Disassemble iront cushion in accordance with Section 4.3 B. 4. Remove the tap bridge plate in accordance with Section 4.2 Be 5. With the turn signal lamps remaining mounted on the headlight case, remove the upper cover and lower cover of other lork. accordance with 6. Remove the steering stem top thread and withdraw steering stern out at the head pipe, being careful not to drop the steel balls. trig 472m c. Inspection 1. Inspect steel balls tar cracks, wear and other damages. 2. Inspect the cone and ball races at both the top and bottom for any wear or damages, 3. inspect the steering head dust seal lor Wear and damages. 4. lnspect the lop end oi steering stern lor damaged threads, 5. Check the steering damper fixing disc tor wear. 6‘ Inspect steering handle lock {or damages or detects. 4‘5 FUEL TANK 77 Du Reassembly l. Mount the steering handle lock on the steering stem 2. Mix the 1/4” steel balls l37l in grease, lay into the lower (19) and upper (18) ball races, and carefully insert the stem into the head pipe, exercising care not to drop the balls. Tlghten the steering head top threadr lFig. 4‘27) NOTE: Special attention is required to tighten the lop (D is m pin spanner (2) Steering head top thread thread. It must be tightened in coniuction ® Steermg Elem ~ r u ' th ' will the steering stern nut and the front fork bliflg‘ e steermg stunt bolt. It the stem nut is properly tightened, the steering assembly will turn to the locks under its own weigh assisted only by a slight lntllOl force. Further there should not be any looseness oi the stem in either the vertical or the horizontal directions. lFig, 4—28l 3. Assemble the top bridge lront cushion and tront wheel. 4. Install the steering handle and damper knob. 5. Adiust the play oi the clutch, brake and ®$tesring head top thread ®Steeringslam throttle cable. Flue 4—28. Check 0! stem operation 4.5 FUEL TANK A Construction The fuel tank is placed on the lrarrle body directly above the engine and is installed on the frame body through the luel tank cushions. Fuel tank emblem is mounted on both sides of the fuel tank. iKnee grip rubber are also installed an the CE250/350J lFlg. 4—29, 30) ® Fuel tank lrant cushion (2) Fuel tank rear cushion Fig. 4730. Schemattc View at tank rubber cushion 72 4. FRAME B. Disassembly 1. Unlock fhe seal lcllch localed on fhe left from of the seal sides 2. Pos‘lfion fhe fuel cock lever Io STOf> posllion and remove the fuel lube from lhe fuel cock, 3. Remove one end of lhe fuel level lube and apply a clip on lhe lube lo close ofl the fuel lube. Insfcll a rubber cup or a plug on fhe lank filling lo prevent lhe fuel from draining. Detach fuel tank from fhe fuel funk rear cushion and carefully remove to lhe rear side. (Fig. 4731) 4. The fuel cock assembly can be removed from the lank by loosening lhe ioinl nut and un- screwing fhe fuel cock assemblys (Fig. 4*32) cu Inspecfion ll lnspecl fhe fuel funk for leaks. NOTE: Normally an air pressure lesl is performed by immersing lhe lank in wafer. However. , e exercise precaulion since excessive pressure (I) Fuel cock assembly (2 Jorm nuf ® Fuel rank will cause ruplure cll lhe funk seam. figu A-azi Removing fhe fuel cock assembly 2‘ Inspecl for clogging of the nller cap venf hole. 3. lnspecf lhe from and rear cushion rubbers for delerioralion, wear and alher damages, , A 4. Inspecl lar damage to lhe yaiye cock o-ring, and the filler cap gaskel. trig, 4—33) 5. lnspeer the fuel line for defecfs. D. Reassembly l. lnsfall the fuel cock assembly on the tanks © mm m ® Joim m" packing ® PM cock body 2. Fil lhe from and rear rubber cushions lo fhe 6) Screen (5) Cock packing ® Fuel slroiner :up frame body. The from rubber cushion should “37- “33- COMM“! W"S 0' fuel X'ml'm be inserfed by pushing fhe fuel tank from lhe ' ' ‘ ' ‘ ' rear. Insloll lhe fuel tank rear brockel on the rear cushion. [Fig 4—34) NOYE : When inslalling ll-le rank, purliculor ollenlion should be given lo lhe condition of fhe wires and their rouling, 3. Inslull fhe lwo luel lines using fuel line clips, 77 also conned lhe fuel level lube lo lhe lank 6) Fuel tank valve. ,r . _ s l H" ‘ 3“ '""°”"‘9 "‘° '"" '°"“ 4. Install lhe seal and secure will. lire sect larch. 4.6 FRAME BODY 73 4.6 FRAME BODY A. Consvruc'ion The irame body is «he main slruclural member wound which lhe molorcycle is assembled ll moanls ihe engine and is supporled on lhe ironl and rear wheels. The lrame is made srardy lo suppan lhe weighl oi lhe engine, rider and carrier load; in addiiian, ii musl be subsianiioi lo receive lhe dynamic reaclion imposed by lhe road and riding condinons while carrying a iuli load. The frame musi be rigid la provide good sleering characlerislic and al ihe same lime lighlness and flexibili'y are desirable ior ease oi handling and lar good riding periormance. Honda 250/350 employs a semi.crodle double lrome oi high sirengln sleel iubmg. This lype oi lrame is both iighl and flexible. Combining lhe from guard lrome lyoe rear fork in single anil, furlher increases lhe ilexibilily of ihe irame. {Figi 4435) Q) Half frame (2) Head pipe @ Ha” piliar Q) Froni down lube (3 Sub lube holder (6) Lower cross membe- Fig. d-as. Schema": view a! home body 74 4. o Condenser @ Ignition can re Ignition switch Fig. 473.5. Mounting positions of electrical items © Scienium rectifier (2) Fuse (3) Magnetic starter switch 6; Winker relay © Patntless reguiator Battery Fig, 4737, Mounting positions or electrical Items 5, E V‘ 6) Wooden drift Fig. «38. ® Head aipa Removing the ball race (2 Head pipe Fig. 44?. Drivmg the ball me Q Ball race driving laoi FRAME B. Disassembly 'l . Remove the seat and fuel tank in accordance with Sections 4.7 B and 3.4 B, 2. Remove the air cleaner in accordance with Section 4.10 B. 3. Separate the handle bar in accordance with Section 4.] B. 4. Dismount the engine from the frame in ac- cordance with Section 3.1 B. 5. Disassemble the front wheel in accordance with Section 4.13 B. 6. Disassemble the front cushion in accordance with Section 4.3 B. 7. Remove the top bridge in accordance with Section 4.2 B. 8. Remove the steering stem in accordance with Section 4.4 B. 9. Disassemble rear fork, rear fender and tool box in accordance with Section 4.11 B. 10, Remove the electric equipment from the frame body (see Fig. 4—36, 4-37). 11. Detached the main stand accordance with Section 4.8 B and then the frame can be disassembled. 12. Knock out the ball races from the head pipe by using a wooden drift. lFig. 4—33) c. Inspection i. Inspect the weld joints for any breaks or cracks, 2. Inspect the steering head pipe for twist, bends and misalignment. 3. inspect the top and bottom steering head bail races for signs of wear and scratches. NOTE: The ball races should be fitted to the steering head pipe with light driving and must be bottomed squarely. (Fig. +39: 4. Inspect the frame paint coating for any chips and rust spots. D. Reassembly Perform the assembly in the reverse order of disassembly. 4.7 SEAT 75 4.7 SEAT A. Construction The motorcycle is equipped with a double seat consisting of 4 layers of sponge rubber padding to isolate the vibration from being trans- mitted to the rider. The rear and center sections of the seat are padded thicker to prevent the rider from sliding on the seat during sudden starting and acceleration. Seat covering is a vinyl leather {or greater strength, turther, it is easier to keep clean. ® Dougie Fig, 1-40. Seat , The inspection and replacement of the electric equipment such as the battery, selenium rectifier, magnetic starter switch and winker relay switch can be easily pertprmed by unlatching the seat lever located at the trant lelt side and raising the seat which is hinged attire baci. (Fig. 4—40, 4H a) seat tateh lever (2 Seal Fla. 4-4L Unlatching the Seal lever at Disassembly i. Raise the seat and remove the two bolts at the seat hinge and separate seat lrom the lrame. (Fig, 442) 2. The seat stay a can be separated from the seal by unscrewing the two .5 mm nuts. C. Inxpection l. Inspect the seat covering for wear, cracks ' 1 and tear. ® seat ® 8mm hex. nuts Fig. 442 Removing the seat 2. inspect the hinge and the rubber seal ta insure that they are not damaged or cracked. D, Reussembly 1. Bolt the seat stay to the seat with the two 6mm nuts. 2. Mount the seat hinge to the frame. Assure that the seat from end is properly hooked by the latch. 76 4,8 STAND, BRAKE PEDAL AND STEP BAR 4.8 STAND, BRAKE PEDAL AND STEP BAR A Construction For reducing weight, a formed steel iube is used for ihe sland. Thevsec'ion which contacts me ground when The sldnd is erected has an oval piule welded 90 increase the Contact area, The brake pedal is mounted on lhe right side ahead of the main sland pivov pipe. (Fig. 4—43, 44) (D Brake pedal ® Brake pedal spring Q) Rear brake pivot boll © I4 mni washev (5) Evuke rod iolm pin l..s><2 caller pin m Rear brake rod The step bar has been designed lo provide (3) Rear brake rod swing ® Rear brake arm ioim ' r . . Real brake adlusling nin ® Main srpnd spling °°’“‘°' ° he _”d‘”- ”W 0'9 0'50 Made 0' Mpin mnd pivoi pipe ® Mam sound slopper rubber formed sleel tubing and mounted by 8mm nuls, WWW @ “X30 =°"°' 9'" ‘33 Mal" ”and luriher. ii has been made easy is inereil and side gland Sprlng @ IUrIim hex. nui _ Side sland pivei screw @ Side mind bar remove. (Fig. 4—45l Fig. 4-44, Exploded vievv oi slund and brake pedal 3. Disassembly [Main Stand] 1, Raise the from wheel oi iiie ground by placing a biock underneain the engine. Remove lne siend sprlng from me new side. 3. Alrer ioosening line we 5 mm hexi nuls, remove me coller pin (rein lne lell side, slide ofi liie main sland pivol pipe and lhe remove the main siundi (Fig. 4—46) 4-45» Slep Er 4.3 STAND, BRAKE PEDAL AND STEP BAR 77 (Brake Pedoll Remove Ihe rear brake adiusling nut. Z. Unhook the brake pedal and stop swilch springs 3. Rear brake pedal can be removed by un- screwing ihe rear brake pivot boll. (Fig. 4—47I 4. Rear brake rod can be separaied lrom lhe brake pedal by removing iiie brake rod ioini pin. (D 6mm hex. mu (2) Main siaad Fig. A-Aé. Rcmovlng me main slam! [Siep Bari ‘ I, Unscrew iiie four 8mm balls and remove ihe siep bar. (Fig. 4—48) 2‘ The side siand is mounled On Ihe leii slde oi iiie siep bar and is removed by disossembly- ing ihe side siana spring and side siana pivoi screw. C, lnspecfion 1, Check iiie main sland pivoi pipe for damage. Real brake rod (2) Lsxlz to .r p’ii. ——_— Rear brake pedal "em I Slandard Value Serviceaale llmrirlg Replace when less man I7.l5mm (0.57m in! ‘ l7.7~17.3mm 0'" “d“ d“ I Io.a77~oraal an 2. Check Ihe bore of Ihe brake pedal pivol collar hole for wear. csabla liem Slandurd Value Se l4.l~14.2mm i ”a“ ”he" Inside dia. ~ . i move Iliari [“55 “59'” l 14.3mm io.5.ssiiil 3. Inspect Ihe sIand, sIep and brake pedal lo insure Ihal they are noi benl or delormed. . (1) Siep bur ® 8mm bolls (a) Side slund ‘5"5'°“‘ Fig. 448. Removing ilie siea bar 4. Inspect all springs iar breakage or loss oi D. Reassembly 1. Clean all paris anal grease all shaft areas. Fill me inside of ihe pivoi pipe wilh grease. 2. Perform reassembly in ihe reverse order of disassemblv. NOTE : Do nai over-Torque ihe 6mm bolts. iiig. 4—491 Tightening Vorque: 80~100kg-cm l6~8fI-lbl Fig. 4—49. fixing me main mad with 6mm halls 78 4.9 EXHAUST PIPE AND MUFFLER a; Exhaust pine <2) dint. tax. nut @ Exhaust pipe iaint ta) Cylinder head @ Exhaust plne ioint collar @ Exhaust pipe gasket Fig. 4-50. Cross-section at exhaust pips and nut ® axis hex. bolt Fig. 4-51. Removing the muttler (D 6mm hex. nut (2) Exhaust pipe rig. 4-52. Installing the exhaust ptpe 4.9 MUFFLER A. Canstruction The exhaust pipe routes the exhaust gas from the cylinder head to the muffler, Pipe should have minimum of bands as this will restrict flow of the gas which will reduce the power output. Honda 250/350, exhaust pipes are constructed at double walled steel tubing to prevent the discoloration oi the chrome plating. The exhaust noise is reduced as it passes through the expansion chamber, separator in the muffler. (Fig. 4450] a. Disassembly Unscrew the tour 6mm exhaust pipe tlange ioint nuts and the two 8 mm mutfler flange bolts on the lett side and remove the exhaust mutfler. (Fig. 4—51) (On the CBZSO/BSO, unscrew the tour 8mm mutiler flange nuts on the inside or both right and left side to remove the exhaust mutfler.) Ct Inspection 1. Inspect the muffler gasket tor damage. 2. Inspect the mutfler tor cracks, dents and other defects. D. Reassembly i. install the exhaust pipe gasket on the engine head and temporarily tighten the pipe ioint with the collar and a min nuts. 2. After completing the mumer installation, tighten the exhaust pipe flange nuts. [Fig 4—52: NOTE : It the exhaust pipe flange ioint nuts are tightened first, it will be difficult to install the mutfler. 4.10 AIR CLEANER A. Construction The air cleaner filters the air which passes through the carburetor and to the cylinder. A paper filter is used in the filtering element. Honda 250/350 models utilize the compensating 4.10 AIR filtering system where a filter element is incorpo- rated on the right and also on the left side with interconnecting passage. With this type of a system either one at the filter can be clogged without sacrifice to the enging performance. This is because any one of the filters will have sufficient capacity to perlarrn the entire filtering function. This arrangement has the advantage of requiring less space and providing an affective air flow. (Inspection and replacement oi the pointless regu- later can be performed by removing the air cleaner case.) (Fig. 4-53) 5. Disassembiy i. Remove the aircleaner cover. When removing the air cleaner case from the right side of the CL250/350. the rnuifler must be removed first. 2. Remove the air cleaner case by removing cleaner element setting nut. lFig. 4*54] 3. The air cleaner element can be separated tram the frame by removing the air cleaner connecting tube clamp and the 6 mm bolt. Cr Inspection 1. Dust on the air cleaner element can be removed by tapping lightly and blowing oft the loose dust particles with compressed air. 2. Inspect the air cleaner element to make sure that it is not damaged or clogged by sailage. 3. Also inspect the bonded section to make sure that the ioints are not cracked or open. D. Reassembly Mount the air cleaner with the 6mm bolts, install the air cleaner connecting tube an the carburetor with the clamp. NOTE : Aiter completing the installation of the air cleaner, check to make sure that the right and left air cleaners are interconnected. If there are any leaks in the system, unfiltered air will be drowned into the cylinder and cause rapid wear to the cylinder walls. 2. Install the air cleaner case and the air cleaner cover. CLEANER 79 Carburetor Czrburetor Fig. 4-53. Air new "i dual type air cleaner i l (D 6x15 hex. bait (2 Air cleaner case ® Cleaner element setting nut Q) Air cleanet covet Fig. #54. Removing the air cleaner case i l l . i 80 . 4.11 REAR FORK AND REAR FENDER 4.11 REAR FORK AND REAR FENDER © Rear tender (2) tea , er (3 Drlve chain case (3) Drive chair] © Drive chain .atm © 6mm plain washer ® 6X8 hex. bolt. 6X16 hex. bolt © Rear fork pivot bush @‘Recr cushion under bush ® Rear brake sto’pier unMoIt ® l0mm spring washer (Q 8mm plain washer ® 8 mm thlrt nut 63 2x15 cotter pin ® Rear brake stepper arm @ 8mm lock pin ® 8mm hex, nut @ Rear brake stopper boll @ Rear tork center collar ® Rear tarR dust~sea| cap Q MX26 washer @ l4mm sell lock hur ® Grease nipple @ Rear tarR pivot bolt Fig. 4—55. Exploded:view:of:reor:{ork:und rear lender A. Construction One end of the rear fork is fitted to a section on the frame and the other end is titled to the frame through the rear cushion. When the rear wheel moves in the vertical direction, the section which is fitted to the frame becomes the pivot point and the rear wheel moves in an arc. The close proximity of the pivot point to the drive sprocket posses negligible eflecl on the oin tension. lFig. 4—55, 56) ® Rear lork complete (9 Drive chain rise (3) Rear cushion assembly © Rear fender Fig. ‘66. Rear fork and rear lender 4.11 REAR FORK a. Dimssembly [REAR FORK] 1. Remove the tear wheel in accordance with section 4. 14 B. 2. Disassemble the rear cushion in accordance with section 4.12 B. 3. Remove the 14mm sell locking nut train the rear fork pivot bolt and extract the pivot bolt; the rear fork can be separated from the lrarne. (Fig. 4—57) A. Lightly tap to remove the rear tork center collar from the rear fork. 5. Separate the drive chain cover and the rear brake stopper arm from the rear tork. [REAR FENDER] 1. Raise the seat and disconnect the wiring tor both the rear winker and taillights. 2. Unscrew the two rear winker setting bolts and pull off the fender tram the rear tender setting rubber. (Fig, 4758) 5" Tool box can be separated iron the trame by unscrewing the four 6mm mounting bolts. c. inspection Rear iark pivot bushing . ’ item l Standatd Valua_ ‘#§§!vlceuhla Limit t ~ . Replace when Inside are. 1 20.0 ”“3"“ : tnare titan ‘0’7B7~°‘789 ‘"’ l 20.13 mm lu,795 int 2. Rear iork pivot bolts k 7 item 7‘ _ standard Value, . setiigeifliipit . . 13.9o~ 13.95 mm l Out Slde at “PM? _, , ., Bendin Wim V" ieaprleactftavnmn 5’ 0.02m lonoosinl 0.05 mm 10.002inl 3. Rear {ork (Fig. 4-59) ,, "9'". .. 5'0"?!“ Value , ,53LWFiMLUEL With in “M" o.l mm [0.0041n) NOTE: Measurement should be made with the rear fork pivot bushing and the center collar inserted into the rear fork. .*‘ Inspect the rear fender and the drive chain case for dents and other defects. AND REAR FENDER Fla. 4‘57. Removing the rear lad: (5) Rear lender Fig: 4‘53. 'Removing the rec! lender G) Ninm sell locking nut (2) Rear lork (9 Lead connector (2) Rear winker 5: ng bolt (1) Rear lork ® Square block © Suttaee plate Fig. 175?. twist maaxuvemenl ol tear-latk 82 4. FRAME / 4,12 REAR CUSHION D. Reaxsembly [REAR FORK] 1. Drive in fire pivor bushing and lire center collar, lnseri ine reor lork seal cap. (Fig. 4-60] 2. lnseri rhe pivoi boll ihrough ihe side bracker and assemble ihe rear lork Io lire frame. Insloll the rear wheel. Inxiull lhe drive chain, (D From: body (2) Center pipe bush 5‘ When lhe assembly is completed, ddiusl lhe @ Rear lork dushseel cap rubber @ lied. lark pivoi bush , r , dal n h ‘ -n mm W (5 Rear fork dusl»saal cup @ Rear kirk prvor boll 9° b °ke Fe a d ' 9 Ch“ 50 G) Grease nlpple (3) Rear lurk cenier collar 6. Install me drive chain case. ® Rem ldri Fig. A—eor Cross~seclion o! lire rear lark prvoi poriion [REAR FENDER] l. Perform rne reassembly in lire reverse order of disessemblv. 4.12 REAR CUSHION A. Conshrucfion j A Do Carbon lype rear damper is employed on Honda 250/350 which is of a single cylinder double ociing ivpe in conirusi ro lire double cylinder single aciing rype commonly used. Niirogen gas and oil are sealed wirliin the cylinder under pressure io considnilv rnainldirr an iniernal pressure. V During extension and compression of ihe cushionrlhe oil flows lhrough a small orifice in (he pision in boil. direciion lo operdre ine valve which comrols lire dumping lor boih the compression and extension. lFig. 4—61) Dumping lorce : Extension 60 kg/Ofim/sec. (132.3 lbs/20 in/sec.l Compression 15kg/0.5m/sec. (33.1 lbs/20 in/sec.) mmlincw . 31502.40) ' l in set 19150.50) 2nd sci 135.5(730) dsell 7.10) lo 71.25 Q5 I1. 5 we 193 (user El ® Joini rubber (2 Spring sear smpper @ Rear cushion upper case G) Rear damper assembly (5) Rear cushion spring VLFlgu 4-61. Secilonal view 0' rear cushion » 4.12 REAR CUSHION 83 Fealure and Performance a. Simple lype of a consiruclion Due to the lack of oulside tubular shell, lhe heal radiaiion is good and ihe oil changes are small, Therefore, the per» lorniance does nor degrade. The number of parts have been reduced, simplilying lhe consiruciion, mlnimlzlng valve noise and increasing irs service lile. The damping force is dependeni upon lhe p‘lslon speed; perlormonce being @Fis'on ®Valva ®Rod especially good ai low speed, Furlher, Fig-l-ézk vibroiion stabilizes very quickly. b. Internal pressure considnily maintained Cumpressmn Air and oil mixmre wlll not occur; lunclion will not deteriorate even when opero'ed {or exlended period over adverse road condiiion. Since lhe oll seal is consranrly under pressure, lhere is no oproblem wirh leak; service life is grearly extended. The diflsrerence in pressure belvveen rhe ironi and rear of ihe valve is small: since . . .. . 6) Pisran (2 Valve (5) Rod loam does not form, noise Is minimized; FmJfizs‘ deieriaralion ol ihe damping iorce is prevenred. lFig, 4-62) l l 3 NOTE: Do no! disassemble 'he damper. The use ol pressurized nirrogen gas eliminaies any hazard. Rear suspension adiusimenl The rear cushion (D has Ihreeerange of adiusrrnenl in spring rension and is io be odiusied io meei the difiereni rype ol road or riding condrlions. I posillon is (or normal riding. The damper spring slrengfh increasing progressively from H to 111. and is io be used for heavily loaded condiiion or when aperaling on bad roads. (Fig, 4763) a) Bear cushion assembly ‘ Fig. 4—63. Rear cushion adluslmem 84 4. FRAME Disassembly Remove the 6 mm boll irom me iorwdrd end of ihe side hand hold, loosen the l0rnrn Cap nui, lem boil and remove lhe rear cushion assembly. (Fig. 4—64) (D 6mm hex. poll (2) lo mm hex. cap nui ® Rea! cushion assembly G) \0mm hex. boll 7qu +64. Removing the You! cushion assembly E‘ ’ Compress the rear cushion upper case by ‘ ' using a special iool and remove ine reer cushion seal, llli ofl lire upper case and lhen remove lhe cushion spring. (Fig. 4-65] I _ (0 Special mi (3 Rearcusnionomnblv " 3. Disassembly of ihe rear cushion damper is (5) Spring seal siopper . Fig. 4-65. Disassembling rear eushion “0' ”“65“” (“9‘ 4—66) C. Inspection l. Rear cushion spring Replace when Free Iengih 201.3 mm (7.915 inl less liran 7, _....l,,,,, ,, JMM , i isomrn/vu.2~9~7.akgi ‘ l5.9osin/ l — l95.59~ 220.06 Ibsl l5mm/léB~186kg i (4.52ain/ l — lensian l (D liaar cushion damper assembly «2) Rear eusnlen Spllng Rear cushion upper case 6) Spring seai slopper fig. 4—“ Componam paris oi rear cushion 2 lnspeei ihe cushion damper io insure ihai ihere is no iluid leakage, 3. inspeci ihe damper case and rod lo insure lhai rhey are noi damaged or delorrned. 4. lnspeci ihe rear Cushlon siapper io insure lhai ii is nol damaged or deformed. D. Reussembly l. Assemble ine under seai, spring and upper - ~ . _ ' _ e_, _. case to lhe damper. Compress lhe assembly r (9 Rear cushlon damper assembly ® Roar cushion spring using a special '00! and lock the assembly "l" "67> M‘°"‘””"9 "°’ “"9“” wilh ine spring seat stopper. lrig, 4-67) 4.12 REAR CUSHION 85 NOTE : ’ When insialling ihe spring seai slopper, exlend 'he cushion assembly, otherwise, difficulty will be encountered. > Upon complenng ihe assembly, oclucle lhe cushion assembly by hand in make sure ihoi lhey are nol binding. (Fig. 4-68) a) Rear cushion assembly Fig. 4768, Check of cushion 2. lnsiall ihe cushion In lhe reverse order 06 dlsassembly. (Fig. 4*69] NOTE : After installing lhe cushion, check the olignmeni of me right and Is“ cushion and also the alignmeni of the cushion mouniing boll for bolh righi and left sides. (D 10mm cap mu (2) Side grip (i) snuciul washer a) 10x32 hex. boll (6) Rear cushion Fig, 149, Mauniing balis and runs ol ram cushion l 86 4.13 FRONT WHEEL 4.13 FRONT WHEEL A. Construcfion The easl alumlnum hub and brake panel houses ll’le brake assembly, lranr axle dislonce collar, lwo asozre ball bearings and lhe speedomeler gear. The reaction lo lhe braking ioree is received by lhe brake panel slopper arm localed on We lell side. (Fig. 4—70) Q from wheel axle ® Flonl wheel slde collar (5) Oil-seal © 6302K ball bearing @ from axle dismnee collar 6: Oll-seal q) Speedomerer gear Speedomeler pinion From wheel axle sleeve @ From brake shoe @ from broke arm B ® From brake com @ From wheel hub @ Brake arm spllng @ From brake arm A Fig. 4—70. Cross-secllon al lram wheel B. Disassembly 1. Place a suilcble supporl block under lhe engine lo raise from wheel ofi lhe ground. 2. Dlsconnecl rhe lram broke cable, me speedr omeler cable From me speedomeler gear and lhe brake srapaer arm. mg. 4e7ll 3. Remove the 8 mm nuts which supper? vhe lower axle holder on both the right and lell sides. The wheel will then drop away from lhe fork. (D From brake sloppev arm belt @312 mm longued washer ® rrem brake sropper arm Fig. 4—7:, Removing the bmke stopper arm 4.13 FRON7 WHEEL B7 4. Inserl a bar into lhe hole on lhe right side of ”16 front wheel axle and remove lhe shall on me left side wlm a 17 mm wrench. Brake panel can be separated from the from wheel. (Fig. 4*72) (D from wheel axla G) From wheel life my, 4-72 Removing me ham wheel axle (2) from wheel axle sleeve 5. Remove lhe panel, oll seal, lwa 6302R ball bearings, and haul axle distance collar. (Fig. 4‘73] 3 a) From wheel ma ® oll ml ‘ Fig. 4-7:. Removing ma al 6. Remove the from brake arm and pull out lhe lronl broke cum; Vhe broke shoes can be removed lrom lhe panel by spreading 'he shoes open by hand. (Fig. 4-74] 7. Separole 'l’le lire and lube from the rim wlth lhe clid of the lire iron. G) From bmke shoe ® Flonl brake panal @ Flonl byake cam Fig, 4-74. Removing lhe lronl brake shoe 88 44 FRAME c. laspeallan l. Rim runoul (Fig. 4—75l llen 7 Slandavd Value l Dlal runou' W h in 5“” “‘"°"' 0.5mm lnmoanl l Dial when! w h in V°”"°' '“"°”‘ l 0.5mm lo,o20ml 2. Axle bend and wear. Fla. 4-75. Checking lhe lranl wheel llm (or when! l l (D Dlal gauge ® Fvnnt wheel axle (a: Veblack Fig 4-76. Checklng the from axle {or bend ® Tlre level ® flonl wheel fun (5) from wheel line Fig. «77‘ lnslalling lhe lira V“T~"‘"‘ 7 s7land7ard Value IAa957~ H3784 mm l0.589~0.590inl ' wn n 7 0.05m (DaOOZln) Oul side dlaa Bend $3 sable 7 7 Replace or repalr when more lhan 2.0mm laowlnl Replace or repel when more lhan 0mm l 079' lrlg. 4—76: Sew it. Replace when less lhan a mm (0.588 L 3. 6302R ball bearings axial and radial clearance. 7, LEE 7 77757landavd7‘Ya7lue Ne! more lhun ”W“ "WM“ olo7lnnl ll).0l)3‘lnl 0.003~0.0l8mm Radial clearance wool)! 7700007 .m) 77§el7vl7ceable LIMIL7 Replace when more lhan lmm l 00 - 7 Replace when more vhan 0.05 mm loeoozml 4. From brake shoe diameler and lining lhlckness. Slandard Value ‘lfile0~lal.4mm l l7.‘26~:7.142ln| 5.5~5.7 mm lo.7l7~0.224 ml Thickness 5. Frorll brake cam lhlckness. jam Slandagd Value 3mm lo.3l5inl Thickness Servlceable Replace w an W lass lhan ’lzeplace ll wom. delormed or unusual , 6, Inspecl anchor pin for band. 7. Inspecl and lighlen any loose spokes. Tightening lorque 20~25 kg-cm ll.4~l.8ll-lbl 8. Check lor air leak by submerging lhe lube in walsr. 9. Check lhe lire for damage lo casing. bolh inside and oulside. Balance wheel assembly. D. Reassembly l. The lube can be easlly moanled by innanng wilh small am5’figll ol all so make lhe lube firm. lFig 4—77) 4.13 FRONT WHEEL 89 NOTE: > Ailer the lire is mounled, innale wilh approxi- malely us me designaled pressure and lignllv tap around lire lire wiih a wooden hammer la eliminaie any pinching pi ihe lube. (Fig. 4—78) G) Wooden hummer (i) hem wheel lire Fig, rm, Tapping araund ine Ilre > The valve slern should be pasilianed painling iaward ihe axle la prevenl damage la lire lube, lFig. 449i . innale rile tire 10 lhe specified pressure. For normal riding: 1.3 kg/em2 (25.6lbs/in2] For high speed riding: 2.0 lrg/crn2 (28.4 lbs/inzl Fig. 4—79. Valve angle 2. Grease rne 6302K ball bearing and pack ilie inside al lhe from wheel hub vviili grease, and inseri lire spacing collar. Drive in File ball bearing using the bearing driver, iFia. 4-80) i i l (D Valve stem ' I % ! NOTE i I The 6302R ball bearing incorporules a sec) on fhe outside. lherelore, make sure {hot Vhe bearing is nol inslalled in lhe inverled posilion. (9 Hammer (2) Hearing driver Fig, 4-80, Driving lhe bearing 3‘ Hook lhe spring on the from brake shoe and lhen insloll vhe anchor pin and brake cum. Assemble he unit )0 lhe from brake panel. NOTE r Punch marks on Ihe broke arm and brake com musl be aligned. (Fig. Avail a) From brake arm A (2 From brake arm 3 © Franl brake panel Fig. 4—3!. lnrialling ine brake arm 90 A. I 4 REAR WHEEL 4, Assemble the panel lagellrer with lhe distance collar he me from wheel. 5. After lighlening lhe from axle, mount the from wheel on il'le fork, connect the from brake slopper arm and assemble lhe from axle holder wilh 8mm nul. a. Cannecl me speedomeler cable lo ihe speed- omerer gear, 7. Connecl me from brake cable lo the brake . , slopper arm and adiuel the free travel. The @ Decrease ® Increase specified free lravel is l5~30rrrrrr [0.6~I.2inl. we, Hz. rrarrr brake cable adiusimem Make me “Mme", Wm, mm r and "b_". (Fig 4782i 4.14 REAR WHEEL A. Consirucfion The rear wheel conxisvs of an aluminum Cusiing rear wheel hub which comains 63032 and 63042 ball bearings, brake drum, and the brake panel. A single cam rear brake panel is inslolled on the righi side through ihe panel side collar, The hub and final driven sprocket are mounled on Me lei! side of the wheel hub by the driven sprocke' fixing bolls. (Fig. 4—83] i r r a) 4x30 coner pin (2) 16mm aasrlegrrrrr © la.5><30;washer @ Rear wheel side collar 6) 69 mm exrerrral errelia © 70 mm washer r7: 10mm lhra hug @ lorrrrrr rongued washer 5) Final ariven Sprockel Driven sprocket fixing boll ® Rear wheel bearing reralrrer @ Dusraeal @ 63042 bull beanng @ Rear axle arsrarrce collar B @ Rear axle aisrahce collar A @ 53032 ball bearing @ Rear wheel collar @ Rear wheel axle @ Rear brake shoe @ Rear brake panel ® Rear wheel hub . Fig. 4—83. Cross-sacllon or rear wheel 4.14 REAR WHEEL 91 a. Disassembly I. Remove the drive chain ioim, and disconnect ma chain. (Fig. Hm 2‘ Remove lha rear brake odiusiing nut; sepcrove llra broke rod lram me brake arm; remove lhe real brake slop per boll and separale the slop per arm from me panel. 3. Exlrccl lhe collar pin from lhe axle. a) Drlve chaln loin! ® Drlve chum Fig. 1—84. Removing lhe drive chain ioint 4. Remove lhe rear axle run and exlracl lhe rear wheel axle. Till me malorcvcle and remove lhe rear wheel. [Fig 4—85] (D Rear wheel Fig. 445. Removing lhe rear wheel tramlhe tram. 5. Remove 69mm exlernal circllp, and 70mm washer slra‘lghlen lhe 10mm tongued washer, and remove the 10mm thin nuls. The final driven sprocket can Vhen be separated {rom the rear wheel hub. (Fig. 4—86] (D lamm will run; ® lo mm 'ongued washer © hnul dvlven sprocket (D 69 mm axlernal clrclip Fig. 446, Removlng me final driven spvockel , L 5‘ Remove lhe rear wheel bearing relamar. Pull our the 63032 and 63042 ball bearings, and rear axle distance collar, trig. 4—87) .'\ ; 1 (D Bearing velainar exllaclor ® Baarlng relalner Fig, 4-97. Removing me bearmg ralalnu l l 92 4, FRAME 7. Remove 2x15 mm caller pin and anchor pin washer. separale the brake clrrn lrom vhe panel in order lo exlrud ohe rear brake shoe. (Fig. 4—88) fl (9 2X15 cofler pm ® Brake shoe sellmg washer @ Rear brale shoe (4) Rear make panel a, A— as Removing me rear brake shoe 3, Using lire irons, remove fire as illuslrufed in Fig 4*89 and remove lube. (Fig. 4*89) CD The level (3) Rear wheel rim ® Rear wheel file my. 4—89. Removing lhe rear wheel Iire c. Inspection 1. Rim mm». (Fig. 4—90) Hem" Slanda Value . eryicaoblefili lace or re chl runou) in . P Slde “MIDI" when more "Ian ”5"“ ‘0 020"“ 2.0 m lo 079ml Dlal whom wilh m . when more man "5'“ 1° 070'” ZOMM lomvml 1 Replace or renal! Verlieal nmoul 1 l 2. Axle bend and wear. (Fig. 4*?!) '33:” mm [0.6bz inlfi E. _1lem Slandaid Value 7‘, serviceable ‘ Replace when . ‘I6957~l$.954mm ‘ 1 om suds dln m “hwy“, _ less man in 0 05mm (0.0021!!! 1 17 #17 Band 1W G) Dlal gauge (2 Rear wheel axle @ v»blaek Fla. 4- 91. Cheeklng lhe year axle (or bend 4.74 REAR WHEEL 93 3. Final driven sprocke! roof dzameler. Hem Slah and Value Se! enable 188.54~188.66 mm “Pm“ “he“ . less than (7'423~7"28‘"’ lssgmm [7.H5ln) Rool din. 4. 63032 and 63042 ball bearing axial and radial clearance. 63032 ball bearing , he)" Slundurd Vulua Sew ceable L Replace when Axial clearance 3‘3; :z'fo 353".” more lhan WW , {_ ' ' ' any (0.004ln) v Replace when o.ooa~o.olsmm Rndlalcleamnce l0000|~00007inl mole man 0 5mm! on b304Z ball bearing Ham 7 gahdard Value 7 Serviceable L apiece when mole lhan DJ! mm [0.0043inl WW mgmggm 52,332.?” ' ' 0 06 mm [0.0073in) No! more than M“ “‘e°'°"‘° 0.08 mm lo.0032iul 5. Rear brake shoe diameler and lining thickness Imh Slandald Value ‘ Servlteahle l6l.0~lél.4mm l l l l l6.33‘7~ 5.354 in) 7 ‘ 00! side die. ‘jlavlace wh l less than . 3.0mm (DJIBln) 5.5~5.7 mm ”km“ (0.2]7~0.224inl 6. Rear brake cam thickness. lFig. 4—92) llem Thickness 8mm (0.3mm dslormsd or unusual x: Check «he anchor pin [or bend. \nspecl and lighlen all loose spokes. Tightening 'orque: 20~25 kg-cm (1.4~l.8h-lb.) 9. Inspecl tube for air leak by inflcllng and immersing It in waver. 10. Inspecl lhe cuslng for any damage on lhe ins'lde and outside. (Fig. 4-93) (D Vernier callpevs (2) Rear brake shoe raw. 4-92. Maasuling lh. emxide of lhe rear brake shoe ® Rear wheel me (E Wood spacer pleca @ Rear wheel rim fig, 449:. luspecliah lhe inside of me 94 4e FRAME D, Reassembly L The lube can be easily moumed by innaling wirh small amoum or air re make lhe iube nun. NOTE : > Aiier ihe iire is mourned, inl‘laie wiih approxi- maielv 1/3 lhe designated pressure; Iighily rap around the lire with a wooden hammer la eliminate anv pinching al ihe lube . The valve slern should be painied reward lhe axle. r Innaie the lire lo ihe specified pressure. For normal riding: 2.0lrg/ern2 [28.4 Ibs/inzl For high speed riding: 2.2kg/cm2 (31.3 lbs/in2l 2. Grease the 63042 ball bearing and pack rhe rear wheel hub with grease. Inserr rhe spacer and drive ihe bearing ima place using a bearing driver. (Fig. 4—94) (0 Hammer (2) Bearing driver Fig, 4794. Insialling ihe bearing NOTE : The 63032 and 63042 ball bearing incorporule a) Final driven spreekel ® 6me exlemal circlip ‘1 560' 0” "‘9 OU'Sidei ‘herelme: make We (3 loirun mngued washer @ 10 mm ihirr nui Vhal the bearing is noi inverted. Fig. 4—95. Assembling lire nrial driven spvockei 3. Mounl ihe final driven sprackei on ihe drlve nange wiih ihe sprocket reiaining balls, um and rangued washer. (Fig. 4795) 4. Assemble the rear brake shoe lo lhe brake panel and inslall lhe spring lo hold ihe shoe in places Insiall the reclr broke cam and broke arm on the panel. Assemble lhe brake shoe sening washer and lock with lhe collar pine (Fig. 4-96l © Rear bmke shoe ® Rear brake shoe spring (3) Brake shoe sening washer Q) 2x15 cover pin Fig. 4476‘ Insialiing lire brake shoe l 7’”; e 4. 14 REAR WHEEL 95 NOTE : When insiaiiing ihe brake arrn an ihe panel. align rhe punch marks on ihe brake arrn and brake can. 5. The chain clip serring should be corelully made by paying aneniian ia ihe chain driving direclion. (Fig. 4—971 6. Assemble the panel on lhe rear wheel and moun' the wheel assembly on the frame. lnsvall ihe drive chain and make ihe proper adiusl- (9 Chain dmg mm“ (3 cm, dip meni belore final iorquing of ihe rear wheel Fig. 4—97, Serirng ihe chain clip axle. NOTE : Adlus? lhe chain 50 that lhere is l lo 2cm 10.4 io 0.8 in) ai slack and make sure then ihe chain aaiusiers on baih sides are in ihe sarne reiaiive pcsiiian. (Fig. 4—98) Fl 7. insiaii the rear brake stopper arrn re lhe rear brake panel. a. insiaii rhe rear brake rod 10 ihe brake arrn. Sei ihe rear brake pedal on iis side uni adiasi reardbrakejplay. ®~ Rear bloke pedal . r _ i (D Reference mark (2) rive chain adiusier (3 Drive chain adiuning bah l i l i I l Fig. 4—99. Real bmke pedal play 3 The free travel of the rear brake pedal should be from 2 lo 3cm (0.8 to l.21nl. (Fig. 4—99, 100] NOTE : xiv _ 9. Inslull the chain case. ® Rem brake arrn ® Rear brake adjusiing nui (3 increase @ Decvease Fig. 4-100. Adlusling ihe rem brake MEMO 5, ELECTRICAL PARTS 97 5. ELECTRICAL PARTS 5.1 ELECTRICAL EQUIPMENT ignition system [ignition coil, condenser. conlacl breaker. spark plug) Generaling system (AC. dynamol Reclily‘lng system (selenium reciii‘lerl Bane ry 9??” Connected loud (lights, horn, sianerl The electrical equipmenl are the nerve system of the motorcycle and perform the vital iunctions oi providing engine ignilion, I‘lghllng ior night riding and horn; lhe mulluclion of any one oi Mass will adversely effect the rnatorcycle operation. Thereiore, careiul ol'enllon musl be glven to their mainlenunce. NOTE t All lhe following descrlplion are applicable lo the Honda 250/350; C3250, CL250, C3350, and CL350. unless oiherwise noted. 5.2 POWER SUPPLY SYSTEM The Honda 250/350 employs the battery ignition system, ulilizing the ignilion coil and conlocl breaker. The generollng system is a special AuC. dynamo ior greater output. A selenium rectifier is incorporated lor bafiery charging and supplying power lo the connected loads. 5.3 IGNITION CIRCUIT Au ignition System In a gasoline engine, lhe ulr-Iuel mixlure is igniled by some means at a precise lime during the end oi lhe compression cycle of the piston in produce combuslion lo operate lhe engine. This motorcycle u'ilizes a high volluge baitery ignilion syslem, (Fig 5—1) B. Ignifion Coil This molorcycle incorporates a l80° type crankshaft. The lelv and right cylinders are equipped with an lndependenl ignition coili (Fig 5*2] ® Bounty ® ruse ® Ignilion coil Q) Breelrer poinl (5) Condunser (6) Spark plug _ quu 5-L lgniiion system 5—1. lgnmon coil 98 5. ELECTRICAL PARTS 1. Construction The primary coil has 200 to 300 turns at 0.6 mm l0r024inl enamelled copper wire wound on an iron core. The secondary coil has 10,000 to 20,000 turns at nne enameled copper wire at 0.08 mm l0.003 in) diameter wire wound on top at the primary coil and covered with dielectric material; and the complete unit is then molded in synthetic resin with two exposed output terminals. lFig. 5'3) (1) Primary levminul (3 High tension terminal © Case ® High tension cord © Synthetic resin @ Primary coil (7) Bobbin (3 Secondary coil (9 Iron core Fig. 5-3. Sectional view at ignition coil 2. Principle oi operation When the camshait is rotated in a direct cyclic relation to the crankshait, a high voltage is induced in the secondary coil by the toilowing sequence or events. trig. 5741 a With the contact breaker points closed. current which llows through the primary coil in the direction shown by the arrow induces a magnetic field and energizes the . iron core a) Battery (2) Fuse (3 lgnllion coxl Q) Breaker palm b. ,Nex" when the breaker points are opened (s) Condenser‘ .© Spark plug by the cam, the magnetic field induced by 7'3- 5“- ‘9""'°" 5W“ the primary coil suddenly starts to collapse l l i i l l l i i l cr Due to the sudden change in the magnetic field and the large number of windings in the secondary coil, a high voltage is induced in the secondary coilr d. The induced high voltage initially energizes the secondary coil and as the valtaae rises, it flows through the high tension cord to the spark plug. aauzlsip innards Number oi interruption per minute e, When the voltage rises to a certain level, the current iumps across the spark plug electrode gap and ignites the tuel mixture in the combustion chamber. After the voltage build-up has been discharged, the voltage drops suddenly and discharges the entire voltage build-up which was charged in paragraph a above. This is lotiowed by the discharge at the energy stored in the coil. Fla. 5»5. Spark characteristics t. The magnetic field rapidly ialls to the point that the arcing across the spark plug gap can no longer be sustained and conse- quently ceases, (D Sparking space (9 Secondary electrode o) rrimary electrode © rertiary electrode rig. 5-6r Vertical type electrode space 5.3 IGNITIONZCIRCUIT 99 g, The residual energy in lhe cail due to the weakened magnetic field produces a damped oscillation in the secondary and the primary coils and is dissipated in the circuit as resistance. h. This operation is repealed by the preset angle or the cam and the sequence or events is recycled back to paragraph a. 3, Testing The pertormance or the ignition coil does not normally deteriorates provided that the coil is not damaged by a hard blow ar the terminal areas kept tree at dirt, oil and other loreign matters. Refer to section 5.9 service Testerr c9, 10 tor testing at the coil. lrig. 574. 5, ts, 7] 4. Coil spark characteristics Spark Buttery voltage 7 mm mu 3 Volts io,uoo 7mm [0.176 ml Mln ‘ HVolis For right and lett ignition coil tor engine with we" type crankshatt. . c. Spark Advancer The spark advancer is a device which auto- motically advances the ignition liming with the increase in engine speed. To do this, the breaker arm is held stationary and the position at the cam is changed corresponding to the engine speed. The spark advancer utilizes the centrifugal force to move the Cam. The spark advancer when static, is held in the zero advance position (5° BTDC) by the force at the spring as shown in Fig. 5—& As the speed or the engine increasesr the cenlriiugal lorce at the advancer weight overrides the force of the spring and starts to move outward, moving the cam in the direction of rotation, in other words, advances the cam to produce on early ignition, Fig. 58. (D Sparking distance (2) Secondary electrode a) Primary electrode (4) Tertiary electrode Fig. 5—7, ac degree type electrode space spark advancer 700 5. ELECTRICAL PARTS (5) Governor weight spring rig. 5—9. Spark advance! mechanism G) Breaker cam ® Governor weight support © Governor weight G) Governor weight stopper In E 2 Spark advance ville 4 6 , Xloiliyitt (mm-J Fig. 5—!0. Spark advancer characteristic Fig. 5-”. Contact breaker The dotted lines in Fig. 5-9 show the cam in lull advanced position. Spark odvancer starts functioning at an engine speed at approximately 1800 rpm and becomes fully advanced at 3500rpm. advancing the spark 35°. The spark advancer is assembled on the camshaft and at the exposed breaker point area, only the breaker point cam is visible. The major portion ol the spark advancer mechanism is located behind the breaker point assembly plate and is not easily accessible. The entire assembly is mounted on the left lront side oi the cam case providing good stability. The spark advance characteristics are shown in Fig. 5-10. Start oi spark advance: 1500-2100 rpm engine speed spark lully advanced: 3500-3900 rpm engine speed Total spark advance angle: 32°—3s° D. Contact Breaker The COMQCT breaker is mounted on the camshaft together with the spark advancer and pertorms an important function oi positively dis- rupting the primary ignition circuit. The contact breaker is mounted on a base plate and is composed ot a breaker arm, points lfixed and movable), primary terminal, spring and lubricating telt. A movable contact point is mounted on one side oi the breaker and is electrically insulated tram the base. (Fig. 541) It is essential that the action of the breaker arm always be smooth and in order to minimize the inertia, it must also be light and compact in addition to being strong. A strong spring tension is required on the breaker arm to prevent chattering during the collapse oi the primary circuit, while the tension must not be excessive to eliminate wear of the friction ports. The wear would then result in change to the ignitan timing. It should normally be between 700—9009r [1‘54~l.98 lb). To prevent wear la the friction parts, apply a small amount at grease to the felt lubricating wick and also remove the breaker arm and apply grease to the groove in the shatt or to the lubrication hole. 5.3 IGNITION CIRCUIT 101 On this model, a camshaIl wiih a single profiled cam lobe ineorporaiing a spark advancer is inslalled in lhe came case Two coniacl breakers are mounled on lhe base plale direclly Opposile and Iorming an angle GI 90", It is designed lo operale with lheir respeclive rig and Ieil cylinder lo provide lhe proper ignition liming. NOTE: . Oil on rhe poini surrace will cause: a. Darkened poinis, resulllng in excessive wears b. If oil is leri ror a long time wilhouf removal, o hard film will be formed and evenlually resuli in misnring. > Dress lhe pilled or dirl‘y poim wilh eilher c: painl file or emery paper, however, if ihe condition is relalively severe, remove ihe breaker arm and dress lhe points on both lhe arm and lhe slalionary poinl willi an oil slone, making sure ihai rhe polnls will have parallel contact when assembled. The pain! gap should be udlusled lo Oil-0.4mm (0.0l2 70.016 in) > Replace lhe breaker arm iI lhe pivol hole is worn excessively. r Always mainiain rhe eonraci breaker rerrninal and insulalors as well as lhe wiring cree from woler, oil, and lorelgn mullers. ~‘Aner irie poinis have been dressed, clean rhe surraees wirh a clean rag soaked in small amounr of lrichloroelhylene, (when oil or oiher Ioreign mailers should noi be perniirred on lhe breaker assembly. E. Condenser The purpose oI the condenser is lo prevenl unwanied sparking across lhe painis, however, iI lhe condenser cupacily is loo large. ignition spark will deleriarale. The condenser should normally have a capacity oi 0.2411072: pr. Further, a high volraae or several hundred walls will be applied lo rhe condenser al the moment lhal lhe poinis open and lherelore, il musl be able lo wiihsiand a high surge voltages [Figs 5—121 Fiq- 5’12. Condenser 702 5. ELECTRICAL PARTS A simple condenser test can be pertormed during the insulation resistance test with the megger. Remove the condenser train the megger and contact the lead terminal with the condenser metal case. It a good strong spark is produced, the condenser can be considered in satisiactory condition. It is unlikely that the capacitance value of the condenser will change. With the use of the service tester, an accurate measurement can be made of the capacity and resistance value. (Reter to the section 5.9 Service Tester c4t r. Spark Plug Spark plug performs one of the most important runctions at the engine ignition system. The high voltage produced by the ignition coil is routed through the high tension lead to the spark plug and causes the current to discharge across the center electrode to the side electrodes in a term ol a spark within the combustion chamber of the engine. This spark ignites the compressed tuel mixture which produces the energy to aperate the engine. Since it must perform under difierent adverse conditions, durability and reliability are primary requirements. The Honda 250/350 uses the spark plug type NGK B-BES. 1. Spark plug requirements In order lor the spark plug to pertorm satis~ tclctorily, it must fulfill the following conditions. 0. Electrical insulation: Electrical current tollows the path of least resistance and, therefore, it is constantly seeking a path having less than that or having to iump across the spark plug gap. The resistance of the insulator under normal temperature is high but it deterio- rates with increases in temperature, there- fore the insulator must be made of material that does not change with the temperature. b. Mechanical property: The pressure within the cylinder during combustion is lrom 35 to 45 kg/cmz. It the spark plug is inadequately sealed, the pressure will leak through the spark plug and also causing the plug to heat up, resulting in loss in elficiency. The spark plug must possess superior mechanical properties so that it is able to withstand high temperature and pressure as well as vibration and shock. 5i3 IGNITION CIRCUIT 103 c. Heat conduction: The combustion temperature at the Iuel mixture exceeds 2,000°C [3,632°Fl within the cylinder and this heat must be dis- sipated as rapidly as possible or the plug will overheat, causing preignition as well as damaging the electrodes. This will prevent etiecient performance at the engine. Spark plug must, therefore, be able to withstand rapid temperature changes and turther must also be able to dissipate the heat pro- duced by the combustion gas. at. Carbon deposit: When carbon deposits build up around the insulator due to improper combustion, part of the high voltage is last and a poor spark is produced at the spark plug electrodes, causing engine malfunction. a. Lead compound: Tetraethyl lead is added to the gasoline as an antiknack additive. Lead oxide is formed during combustion and adheres to the insulator at the spark plug. This be- comes an electrical conductor at high temperature and causes the partial loss at the high voltage current; resulting in engine malfunction. It is required that the insulator and the electrodes be free from being chemically afiected under high tem- perature condition. 2. Spark Plug The construction of the spark plug most com- monly used today is shown in cross section by Fig. 5—13, ® Center electrode (2) Wire packing © Gasket a) Plate packing @ Spark gaps © Terminal ® Insulation [with conugatlonl ® Filled powder ® Bonding ® Hex. nut (3 Metallic main body @ Side electrode 63 Length at thread (reach) Fig. s—la. Crossssectian at Spark plug 704 5. ELECTRICAL PARTS (D Speetnl nickel alloy material (2 Copper wire material a) Iron wire material rig. 5-14. Electrode construction C) High quality alumina @ Corrugation ltlashover plevenllonl ’9. s45. insulator construction a. Electrode The material of which the electrode is made should be one that is highly resistant to wear. possess low discharge voltage, high heat conductlvity, acid resistance and must be a good electrical conductor: further, it must be readily workable. Nickle alloy and metal having high heat and corrosion resistance is used. lFig. 5-l4l lnsulalor The insulation is usually made at high quality alumina. Since voltage oi o to is KV is applied to the electrode and ex- posed to temperature exceeding 2000°C, the insulator must be able to withstand Yhese conditions. The chiet benefits derived irorn using this type insulator are: lit The insulating property under high temperulure condition is superior and the possibility oi tiashaver is reduced due to the ribs iormed on the head oi the insulator body. Misnre oi the ignition under high speed and loaded condition is eliminated. at Due to its good heat conducting property, the heat ol the plug is rapidly dissipated, preventing any overheated condition. t3l its high resistance to thermal shock prevents damages to it iron. sudden heating and cooling. Powder Filter Difierent types of powder filler are used to form a seal between the insulator and the center electrode as well as between the insulator and the metal shell. The heat of the center electrode is uniformly dissipated to provide a product having a uniiorm quality heat range. A special alloy having a high heat resistant value is used for the center electrode to minimize the wear and meet the high compression pressure oi the engine. Further, a large center electrode is used for, rapid heat dissipation and also to reduce wear. 5.3 IGNITION CIRCUIT Spark plug thermal characteristics The thermal characteristics at the plug are the most important tactar at the spark plug operating erticiency. Suitability ot the spark plug tor an engine is based on its thennal characteristics, :1. Ideal condition tor plug pertormance The tip at the spark plug extended into the cylinder head is constantly exposed to contamination by the carbon produced as a product of fuel combustion and also to the oil entering the combustion chamber, These foreign matters are electrical con- ductor and when it terms on the electrodes, 6 short circuit path {or the high voltage is produced. As a result, the ignition spark becomes deteriorated causing engine to misflre, resulting in loss of power and in extreme case the engine becomes inoperative. In order to prevent this condition, the insulator firing area must be maintained at a temperature which will burn 0“ the carbon. This temperature will vary with dltrerent type engine, riding condition and type tuel used, but it is generally between 450°C and 600°C (842°F and l,llZ°F). This temperature is referred to as the self-cleaning temperature, It this temperature is too high, the insulator firing area will become overheated, igniting the tuel mixture and causing a phenomena called pre-ignition. This will cause loss of power in the engine, therefore, the insulator firing area should be held below 800°C ll,472°Fl, with some degree of variance lor difierent type engine, to prevent pre-ignition. In other words, the firing area al the insularor should be neither too cold nor too hot. condition (dryl 105 l l l 106 5. ELECTRICAL PARTS Fig. 520. Heat dietpalien llnl Ulla (lnr law tzlllperaturs use) Medium type Cullltylie tor medium In! high tempera lire use) temperature rise) rig. $4214 Comparison or heat characterixtics Fig. 5-22. Reach b. Heat dissipation The spark plug heated by the heat at combustion from the engine is dissipated by the path shown in Fig. 5—20, The heat from the combustion must be equal to the heat dissipated; by so doing. the insulator firing area can be maintained at a constant temperature, (Fig 5-20! c. Heat Range The temperature or the spark plug in the engine will diner largely with the condition such as, the type of engine (whether air or liquid cooled, 2 or 4 cyclel, design (compression ratio, shape of the combustion chamber, location of the spark plug stcul, operating condition lspeed, load, type. luelli The spark plug must function satistactorily under ihese varying canditionsT The rate ol heat dissipation of the plug is called the "heat range”, The heat range is determined by the shape, construction, dimension, and the characteristics of the spark plug A plug which readily dissipates the heat and which is difficult to overheat is referred to as the “cold type" [high temperature usel and the plug which retains the heat and burns readily is relerred to as the “hot type" (low Temperature usel. on engine operating with high temperature, a plug which is dill‘lcult to overheat, in other words, the cold type is used and tar engine operating with low operating temperature, a hot type plug is used (Fig. 5’21), The Honda 250/350 uses NGK 5—8 ES type 14mm spark plugs spark Plug Reach The reach of the spark plug refers to the length of the threaded section. Plug should be selected which has the proper reach, The lollowing undesirable condition will de- velop il plug of improper reach is used. a. Reach too long lil Carbon will be deposited on the exposed thread or the plug and cause damages to the threads in the spark plug hole during plug removal. 5‘3 IGNITION CIRCUIT 107 at Tip oi the spark plug will become overheated and cause pre-ignition. b. Reach too short ll) Carbon will be deposited on the threads at the bottom oi the plug hole and when the spark plug of the proper reach is installed, the threads in the plug hole will be damaged. l2l Due to the cavity leIt by the short reach, exhaust gas will accumulate, causing a decrease in power output, overheating and engine malfunction. The consequence oi using improper reach plug can be detrimental, therefore, make sure that the specified plugs. shall be used The plug reach at the B-SES plug is 19mm [0.748 in.) lFig. 5-23] 5. Noise Suppressor The oscillating current which contains the high frequency radio wave produced by the high tension ignition circuit is radiated from the high tension circuit and the vehicle chassis to cause interference to the reception at the radio and television sets. To prevent this undesirable condition, the spark plug is fitted with a suppressor. The suppressor consists of a resistor incorpo- rated within the plug cap and housed in the shield The resistor functions as o diminishing resistor, the shield cover increases the high irequency suppressing characteristics as a combined port of the‘suppressor. lFig. 5-24. 25] cover, (Caution) a. The suppressor should be handled in the same manner as the plug cop, however. provide adequate care to the iunction oI the high tension cord and make sure that the cord is fully screwed in, b. It the resistance value should accidentally change or ii the value should become infinite, it should surely effect the per- Iormance; [discoloration of the outer insulated coating] it is recommended, therefore, that it be changed with a new item c. Suppressor with missing waterproof cops should never be used lflashover with consequent malfunction ot the ignition system will result) 6) Reach is correct (2) Reach is too long @ Reach is too short Fig. 5—23. Spark plug reach Fig. 5-21. Noise suppressor cap (i) Cap ® Resistor ® Connecting panel a) Body @ Water proai terminal cap @ Nut a) Terminal spring (3 High voltage terminal seal rial 5—25. 108 5. ELECTRICAL PARTS (D Stalor ® Coil @ Rotor G) Crankshalt Fig, 5—27, Construction 0! the AC. generator yellow (daytime) while(llight time) pinkicommall) Fig. 5484 Circuil oi A.C. Generator 5.4 POWER CIRCUIT A, AC Generator The operating principle ol the A.Cr generator is the some as tor the flywheel magneto or the DC generator. Electricity is produced by the iron core cutting across the magnetic field. In on AC. generator, the voltage produced changes direction alternatively, the frequency per revolution being dependent upon the number ot magnetic pole pieces. One frequency change cycle occur each revolution (or two pale pieces. As an example, a six pole A.C'. generator will have 3 ireauency change cycle occuring every revolution, The change in output voltage is dependent upon the strength of the magnetic field. This change is brought about by the number of poles. magnetic strength at poles, speed of the gener~ man or by the number of windings in the coilr The advantage of the ArC. generator is that the malfunction as compared to the other type generator is {or loss due to its simple construction and tower moving parts which are subiect to wear. Another maior advantage is that the kick starter can be employed as an auxiliary starting method whenever the battery is completely dis- charged This is possible since the Arc. generator induces a large voltage which when ted through the rectifier to the ignition coil or when led directly to the ignition coil will,produce spark sufficiently large to produce an ignition sparlc This feature is a benetit since the battery mounted on motorcycle is a rather low capacity type and the battery atten becomes completely dis- charged due. to carelessness. (Fig, 5*26, 27, 28) B. .Current Limiter The Pointless Regulator is used to prevent the battery irom overcharging during long period oi driving at high speed. Pointless Regulator used on the Honda 250/350 is a new SCR (Silicon controlled rectifier) type which has no moving parts, an electronic relay utilizing the special features of the semi-conductor. It is compact, light and easy to install, Its biggest advantage is that it provides very stable control of the output voltage and its use is semi-permanent. 5,4 POWER Installation This lype poiniless reguloior can be insiailed on any engine circuil which Ulilizes A.C, generolor ior charging rhe bailery, however, make sure lhai lhe correct iype is used. On the Honda 250/350, a poinlless regulaior ol the lype ZR906 ll2Vl is mounled below the ballery box wilh the lwo 6mm hex bolls. (Fig. 5‘29l The conslruciion and the wiring are praclically rho some wilh all types; however] since lhe capacilies will difier, one which has the proper capacily must be used or else, il may become damaged Operarion As lhe barrery continues to become charged, me resislor wilhin ihe poinrless regulaior senses the currenl flow and as overcharge condition develops, the excess charge currenl is controlled by grounding. Servicing . or Do nol remove lhe rubber cop inslalled on rhe ourside or lhe poinrless reguieror body, The nul under lhe rubber cap should nor be hampered wiih. Rubber cup is lo prevent grounding and ii used wilhoul ihe cap, a possibilily oi accidenlal grouding may resull. b. When servicing, make sure ihar lhe key swilch is in ihe OFF posihon. cu During installation] make sure lhal ihe unir is properly mourned, and periorn. ihe wiring properly. d. Improperly wired poinlless regulolor will nor only cause damage io lhe unit, but will also damage rhe barrery. e, Use only the specified ZR906, l2V lype poinlless regulaior. Churacierisiic Fig. 540 shows rho aornparaiive dinerenee in banery voliage and rhe barrery charging currenl berween lhe use oi llie SCR regulalor and wiihour irs use. lFig. 5730l CIRCUIT I 109 rig. 5—2?~ Poinilexs legvlorar llnwi we mines: {Izlllltur with in: winlless mulam ‘ ‘‘‘‘ } hllluy Vulhu an 1 vollaze """""" } charging armnl fl) he gulelzlor lyln Fial 5-30. Poinllas: regulator :haraclerlsilcx 1 10 5. ELECTRICAL PARTS e/[e G) A.C. generator (2) Headlight switch (2) Sci iwn recliner stack © Combination xwltch (5) Pointless regulator © Battery 0; Load Fig. seal. pointleu regulator circuit diagram line not: Ezltlylfl lylllifll tails IIII |lnlzlnzt1:lhyiin load aid min tit vol Inlay 2 : l xiii; llllll: ran fin. 5-32. AC acnomtor buttery charging characteristics twithovt the pointless tegulatorl —o-y line hat tutti-rm initial um - mailman-immune e A e e 4ng feawei—mg x "it. um rig. 5-3:. A,C. generator battery charging characteristics iwirh the pointless regulator) This pointless regnlotor senses the battery terminal voltage and controls the input {tom the generator, therefore, the battery terminal voltage is maintained constant without regards to the generator rpml When the battery charge is low, the regulator will not function and the battery will be charged with the current as it the regulator had not been connected into the circuit, As the battery be- comes charged and approaches and exceeds the value controlled by the regulator the regulator will start tunctioning, and the excessive current is bypassed to the earth point. (Fig. 5—31) A‘c. generator capacity tar the Honda 250/350 The generator charging characteristics under the normal rated electrical load with/without the pointless regulator is shown in Fig. 5-32, 33. Load in addition to the normal accessories may be used, however, due to the increase in the current draw, the beginning or the charging function occurs at a higher generator speed and a|so, the charging current is decreased Specification [without the pointless regulator) 1. Speed and direction of rotation Normal : 300 — 11,500 rpm Counterclackwise seen from the machine lettside Maximum : 15,000 rpm 2. Load Day time: 12v, l2AH battery and two ignition coils Night time: In addition to the daytime load, one 35w, three 3w, one 7w lamps 3. Charging characteristics initial charging speed at the battery voltage 12.6V Day time: below L400 rpm Night time: below 2,000 rpm Charging rate at 5,000 rpm (battery voltage 14.8w Day time: 1.5 - 2.5A Night time: 1.5—2t5A charging rate at 10,000 rpm lbatlery voltage 15.5w Day time: below 4A Night time: below 4A 4, Cable color Day timer Yellow Night time: White Common: Pink 5.4 POWER CIRCUIT ill C. Selenium Rectifier Rectifier is a device which changes the AC laiternatingl current to Dc ldirectl current and is used in coniunction with an alternator or AC generating coil. The principle or its rectification tunction is that it permits the current to flow in one direction but allows only a very small amount to now in the reverse direction. The type rectifier most commonly used are the selenium, silicon and germanium reatifiers. The rectifying element of the selenium rectifier is an assembly consisting oi selenium wafers as terminal plates and spacers in the proper quantity and connected in either parallel or series, depending upon the direction at rectification. (Fig. 5‘34) As shown in the figure to the right the rectifier wafers are either circular or square nickel plated steel or aluminum sheet, vacuum coated with highly purified selenium, combined with proper amount of loreign element and heat treated under controlled condition to produce a metallic selenium on which cadmium. bismuth and tin are applied. An electric charge is passed in the opposite direction to the arrow shown in Fig. 5-35 to set up an electrochemical reaction. This will allow the current to readily flow in one direction while creating a large resistance of several thousand times in the opposite direction, permitting only a negligible flow. This is the rectifying function oi the selenium wafer. (Fig. 5~35l Humidity has a deteriorating efiect on the selenum wafer, theretore. waterproot coating is applied to the rectifier, this will also prevent corrosion. The symbol shown in Fig. 5—36 is used to designate the rectifier. This indicates that the rectifier consists of one or more selenium waters arranged in either series or parallel, and the direction of the arrow indicates the normal direction of current fiow. Selenium rectifier is durable and since it does not deteriorate with: age or usage, its life is practically infinite. It is relatively etncient tar use with low voltage load, theretare, it has laund broad usoge as a small rectifier. Further, it has a high overload capacity tor a short period at time as compared to the silicon or germanium type rectifiers. and its long service liie is another advantage. rig. 5-34. Selenium rectifier stuck a) Coating which prevents short circuits @ Antirelectrode @ selenium © sheet @ Positive direction rig. 5-35. Construction or selenium rectifier DIRECTiON OF CURRENT Fig. 5736. Selenium lymbol 712 5. ELECTRICAL PARTS on the Honda 250/350, a bridge rectiiylng circuit is adopted as shown in Fig. 5-37. In this system, a greater number oi selenium waters are used, however, the feature oi this type is that a toll wave rectification can be achieved rather 5:3 is than a halt wave rectification as is the case with 5 other systems. (Fig. 5—37) Heat will have real enect on the lite at the Alllltllllltllllttlllllilllr selenium rectifier; itgshould never be exposed to \j ‘V’ the ambient temperature over 50°C l122°rt Further, excessive current should not be allowed 9 Gfieguiins coil (2) Battery (9 load to flow tor any extended period, likewise, voltage .7. — . exceeding the capacity should not be permitted to now in the reverse direction as this will puncture the rectifier, However, insulation will quickly form over the punctured area, but with repeated puncturing, the eHective rectitying area will be reduced and will evntually result in the overheating oi the rectifier. Theretore, in order to handle the voltage generated by the coil, the waters must be increased to provide for sufficient reverse capacity. NOTE: Handling the selenium rectifier 1. Do not allow water to get on the rectifier, make a wrong wiring connection or subiect it to abuse. iSelenium rectifier usage is semi- permanentl ' 2‘ Using the rectifier without any load connected such as without the battery, will cause a high voltage generated in the coil to tiaw in the reverse direction and cause puncturing at the rectifier. ' 3‘ If this condition is permitted to continued for ‘ a long period, the rectifier will be completely destroyed. 4. Selenium rectifier when left unused (or a long period at time will have a large reverse current flow. This condition can be corrected by applying about halt the normal voltage initially and increasing the voltage to the full rating over a period of one hour, before using the rectifier, 5,4 POWER Du Battery On the Honda 250/350. a vacuum sealed dry charged battery is installed. The servicing and maintenance procedure alter its initial electrolyte filling is identical with a conventional battery. The specific servicing information on the vacuum dry charged battery is given in the lollowing section 6. Vacuum Sealed Dry Charged Battery. (Fig. 5-38) I. Construction Construction at the battery is shown in Fig. 5*39. The positive 6 plates are made ol lead peroxide, the negative 9 plates are made cl porous lead sponge. The sulfuric acid is used as the electrolyte. The chemical action caused by two plates being placed in the electrolyte medium generates electrical current. In addition, a separator plate and a sheet at glass fiber mat are placed betvveen the positive and negative plates to prevent their shorting and also to protect the plates lrom damage due to vibration. 2. Rating Type 12Nl2A-4A lVacuum sealed dry charged batteryt Vahaae 12v Capacity lZAH specific gravity ol electrolyte L260 — 1.280 at 20°C l68°Fi Electrolyte capacity 0.72 é [0.190 maul/0153 lmp.ga|l 3. Battery servicing The electrolyte used in the battery must be comprised of pure sulluric acid diluted to the designated specific gravity. The specific gravity will vary with the temperature, therefore, the specific gravity index is based on the electrolyte temperature of 20°C168°FL The temperature correction iarmula should be used to derive at the proper specific gravity lot the measured temperature at the electrolyte. 520=Si+0.0007 lt—20l Where: $20=specific gravity at the electro- lyte corrected to 20°C [68°F] St =specific gravity of the electror Iyte measured temperature, t°c t =iemperalure ol the measured electrolyte CIRCUIT Fig. 5-35. Balleiy as w (3 Vols @ 9 terminal 6) Negative plate ® Separator and glass mat G) Cantainer ® Positive plate Fig. $39. Battery construction e terminal 114 5r ELECTRICAL PARTS Bulb Level of 19199.? Eye position Fig. 5-40, Measuring the specrrrc gluvitv W 20 30 to so an 70 30 90 100 ® (D Specific gravity l20"ct ® Residual capacity l%t Fig. s-AI. Specific gravity and residual capacity chart The specific gravity is measured with a hy. drometer, the type shown in Fig. 5-40. When making a reading ol the measured value, the electrolyte level in the hydrometer should be held at the eye level and the scale read at the fluid level. Temperature at the electrolyte can be measured by a rod thermometer. (Fig. 5-40] NOTE r r The relation between the battery capacity and the specific gravity (residual capacity) is shown in Fig 5-4l. When the specific gravity is l.189 at 20°C (68°F) (less than 50% capacity) the residual capacity is small and it continued to be used in such a condition, it will eventu» ally lead to trouble as well as shortening the battery life, therefore, the battery should, under such a condition, be recharged as soon as possible. lFig. 5-4ll r lnspecting the electrolyte level. It the electrolyte level tolls below the LOWER LEVEL, remove the filler cap with cl screw driver or an appropriate tool and fill the battery to the UPPER LEVEL with distilled waterr Do not till beyond the UPPER LEVEL, > Whenever the vent pipe is removed during recharging, it must be reconnected when the battery is installed. Care should be exercized not to restrict the opening. Battery charging procedure a. Connection to Charger (Fig. 5-42] Connect the positive 6-) terminal or the battery (colored redt to the positive Vermlr nal ot the charger, and the negative (9 battery terminal to the negative terminal or the charger. trig, 5—42) 5.4 POWER CIRCUIT When more than one battery is to be charged at once. they should be connected in series, as shown in Fig. 5—43. NOTE : when series charging more than one baflery. the charger volloge must be the sum of the battery voltages. For example, to charge three six-volt batteries, the charger must have on output voltage in excess of 6+6+6 or 18 volts. b. Charging tlzeier to the section 6.3.0 Type i2N l 2A—4A Voltage lVl ir2v Capacity C" lO-hr role (AH) IZAH Charging current (Al i.2A Electrolyte Specific gravity at 20°C (68°F) 1.260 Volume at electrolyte re. quired tor filling ilitersi 0r72fl (0.190 UiSi gul/ 0‘158 imp, gall Specific gravity of electrolyte when fully charged Cl’ 20°C (68°F) 0.280 The charging time for a new battery is de- termined by the length oi time in storage since the date at manulacture. (Date of inunulacture is primed on the back at the specincation booklet, enclosed with motorcycle battery]. The table shows the approximate charging times for new battery. Duration cl Storage 1 Lens then 6 mos. i 6 Va 12 mo i Over 12 mar. r Duration of Charge Over so hrs. NOTE : > During the charging operoiion, it the battery temperature exceeds 45°C ll 13°F), discominue charging or decrease charging current to 1/2 at the specified value until the temperature recedes lo a safe level. In which case, charging time must be increased > Be sure to charge the battery at the specified current. 115 Series Cennectien tor Multiple Charging Fig. 5—53, W ,,A#, . 7, ., r ,' 1 16 5‘ ELECTRICAL PARTS > ll lhe eleclrolyie level falls during charging. refill wlrh disliiled waier lo the upper level mark, Near lhe end of the charging period, adiusl lhe specific gravily Yo between 1.270 and 1.290 lbelween l.250 and 1.270 in tropical areasl, and conrinoe charging tor two to three additional hours. r Explosive hydrogen gas is discharged irorn the cells, lherelore, do not charge balleries near any open lire. Always lurn charger oFl before connecting or disconnecting balleries. > Ailer charging, add dislilled or ballery waler to the cells to bring lhe electrolyte to the upper level mark. Tighten cell caps firmly and wash oil wivh clean waier any acid spilled. > The battery is now ready for insiallation, When installing motorcycle baiiery, be sure nol to pinch the battery yeni lube. Explosion may resull if ihe exhaust tube is blacked. C. Preventative Muin'enance The ballery is being recharged all the while rhe engine is running. Farther, while running, the load such as the use of the winker, horn are placed on the battery ldischargedl, as the result, the ballery is being discharged at the same line iris being recharged. in the long run, the discharge and me recharge is in balance, The system has been designed in rhis manner. Under certain condition when the balance is upset, ihen trouble develops. i To obtain maximum life from the ballery, ‘ ii is necessary lo locate this trouble and take the appropriate action early. The irouble lo lhe baiiery are mainly external such as cracked case, broken terminal, disconnected lead wire, The barlery condition, trouble, corrective action are shown in the iollowing section 5.10 rrouble shooting and correclive action must. 5,4 POWER CIRCUIT 117 6. Vacuum Sealed Dry Charged Battery The present dry battery in use idry charged battery) will produce a certain amount at charge when the electrolyte is added, however, it will not be a 100% charge. Normally, It requires charging tor a approximately to hours at a charging current oi 10-15 hour rate to obtain iull charge. A recently developed new type battery (vacuum sealed dry charged battery) has simplified the servicing at the battery by eliminating the necessity for the initial charge. The Honda 250/350 is equipped with the new type battey. The difierence between the two type batteries are that, though the filler caps and other areas are sealed, after a period of extended storager moisture will enter the dry charged battery and . produce sultation at the lead sponge, deteriorating ’ the dry charge eflectiveness. ln contrast, the vacuum sealed dry charged battery is iully sealed so that it is not afiected by the atmosphere, or long period at storage. Further, the plates are at diflerent design which improves the preservation of the electrical charge Each battery is sealed in vinyl package under vacuum and encased in a cardboard carton to prevent damage During handling, care should be exercised not to damage the packing so that the vacuum sealing is rendered "ll/m"?!ed “wrist-'0‘“ di . ' buttery charged buttery lnefiectwe. 1. Comparison of the periormances ($wa 0' ‘0 H'd'w‘we as to r a . . .. . i a. The batteries when initially filled with Comm .1 electrolyte wrll produce the tollowtng High rgte dicharge sect 20.40 meow electrical charge. (Fig. 5'44) discharge l%l “madly 55cc vallaoe test his. l%l “ 75~90 90 br Comparison ol afiect to the >charge co- rig. s-ur Companxon table i1 pacity ior storage. (Fig.5-45l . l . s . | Storage period l pNeiiod'm“ l 3 month . 6 month l2 rnanth Capacity at 10 Hr discharge rate l%i 35 l 50 C 75 l 55 i i l Continuavs discharge test 1 r i 2 ~4 ' ~ ’ ~ ,., Dry charge battery High mm discharge 1%, ‘ 0 o l 15 35 t 15 30 lo 20 capacity test ‘ y ' ; I l 5—sec. voltage text l%l l 75~9o l 75~9o 7u~s5 l 65~80 . r . I Capacity at I0 t-tr discharge rate l%t 90 l 90 l _ i __ l l . . ‘ Vacuum sealed bry ; Cantrnuousdrscharae lest N l l charged buttery High rare discharge t 1%) 7° 80 l 70"“ l — — capacity test t ‘ i 5-sec. voltage test (yet 90 t ‘70 l e _ Note: the canditians are the same as tar Fig. 5—44 H94 5,45. 718 5. ELECTRICAL PARTS Fig. 54“. Aluminum tail packing tight an the battery Fig. 5—4» Aluminum toil packing loose on the battery 2. Care during storage a, The battery is vacuum sealed to prevent its exposure to the outside air, therefore, the seal should not be broken until ready for use, Battery stored with its seal broken will have its plates exposed to the air, causing chemical action to take place on the battery plates which will deteriorate the initial charging rate. These batteries will then require charging on the charger belore use, as required for the dry charge batteries. The batteries should be stored without unpacking carton in a dark, dry, cool place where the temperature is constant and does not exceed 49°C ll20°F). 3. Instruction before use a. When removing the battery from the card- board carton, gently hit out the sealed edge. Inspect the battery to make sure that the seal lplasric bag is sticked to the batteryt, it can be assumed to be in good condition. This battery will be ready for use otter filling with electrolyte [specific gravity L260 — I.280@ 63°F or 20°C). However, it upon inspection, the seal is as shown in Fig. 5-46, it can be assumed that the seal had been broken and, there tore, the battery should be charged in accordance with the Section 4 atter filling with electrolyte. Upon completing the battery installation, the initial starting should not be made with the starting motor, but with the kick starter. The reason for this is to allow sufficient time lor the battery to build up to lull charge, otherwise, the heavy current that the starting motor would draw from the batten, would impose a rapid drain in the event that the battery is not fully charged and would have a damaging enect. in cold weather such as —l“c (30°F) or lowery the instant charging tunclion can be greatly improved if the electrolyte is warmed to about 30°C [85°Fl belare filling the battery. 5t5 ELECTRICAL STARTER 4. Instruction during use Alter adding the electrolyte to the battery, the battery can be used in the same identical manner as the present dry cell battery. a. When the electrolyte IeveI drops to the lower level rnark, add distilled water to bring the electrolyte level to the upper level mark. Using the battery with insul» ficient electrolyte, so that the plates are exposed, will cause saliatian at the plates; resulting in damage to the battery. b. During the use of the battery, if the specinc gravity oi the electrolyte should drop below 1.200 at 20°C [68°F], the battery should be charged as soon as possible. The use oi the battery in a discharged condition lindicated by dimming of the lights) will shorten The service liie of the battery. c. Exercise care that the vent tube is not blocked or pinched when installing the battery. 5.5 ELECTRIC STARTER A. Starting Circuit A push button type starter switch is located an the right handle bar which engages the solenoid switch in the starter circbii To Close the Stuffing circuit. Approximately i20A current flows lrorn the battery to turn the starting motor. The starting motor is mounted on the front of the crankcase and drives the engine through a starting clutch and chain. lFig. 547mm Fig. 541 Stanlng motor 119 Fig. 5-43. O! 120 i ELECTRICAL PARTS B. Starring Motor Characteristics starter solenoid switch 0 ,, A small powerful electric motor is required to perform the starting function, thereiore, most commonly used series type 12v electric motor is used which has a capacity of 0.45 KW, This motor is powerful enough to enable starting even in subzero lemperuiure. Starter mum i© Starting motor specification 7L 1. Rated voltage: 12v 2. Rated outpui: 0.45KW e 9 Battery , r 3. Ruled operatic : 30 seconds (0 Starter button switch @ ignition swrtclr . . @ Contact uuii g) Excitation soil (5) Plunger © Pale 4. Reduclion ratio: 644 <73 3W!” ® AWN" ® field coil 5. Direction of rotation: Clockwise lViewing - Fig. 57494 Starter circuit diagram _ . 4 mo lhe plnlonl 6, Weighi: 2.7 kg 15.95 lb) Starter performance ltem without load with load smiling load Voltage llv 9v 5V Amperage 35A Max 120A 280A RPM at sprocket " Shaft 1,700 Min 500 Min Torque at sprockei 0.7kg—m Largem shaft [506 ft.Ibl Min 113.02 ft.lbl Min C. Starter Reduction A mechanical reduction system is required to reduce the speed of the starter to provide the necessary torque for Iurning over the engine for starting. The primary reduction is accomplished by the planetary reduction gear which is both light and compact: the secondary reduction is by the sprockei and chain. (Fig. 5—50, 5i, 52) Primary reduction ratio 3 E i ! . [planetary gear) ............. . 6.44 :1 ® starter sprocket @ internal aear @ Planetary gear Secondary reduction ratio 6) Sprocket shalt . ,[sprocket and chain) .......... 2.77: l “9- 5’50- 5'0"“? "'°'°' '°°‘""‘°" 9*” ‘°"“’°"’“" Total reduction ratio rrrrrrrrrrrr 17.84; i The starting motor is not in constant use, therefore, wear to their component parts is very rare, however, if unusual noise should develop during its operation, disassemble the starter and check the following points. 14 Condition of ihe carbon brushes and commu- later, 2. Excess accumulation oi carbon particles. [remove with compressed air) 3. Check for adequate lubrication in the gear a) Planetary gear ® Molar shaft (:3) internal gear @ Sprocket shall @ Starting sprocket case. Fig. 5-5L 5.5 ELECTRICAL STARTER 121 (D Commuiutol ® Armamre ® Planetary gear (3) internal gear - rig. 5‘52A. D. Removal 1. Remove rhe lerl crankcase cover. Diseonneer starting cable at the terminal. Unscrew two omrn hairs from the right side and while removing rhe slarling moior, discon- neer the chain rrom the sprocket. NOTE: Do not iorcibly remove, as it may cause damage so the crankshaft. G) 5mm mm, Fig. 5-52& E. Servicing l I (5) Pole coil (9 rield coil a) Bull bearing } 1. Carbon brush removal I a. Unscrew ihe two 5mm bolrs and separate ihe end bracket from the motor, unscrew the a min screw attaching the brush holder , to the field coil and remove the brush , i holder bracket. 1 b. Remove the carbon brush from the brush holder on the positive side and from the negative side, disconneci the brush holder and then pull out the brush. or Perform ihe installation in the rever-e ‘ , order of removal. ' ' d. During assembly, make sure that the brush lug and the posirive side do not come in contact with the inside surface of the end bracket, also, assure that the lead ' s does not interfere with the action of the ‘ brush. e. The siarting motor is completely sealed and designed to be waierproof, therefore, exercise care that the O-ring and gaskets are not damaged during installation. 122 5. ELECTRICAL PARTS (A) G) (B) (D Mica piece (2) Cammulalor (copper) ® Molar shall Fig. 5—53, Seclioml View 0' commurulor Earnrl‘mn rewind V Normal ® Commulalar Q) Mica Fig. 5754. Commulelor correclmn (D Starring clutch ouler ® w.2xn.5 roller @ A.C. generalor rolor Fig. 5755. Slaning :lulch a) Sranmg clutch slde plale ® Slerling sprocket @ Sterling ciulch ouler (A) axis knock pin (5) 10.2X1l.5 lone: <3) smning clulch roller spring a; Signing clutch roller spring cap rag. 5-56. 2. Commurulor The normal condition ol the commulalor is as shown is Fig. 5~53 [A] and ofler a period of use, lhe copper conlacls become worn to a shape shown in (BL When lhis condition develops, the commutator must be restored lo the original condition. This rework (under- cuhing lhe mica) requires special skill and looling, therefore, it should be referred to a specially shopr lFlg. 5—53, 54] Whenever lhe commuralor is worn to an exfenl lhal lhe diflerence between lhe copper contact and the mica is greater that 03 mm (0012 inll the rotor should be serviced F. Starting Clutch The lunciian of the starting clulch is re lransmir the rorque of the starting motor to lhe crankshan but prevent lhe larque ol the crankshaft lrom molorizing lhe snarling mmor, (Fig. 5—55, 56) 5.5 ELECTRICAL STARTER 723 When the starting motor is operated, the lollowing sequence oi events take place. a. The chain is driven in the direction of arrow la] in the Fig. 5e57, b. As the sprocket revolves, the rollers move into the narrowing space belween the clutch outer and the starting sprocket as indicated by arrow lb] and The clutch outer starts revolving together with the starting sprocket, likewise with the dynamo rotor which is assembled to the clutch outer. or The rotor is fixed to the cronkshalt by a 4mm key and in this way, the rotation ol the clutch outer is transmitted to the crankshaft. a. The starting clutch roller spring and cap permits the rollers to affect a smooth locking between the stoning sprocket and the clutch outer, When the engine starls the following sequence or events will take place. a. The crankshatt RPM will exceed the speed ol the sprocket. b The roller: are moved toward the wider space between the starting sprocket and the clutch outer bv the centrifugal iorce and the friction, overriding the force oi’ the spring. This causes a discontinuity between the starting motor and the crank- shalt power transmission. Lubrication oil which has been supplied to the leh crankshaft main bearing flows through the groove oi the starting sprocket bushing and returns to the crankcase by the clearance between the clutch outer and the AC dynamo, trig, 5757, 581 Servicing The serviciobility ol the starting clutch is dependent upon the function at the roller, thereiore, exercise the tollowing precautions when handling the rollers. a. Use only the specified silicon grease as lubricant on the rollers. G) Starting chain ® starting sprocket 6) Roller 6) Clutch outer @ Roller spring coo ® Roller spring @ Lelt erankshntt @ Zlmni bushing ‘ Fig._5‘57. '6) Starting chain ® Starting sprocket @ Roller a) crutch outer ® A.C. generator rotor © Crosxrpolnl head screw @ Woodtufl key 69 Leit siankshait, @ 2l mm bushing @ Bearing holder ® Rallet Fig. 5-53. 724 5. ELECTRICAL PARTS b. Clean the rollers in gasoline and dry through beiore applying a light coating of silicon grease to entire surtoce of the rollers before assembly, using a fine hair brush. c, Characteristics of the silicon grease in Little change in quality from low temperature through high temperature. t at Temperature causes very little change . to the trictlon caetncient ion coated metal surtacel. G. Starter Solenoid Switch A large electrical current is required to operate the starterr This will require a large cable, however, the length ot this cable must be kept as short as possible to reduce the electrical resistance. One convenient way to accomplish this is to install a starter solenoid [electromagnetic switch) at a convenient location between the battery and the starter and another small starter switch where it is easily accessible. By the use at this configuration it is possible to control the how at large current remotely by using only a small current. (Fig. 5—59, 60) G) Magnetic coll (primary coil! ® Conlacl lapetuling side) @ Plunger a) Return spring a: Contact rerurn spring © Terminals (7) Contact [fixed side) rig. 5—40. 1. operating principle as Depressing the starter switch energizes the magnetic call at the starter solenoid switch, sets up a magnetic field, and draws the plunger into the center at the coil, overriding the spring compressive force. The moving Contact plate attached to the end of the plunger produces a bridge across the starter cable terminals and the starter solenoid by contacting the two contact points. (Fig 5-61] b. 2 Mall 56 SAFETY DEVICES This closes the starter circuit and allows heavy current to flow to the starter. As long as the starter switch is held closed, the starter solenoid will remain energized and the heavy current will continue to flow from the battery to the starter. function When the starter switch is depressed cl "Click" in the starter solenoid is heard; this indicates the movement of the plunger and closing of the terminal contacts. It the starter does not operate even the starter solenoid is energized, it is probable thal the starter circuit terminal contacts are burnt and preventing the flow of battery current lo the starter, In such a case, disassemble the starter solenoid and clean the contact areas with file or sand- paper so that good Contact is being mode. When the points are not burnt but covered with oil film or moisture, check the condition of the O-ring and it damaged, replace with a new part When the starter solenoid is not energizing, check for the tollowing conditions. a) Starter switch detective bl Detective solenoid coil cl Plunger binding dl Detective wiring 5.6 SAFETY DEVICES A, Horn The re are three difierent types or horn in common use. They are the hon spiral and the rrumper the Ho types. The spiral type horn is used on nda 250/350. (Fig. 5-62] Fig. 5—62. Ham 125 126 5. ELECTRICAL PARTS Operation principle and construction of the W00 ham, trig 5—63) \ \ \ i _ \ l l l Curling horn Amplification and radiation 121 Diaphragm Vibrating platel (to produce soundl l3) Pole B Connector between arma- ture and vibrating diaphragm l4] Armature Core (source of vibrating) l 5 l Pole A Core l 6 l Case Case (or housing the com- , i r , ponent parts 8 552‘"? "E3231 we” "c1“?! 33% BCoil© "W” ° (7) Core Core 3 S332" assembly @ Coupler ibiackt ® Horn clamp 18] Coil Generate magma": field '0 Fig, 54:3. t-tarn construction attract the core l9t Contact assembly Circuit breaker llOl Terminal Electrical connection it ll Clamp assembly Attachment bracket (Made at spring steel so that the sound will not be afiected by the frame (12l Cover Appearance consideration and protection The principle oi operation is as follows. when the horn switch is closed, the current flows to the terminal (10], Coil (8], Contact assembly [‘7] (Contact Plate B, contact points, Contact Plate Al, terminal [ml and then the battery. As the current flows through the coil, a magnetic field is set up, pulling the‘amiature. The armature which is Connected to the diaphragm by the pale, causes the diaphragm to flex and at the same time opens the contact paints to disrupt the horn circuit. This permits the diaphragm to snap back due to the tension of the diaphragm and again closing the contact points, which energizes the coil to restart the sequence of the cycle. The cycle is repeated continuously as long as 1 the horn switch is held closed. This causes the diaphragm to vibrate, producing the sound of the horn. The curling horn amplifies this sound to the proper loudness. 5.6 SAFETY DEVICES 127 Servicing The component parts of the horn have been accurately adiusted and assembled with test equipment, therefore, do not attempt to dis- assemble the horn Do not permit water or dust to interior of the horn through the opening during washing as this will render the horn inoperative. ii the horn is not operating properly due to loss of loudness or change in the tone, discon- nect the wires at the terminal and connect the lead from the fresh battery direct to the horn terminal. Restoration of the proper sound indicates that the battery voltage is low, horn switch is detective, or that the electrical wiring or connection is defective. If the above procedure does not correct the prableni, remove the ham cover and adiust the horn by turning the adjusting screw slowly a notch at 0 time in both direction until properly odiusted [there are 20 notches tor each turn of the adjusting screwl. Turning in the clockwise direction will increase the loudness and turning counter clockwise will reduce the loudness and eliminate the vibrating noise. Do not turn the adjusting screw more than two turn in either direction, c. Tail-Stoplight The tailvstoplight incorporates two filaments within a bulb. (Fig 5-64, 65) Bulb specification i2v—23/7w When replacing bulbs always use a bulb at the specified rating. 6) Number plate bracket (2) cm @ Ta fight base packing @ Taillight base (5) Ta t leri: pucklng @ Tall/stop light bulb Fig. 5764. Cross-section at toil/stop light 128 5. ELECTRICAL PARTS (I) filamaltl (or stop light ® Filament tar tail light Fla. 5-65. © in icator lamp bulb ® Tachometer lamp bulb @ Turn signal indicator bulb © Speedometer lump bulb ‘ -6 G) Speedometer ® Odometer @ Tachometer G) Red zone © Neutral pilot lamp 6) Turn signal pilot lamp ® High beam indicator lamp Fig. 5-67. D. Pilot Lamp The following pilot lamps are installed in the speedometer and tachometert (Fig, 5-66) ll Neutral indicator lamp is at the left at the tachometer 2. Turn signal indicator lamp is to the right of the tachometer 3, There cite also illuminating lamps lot the re- spect'tve meters All at the bulbs are 12V*3W E. Speedometer/luchometer With the increase in speed of the motorcycle, the vibration and also the vibration transmitted Item the road surface become greater. If this vibration is transmitted directly to the tachometer, the control spring will set up a resonance, and the shaft will be exposed to excess wear and the indicator needle will be subiect to oscillation. For this reason, the Honda 250/350 tachometer and speedometer have been designed light in weight to minimize vibration and lurther, the meter cases are made at synthetic material lABS, acrylic resinl to further absorb any residual vibration. The speedometer is ol a magnetic coupling oi a needle indicating type. The rotation at the wheel is transmitted by the speedometer shaft to the speedometer in the definite ratio at the wheel speed. The tachometer also is or the magnetic coupling needle indicating type. The rotation of the cam shaft is transmitted in definite ratio by the tachometer cable to the tachometer. (Fig. 5-67) 5,6 SAFETY DEVICES 129 la Characteristics of the speedometer/ Tachometer i. To prevent the transmission or the lrarne vibration and the flexible shatt vibration to the speedometer needle indicating strait, the needle indicating shalt is suspended inde- pendently item the magnetic shatt. 2. A special damping leatute is used by employing silicone oil on the needle indicating shait to eliminate any residual vibration which is not eliminated by the above paragraph 3, The meter case is made at lightweight synthetic material which will also absorb vibrationi reducing the vibration which will be transmitted to the meter, and because at its lightness, the tendency for the case to osciliate is minimized, further reducing the vibration. 4s The meter case, glass, and the dial is made ‘ i of an integral synthetic resin unit eliminating . any possibility of Water leaks. 5. Speedometer and tachometer are independent, with both having wide angular indicating dialsi making it easy to read. Further, it adds sportly appearance. The speedometer system is designed so that the rotation at the troni wheel is transtormed in the gear box so that the travelling distance of one kilometer will provide 1,400 rpm of the flexible speedometer shaft. On the other hand, the rotation of the camshaft is further reduced when converted to the flexible shaft speed. The re- duction ratio between the tachometer shaft and the crankshaft is 3: 20. lFig. 5—68) 5 (D Total ® 5"! gear 6) 4th gear G) 3rd shalt (53 2nd shalt © ist shalt (magnet sham Fig. 5—69. The odometer is constructed as shown in Fig. 5—69s A worm gear is cut on the magnet shaft and the rotation is transmitted to the 2nd shatt and to the 3rd shah and further transmitted from the 4th shaft to the 5th shaft. The respective wheel at the odometer has number from 0 to 9 in sequence. The odometer is geared in such a manner , ' . that complete revolution of any of he wheel wtll ® Pom” ® Dial @ Blame ”chums.“ move the adiacent wheel of the higher digit by © gaming bracket (5) Stopper @ Pointer beuv‘ e 1 ti n. (F . 576% ® Painter shalt © Braking spring ® Induction isc 1/10 revo u 0 lg @ Magnet (3 Case @ Magnet bearing @ Magnet shalt Fig, seam G) Headlight built: (2 Headlight rim Q) Unit holder mew @ Headlight unit (6) © Beam udiust screw ® Beam adiust spring ® Washer ® Beam udiust nut Fig. $7]. Headlighl constructian 5. ELECTRICAL PARTS G. Headlight Headlight performs an important function during night riding The Honda 250/350 employs a semi-sealed lype headlight, This type is so improved that the deterioration and the variation to the light intensity is hardly non-existent during the lite tor the bulb. tFig. 5—70, 7ll A good headlight must fully satisiy the iollowing requirements. Sufficient brightness and accurate intensity Should be both waierpraot and dustproai Fully vibration prooi Ayailable switching between high and law beam The headlight beam is adiusfclble in both vertical and horizontal direction. #9”? Horizontal adiusiment of the headlight is made by the adjusting screw at the front of the headn light Turning this screw clockwise will move the beam toward the leti oi the road and the beam will move toward the right if turned counter- clockwise Adjustment in the vertical direction is made by loosening the headlighi mounting bolts and tilting the headlight assembly, The general export type can be odiusted only in the vertical direction; the adjustment being made with the udiusting screw. 5.6 SAFETY DEVICES H. Flasher Relay FLASHER RELAY OPERATION ln ihe flasher relay, charging and discharging currenls oi ihe condenser and load currenl which flows lo ihe flasher bulb are skillfully aciiyaied. In ihe flasher relay, ihe painr is repeo‘redly closed and inierraaied by rhe relay by which ihe charging and discharging correnis ol ihe condenser and load carreni which flows ia the flasher bulb are skillfully acioaied. in Honda 250/350, ih'ls condenser sysiern nasher relay is used. (Fig. 5-72) In the flasher circuit shown in Fig. 5-73, if the combination switch ”CS" is closed, charging current flows from His ballery to condenser ”C" through vollclge condenser coil ”LV”, ise” whenr ever ihe key swiich is closed, ihe condenser is always iuliy charged. (Fig, 5-73) In Fig. 5—74, when swiich "W5" is rorned la flasher lamp "FL," side. currenl flows lo flasher lump lighrs. (Fig. 5~74l The carreni which flaws lo ihe flasher lamp he, ihe carrenr which flows io coil "LC" acriyales ihe coil; ihus, ihe poim is opened by iraciian and ihe lamps are rurned oil. When ihe poini is opened. and ihe condenser “c" discharging begins, curreni is alniosr discharged by ihe fraction or ihe boih "LC" and "LV" coils irig, 57751 Fig. 5-75. Combinallorr xwllch (CSI closad 777 777 rig. 5-74. Flasher switch lw5l closed Ilighis onl Fig. 5-75. rainr in open Uigm am 732 5.7 SWITCHES a l—‘"”””1 05 i When this discharging current is reduced, point "P" is closed under its own spring tension, charging currenr flows to coil “",L and load current is passed to coil "LC". These currents flow inversely, and lor this reason, the traction does not work; thus, the lamp remains on as shown in Fig. 5-76. However, the charging current which flows to coil “LV” decreases when condenser "C” becomes almost lully charged, the traction working on both coils is unbalanced, and the point is opened turning Fig. 5-76. Paint lPl closed llight on! rig. s—n Combination switch OR the flasher lamp. The above operations are repealed and the nasher continue to operate. 1. Always use a bulb with the rated capacity. lQV-lOW lGeneraI Export) 12V—25W lU.S.A. Export) 2. This flasher is negative grounding only. li used for motorcycles designed with positive grounding, the flasher will break and will not operate. 3. The‘_llasher unit case is grounded. Particular caution should be given to paint and rust on the installing portion; and when installing, it should be installed nrntly. 4. When combination or flasher witch is turned on, a buzzer sounds. This does not mean that the flasher is broken. 5. When the flasher switch is turned on, it the lamp does not flush, flasher bulb breakdown is probable. Check the bulb immediately. NOTE : On the Honda 250/350 tor U.$.A. export, a tiasher relay or another kind, SIGNALSTAT 142 li2v nasherl is mounted. (Fig. 57771 The above explanation on the condenser type liasher relay is applicable to the general export type. 5.7 SWITCHES A. Combination Switch This swiich control the entire electrical circuif. Combination switch on the Honda 250/350 has the OFF, ON lridingl and the parking position. (Fig. 5-78l 5‘7 SWITCHES 733 Bi Stoplight Switch The stoplight switch is a pull-switch interlocked with the brake pedal. trig, 5—79) The adiustment is made by adlusting the position ot the lock nut so that the stoplight turns on when the brake pedal is depressed to the point where the brake lust starts to token holds Cl Starter/Lighting Switch The starter-lighting switch is located on the right handle bar odlacent to the grip. Headlight control swttch is at the top: the red position ls lot day riding (headlight does not come on], “H" is lor high beam and “L" is for low beams The starter switch button is below the headlight control switch. (Fig. 5—3:» Du Winker-Horn Switch The wtnker-horn switch is located on the lett handle bar adiacent to the grip. The upper button is the winker switch and the lower is the horn button switch. trig, 5-81) Motority of the switch troubles are either broken wire or poor switch contact. Es Neutral Switch The neutral switch to locate the neutral gear position is mounted on the end of the gear shift drum, sending signal to the neutral pilot lamp. thus facilitating safe and convenient dflvlng. The switch contact point should be maintained dust- lree, The neutral switch assembly is accessible when the lelt crankcase rear cover is detached. (Fig, 5-82] ® Stoplight switch Fig. 5779. (2) lock nut orr“ position ® “Low beam" position ngh beam" position Q) Headlight control switch Figl s-aol CD 6).. a) "Lelt turn signal “ @ "Right turn signal“ ® Tum signal control switch G) Horn button Fig. 5-8I. rig. 5'32. Neutral xwttch l t 734 5,8 WIRE HARNESS 5.8 WIRE HARNESS The wire harness is the artery between electric parts. It is important tor electrical part tunctrons, land it not properly maintained, it may cause fire. For this reason, make shilt patching should be avoided. The wiring system consists oi the wire harness, the backbone oi the system, the auxiliary cord which connects two places, partially attached terminals, terminal sleeves, nipple cords, connectors, and other small parts. The wire harness is combined in one bundle and required iunctions are provided on the harness to ease and confirm the network ol wires and cables which make up the main electrical circuits In order to protect the main electrical circuits, the surloce has been covered with mesh wire, waxed wire, or vinyl tubing. The wire harness has the above described lectures; however an the other hand, inconveniences, li. ., unfamiliar babel arranged in the harness, makes it difficult to inspect, or it one cable is broken, the broken wire cannot be replaced only by itself but the whole harness must be replacedl cannot be avoided Thus, if only one cable is broken on additional separate cable must be attached to the wire harness. Not only for the cables which make up the wire harness, but also tor all other auxiliary cards, the care cables are colored tor ease in identification. On the positive battery terminal l-l—l, there is a fuse to prevent hazardous occurrences such as excessive battery discharge, burning, etc., due to ground shortccircuit of wiring or electric parts damage. However, when the AC generator coil and selenium rectifier are combined tor the power supply, the selenium rectifier output terminal and battery should be directly connected to prevent selenium breaking, since it the engine is operated under the condition in which the fuse is removed or broken, the selenium rectifier plate may be broken due to high reverse voltarge. Therefore, only the rectifier output is connected direct to the battery lnot through the inset. (Fig. 5—82) l2) .® ® 113) @ ® Lead color Connection Lead cater Connection ® Light Green/Red Neutral pilot lamp ® Yellow (2) White/Vellow Tube Lighting dimmer switch 3 :f’l'kl'e AC generator coupler it) Yellow Lighting dimmer switch ® L3"" 6 R d @ Yellow/Red starter button switch '9 ' ’°°"/ ° r . Black Stop switch (3) Grey Wlnke' Mitch Green/Yellow stop switch © Black Lilhll'lg dimmer switch/neutral % Green Pointless regulator pro amp rey Winker relay ® Brawn/White Speedometer lamp/lighting dimmer g Vellow Regulator switch Green Battery 9 terminal at Green High beam lamp/head lamp/lront @ Red Irsd/whitet Battery (-9 terminal winker larnp 3 Red/white ® Blue thrent winker Iamp/winker switch/ Yellow sglamum lemme, coupler r wrnler priot lamp ® 3"“ ® Light green Horn button switch % teen . > g _ Yellow/Red Starter solenotd switch ® Orange but?! xgzkfarntantp/wmker sw-tctt/ @ alaek VVinkev relay/starter solenoid switch ® Red P P 3 Green Taillight base Blue R. rear winker lamp @ “mm/W" '9 Combination switch coupler @ OM98 1- rear Winter law Black n ® Brown Taiilamp Irown @ Green/Yellow Stop switch ® light green Horn @ Green ‘Ninker relay (not tor SIGNAL—STAT y© mack Horn/ignition coil winter reioyt. m 5.9 SERVICE TESTER 135 5.9 SERVICE TESTER Most troubles occurring in vehicles are concerned with troubles in electric partst Those troubles pertaining to mechanical parts can be detected and the causes determined visually or by hand; however, lor troubles with electrical parts, since the most important voltage levels or current values cannot be seen directly, it is difficult to iudge the serviceabiliiy unless measuring devices or testers are used. Attempting to determine witout using measuring devices is a waste of time, and satisraclory result cannot be obtained. To determine electrical part troubles, it is necessary to use a proper measuring device and to do testing scientifically and quickly. Honda Motor Co., Ltd. recommends the service tester manutactured by Jonan Electric Co., Ltd. as the tester tor Honda motorcycles, The followings are iust the outline of the handling instructions of the service tester. For further details, refer to the operating instruction leaflet attached to the service tester. NOTE : The explanation tar usage is based mainly on the type ST—ABA service tester, manutactured by Jonan Electric Co., Ltd. (Fig. 5—84) A. Operating Instructsons Power source: For the power source, a battery is used (either 6V or 12V), However, when testing coil only, use a 6V battery for a 6V coil and a 12v battery tor a 12 coil, Tachometer switch: The tachometer switch should be turned "On" only when using the tachometer; in all other cases, turn "OFF". (Fig. 5—84l 3. Meter Reading The meter scale is graduated in various colors. and corresponding to the individual colors, the applicable colors are marked on the switch. When reading the scale, the scale can be easily identified, by following the same color. (Fig. 5-85) On the switch selecting positions lresistancey insulation, DC voltage, DC amperage, and AC voltagel, ">< (Fig. 5788) b. Measuring (it Contact the item to be measured with the end of the test lead wire. The cone tinuity lamp is turned on if current flows; it not, the lamp does not light. The continuity test is applied to the testing of wiring, switching contact testing, contact of point, interrupting test, etc. iFig. 5—39: 2. Resistance lPower source required] The resistance test is pertormed mainly when iudging serviceability ol the selenium rectifier. 0. Preparation ll) Connect to the battery (power source]. [2) Shilt the switch to the position " Resistance . (3) Short-circuit terminalXtest lead wire, turn the scale adjusting knob. and match the meter pointer to "O" on the black scale' (‘19. 5-90t b. Measuring ill Contact the red/black lead wires to the socket of the rectifier. (Fig. 5-90, 9i) NOTE : > When checking the selenium rectifier, both forward and reverse resistance values should be measured. Forward resistance 5*409 Reverse resistance 6000 Min. 5.9 SERVICE TESTER 137 When checking a motorcycie selenium rectifier. the measuring must be done cliter disconnecting the wiring. The tollowing may be the causes lor rectifier trouble. [ll Too high temperature use [2; High humidity (3] Excessive current (41 Harmful corrossive gas lsl A motorcycle is driven without battery. When the rectifier becomes detective the following troubles occur. (1) Magnetic force is reduced tram the magneto, i2l Battery trouble linsumcient charging] Resistance of the ignition call can be measured. Standard resistance is 5,000~l0.0000. Insulating Resistance [Power source required: Usually the insulating resistance of d condenser is measured, (Fig. 5—931 0. Preparation llt Connect the tester to the brttery, [Power supply) (2i Turn the switch to the position "Insulation". [3) Short-circuit the terminalXiead wire. and with the scale adiusting knob, match the pointer to ”O" on the black scale. b, Measuring llt Attach the test wire lead to.the condensers [2) The meter pointer will wiring to the positive direction and return. When the pointer is almost stable, tend the indication M=Megohm 5M or greater: Good 5M to lM: Satistactory Less than lM: Unsaiislactor, Fig. 5—9L Recliner resistance measurement red/white ”W” (i) Rectifier slack (Z) Rectifier lernale coupler Fig, 5-91. Recliner wiring diagram . Condenser insulation test i 5. Fig. 5-94, Shorfecivcutting al the condenser Fig. 5—95. Condenser capacity measuring (Scale measuring by standardt ELECTRICAL PARTS NOTE : r Upon completion oi measurement, the con- denser terminal should be shortcircuited to discharge the charge accumulated in the can. denser. it not, a shock may be‘expected to the touch, (Fig. 5—94! The condenser functions to hold electricity temporarily so that when the point is opened, the current does not spark. it the internal insulation is detective or the capacity is in- samcient, the secondary voltage is lowered, the plug sparking is weakenedmand the ignition becomes detective. Condenser capacity tPower source required) If the condenser is defeclive, electricity can- not be stored and the secondary voltage lowers. Accordingly, efleclive sparking is not made. Test the condenser following the instructions as indicated below: a. Preparation ll] Connect to the battery (Power sourcel lzt Setting the switch to "resistance", pertorm the scale adiustrnent in the same manner as {or resistance measurement. [3) Turn the switch to ”Condenser". b. Measuring ill The method ol measuring is the same as tor the insulating resistance measurement. l2l Attach the test wire lead to the condenser. (Fig. 5—95l [3) The meter pointer swings to the right. Read the painter indication and multiply that value by yr. That is the capacity lmicrotaradsl. Generally, it the value is lrom 021 [IF to DJéyF, it is satisractary; if less ihun 0.2%, the capacity is insut. ncient or the condenser detective. DC Voltage [Power source not required] a. Set the switch to "DC Voltage“. b. Attach terminal> When the speed is around 1500 rpm, and the switch is turned to (+1 side, it the meter indicates about "0", and it the charging value rises accordingly with the speed increase, it can be judged that the generator, rectifier, etc” are operating correctlyr > For generator characteristics reler to the section 5—4. A.C. general characteristics. ' t It the attached shunt is used, the measurement can be performed up to 60A. Refer to the 'Section 11 External Shunt. 7, Tachometer lPower source not required) This tachometer is lor measurement of engine speed which is required in inspecting electric parts operations, such as the ignition timing, charging current, etc., and not tor measure- ment of the maximum speed; thus, speed can be measured up to 6000 rpm as the maximum. Fig 5-91 arc. current measurement 739 5. Fiw. 5-98. Engine revolution measurement rig. 5-100. Connection or the timing light :ord ELECTRICAL PARTS a. Ereparat‘lon ll) Set the tachometer switch to "ON”. the selector which can be positioned anywherei l2t Connect the tachometer plug to the iack marked "tachometer" an the tester. and read the "6000mm" side or the meter green scale. lFig. swat Timing light lPower source required] This light is used together with the tachometer to check the ignition timing and advancing condition. lFig. 5-99] a. Preparation lit Connect the power source battery, and set the switch on iming". l2t Connect the timing light red and white parallel cord plug to the« socket marked "Timing" on the tester. l3t The timing light high voltage cord is connected to the alligator clip on the high voltage card end by using attached metal fixture la hex. rodl. lFig. 5—100) [4) Remove generator cover, and point cover individually betorehand. Measuring (it Setting the tester switch to “Timing". start the engine. The timing light will flash, (2) Apply the timing light illumination to the generator rotor. The ignition timing mark on the rotor can be seen. Observing the difference between the marks on the generator stator and rotor, loosen the contact breaker installing screw, and adiust the ignition timing. NOTE : Since the advancer beginning speed is 1500~ 2l00 rpm, engine speed should be adiusted below 1500 rpm with the tachometer. l3) Raise the engine speed. while reading the speed on the tachometer, and note the spark advance condition. 5.9 SERVICE TESTER 141 9. Coil test No. i lPower source required) This test is perlormeat only tar ignition coil efficiency. When starting is defective, perform { this test together with that oi electrical parts around the system such as spark plugs. points, condenser, etc. ‘4 a. Preparation lil Connect the power source battery (12V). and ground. (2) Connect The white cord with the connecting plug to 1—) terminal and the red to the 1-H terminal. 13) Connect the red high voltage cord, which comesiram the tester socket to the high voltage cord at the coil. b. Measuring ill Perform coil test on the switch. (2] Observing the sparking among the three electrodes, and turning the knob, measure the spark gap. (Figl 5—10ll rig. s—tor. Cotl test connection NOTE: The condition in which spark is pulled to the 3rd electrode is normal, and when the spark between the Tst and 2nd electrodes is sepa- 6‘? Spark rated tram the 3rd electrode, connect the . primary side positive l+l and negative let 5W'<\ terminals teversely. ® (D a. When compared with the positive sparking, . ‘ the spark gap or the negative sparking becomes less. This should be noted. (9 (Fig. 5—102. 103) b. Test should be performed to both left and right high voltage cords individually, and when testing, the high voltage cord which is not being tested should be connected to the white cord of the test lead cable, and further connected to the battery terminal. c. When the coil is being tested on the ® 6) motorcycle, the black ground cable which 5 k is come out together with the power 9” , ® Isl electrode (3 2nd electrode (3) 31d electrode Fig. 5-102. Coil lest lnagative spclkingl 9 Spark source cord must be grounded to a part ol the motorcycle body. ll not, 0 shock ® may be expecled. ‘ G) lst electrode (a) 2nd electrode Q) 3rd electrode rig. H03. Coil test iposttive sparking) 742 5r ELECTRICAL PARTS 10. Coil Test No. 2 (Power source not required] _ this measurement is connected strictly by the , three-electrode tester and has no relation to the switch, power source, etc. ct. Preparation ill Utilizing 4mm hex. rod bolt, connect the tester three electrode gap high voltage cord to the inside at the plug Cap. (2) Ground the black power source cable to the engine or motorcycle bodyr b. Measuring (1] Turn the engine switch on, let 1! Spark among the three electrodes by kicking the kick starter or by the starter button, and measure the spark gap. II. External shunt Using this shunt, starting current can be measured lup to 60AL (It Tighten the shunt on the tester DC current. i2l Removing primary starter cable, connect the red shunt cord to the starter terminal, and connect the black shunt cord to the cable removed. (3 Turning switch to the DC current l+t, push the starter button, and note the Starter Fiasslot Starling mar Gwen" (Fig. $104) -rent measurement NOTE : > When the shunt is installed on the tester, tighten firmly. When the meter denection is reverse, the connection must also be reverse. In this case the measurement should be per- formance by changing the switch to negative l—l. > Since the starter cranking current is more than 60A the starter chain should be disconnected when marking this test. In this manner, the starter unloaded current is measured. (Refer to the Section 5—53 tor starter characteristicsl 5.9 SERVICE TESTER 143 5.10 BATTERY TROUBLE SHOOTING AND CORRECTIVE ACTION Trouble A. Sultatian The electrode plates are covered with white layer or in spots. tar Selr discharge 1 Battery discharges in addi- l tion to that caused by the connected load load. Probable cause Correct action . Motorcycle charging rate is too small or else excessively large. The specific gravity or the mixture at the electrolyte is improper. Battery Ielt in a discharged con. dition tor a long period. lLett with the switch turned onl. Exposed to excessive vibration due to improper insulation. stored dwing cold season with battery connected. when motorcycle is in storage, the battery should be recharged once a month even though the motorcycle is not used. Check the electrolyte periodically and always maintain the proper level. In a lightly discharged condi on, pertorming recharging and a . charging several times by starting the engine may be sumcient. Dirty contact areas and case . Contaminated electrolyte or elec. trolyte excessively concentrated. Always maintain the exterior clean. Handle the replenishing electrolyte with core and use clean container. c. Large discharge rate l Specific gravity gradually lowers and around l.l00, 5.6 the winker and horri ' no longer lunction. The lose and the wiring is sans. laciary, loads such as winker and horn does n t lunctlon. in this cond n the motorcycle will operate but with prolong use. both (9 and 6 plates will react with the sulfuric acid Olld lorm lead sulfide Peposils, lsvllotionl making it impossible to recharge. . When the specific gravity rails below 1,200 [20°C:68°Fl, the battery should be recharged im- mediately, » when the battery trequently be- comes discharged while operating at normal speed, check the gener. ator for proper output, it the battery discharges under normal charge output, it is an indication ol overloading, remove game at the excess load. D. High charging rate The electrolyte level drops rapidly but the charge is always maintained at 100% and the condition appears satisfactory. A condition which is overlooked. (Specific gravity over 1.260! . The deposit will heavily accumulate at the bottom and will cause internal shariing and damage the battery. E. Specific gravity drops Electrolyte evaporates l l l l i t 5905’." shorted lnsuihcient charging Distilled water averrtlled . Contaminated electrolyte Check to aseire proper charging rate, When overcharge condition exist with the proper charging rate, place on appropriate resistor in the charging circuit. Perform specific gravity measire- ment, ii the addition of distilled water causes a drop in specific gravity, add suliuric acid and cldiusl to proper value. MEMO 6.1 PREVENTIVE MAINTENANCE 145 6. INSPECTION AND ADJUSTMENT 6. I PREVENTIVE MAINTENANCE Preventive maintenance is periodical maintenance combining checking, repairing and adiustittg various parts and syslems for line vehicle, and somelimes the term "preventive lnclinlenanceH is also used lor maintenance ol vehicle Componenls lo mainlain eil‘lciency. A. Engine Tune-up Engine tune—up is a melhad to recover the normal engine condition. This is corrective action and ditierent lrom inspection. The engine condition is determined by the lollowmg, and by checking and laking necessary action. the recovery can be accomplished. Compression system ignition system Power system Fuel system As long as these iaur moior systems are satisioctory. the engine should be in good condition. In the iollowing section. measurements and corrective action to be taken are explained in detail, 1. Measuring compression If the cpmpression is insufficient. the engine loses power; engine rotation decreases and engine may slall al low speed. a. Remove the spark plug. b. Fil the head oi compression gauge on the plug hole. Hold ii nrmly so that com- pression is not lost. iFig. 6-1) c, With the throttle fully open and carburetor choked, kick the kick slaler pedal re» peotedly. quickly and powerlully. and read the maximum value on lhe gauges (D Compression waited Fig. 54. Compresston measurement NOTE : > Make certain to open the throttle and choke tully, otherwise. the value on the compression gauge will be small. . The compression value will rise gradually as the kick is repealed conl‘inue kicking until the maximum value becomes slable. ' To measure the specified compression, measure- men! should be perlormed while lhe engine is warm 53 presslon is. 12 kg/sa-cm §€2J e. If the corner s‘ion ‘asures over 12kg/ sq cm (170; L. me combusrion chamber wali and/or ibis’lan head probably have carbon deposit Remove the cylinder head arid cylinder, and remove rhe deposit a. The rarea (new), , When lhe compression is below los kg/ ‘ sq cm H51) psi), lher‘e musl be blow .by al valve. piston ring head gasket and/0r cylinder gasket. In‘this case, adiust the , © The rared compression: ”kg/swan M's-2‘ “and compression volv’e clearance, inspect the piston ring, gaskets, and other related parls by dis- assembling rhe engine. 5.» .. . . , ’ 2. valve.rappel clearance adiusrmenr i i i | i i i i The valve—rappel clearance greatly anecrs rhe valve timing, and when rhe v'alves do rial ciose periecrly due to Shortness or rappel s clearance, ~no compression may be observed. Conversely, when ihe valve»igppsi clearance is excessive, the fappei striking noise becomes larger, which makes the engine noisy, Thus ‘ the valve»tcppet clearance has a big influence ‘ _ on engine power, idiing, and noise. a. Dismount rapper hale cape b, Dismount the Contact breaker po Disrrlount the generator covers; 4, Place the left oislon at r a dead center Align rhe "LT" mark on the generalor rotor and lhe index mark on lhe siater in this position, lhe iettt cylinder pisron may enher be on the compreseion or the exhaust stroke The adiusi‘ \nt musl be madewhen ihe pislan is a ‘ e ' ' _ rhe compression srroke Atihlgfistate,boih ‘i » lhe inler end exhausr por "‘ ' ' ‘ This candilion_con be inspecre rhe' rocker arms wilh fingers thr tappet adiusting holes and, if the: rocker :arms are free, ll is. an indication ihar the valves are or closed posirian and that rhe piston is at the end oi compression stroke. If rhe rocker arms ,u’rs righr.ihe valves are open so relate the generator raior 360° and r'ealigri he "LT" mark to the liming [Fig 6 —3) $1 K 6- :t Aligning me "LT“ mark N iii; ei clearance is end‘ of valve stem Fa’r‘ adjustment; lock mill turn the' , wilh a screwdriver as" shown in Fig. ’6; The adiustrnen? is per- iormed within nge ol 180°.1Fig.6—4l The rated ‘valve clearance should be as loosen the rocker follows. Standard Value 11‘ k ® l TM (0,0042 , 6);; flex: gauge Recle'r arm pin "‘"‘ "‘ @r Rocker aim lock nut @ Screw driver It 6- -4 Adiusting lappcl ‘tleavarnc‘e :»-—. yen; Clearance Inlet Exhaust la 0.l0mm mom in) NOTE; _ > When checking} , valve clearance iheen the 0.05 mm io.o‘e‘2ini thickness gaij‘geyviihich is included in the) ol kii between the valve rocker arm and th rid of lhe valve stem The check me ‘ haasi‘ valve, insert two 0.05 min (0:002ln') hickhess gauges between i me vclve rocker arm and the end of me valve stem since the valve clearance for the exhaust valve' 1: 0 mm (0. 904 ink ’ h The valve-lappei ciea'éance should be "aaiusied when the engine isrcold. Upon completion ol the clearance adjustment, tighteri the rocker arm lack nut carefully so that the rocker arm a ' pin does not rotate. Recheck the clearance after tightening the nut. -' Left cylinder (Fig. 6—5) To decrease the valve clearancehfrn the :rocker arm,pin in the countercléckwise di- rection for the exhaust valve, and tum in the clockwise direction for the inlet Turning the rocker arm pins in 31h direction to the above MEET clearance Right cxlinder (Fig (,— 5) exhaust valve, and turn in the coun \ direction for inlet valve Tul: rocker arm t e rar- 148 6. (9 on stone (3 Point lire eez Point surlace correction _‘v ‘ (1) Correct (2) Contact is worn (:9 One xlde contact egg *6) Contamination of the contact Paint contacting sorrace cenler poriion coniacrmg igr b-ai condition INSPECTION AND ADJUSTMENT 3. Ignition timing adjustment Although the compression is sumcieni end the valve opening and closing are functioning properly, ii the ignition timing is incorrect, the engine cannot accomplish its maximum performance Moreover, backfire and/or overheating may occur which afiect per- lormance and serviceable life ol the engine. Adiuslmenl of the Contact breaker point gap, u Remove the poini cover. b. Remove the generator cover. c. Align the top of cum lobe of the point com with the slipper unit of the contact breaker arm, by turning the generator rotor counterclockwise. NOTE : When aligning either right or left, remember that one cam lobe corresponds to two points d. The point gop odlustmennt is performed with the breaker orm retaining screw loosened with o screwdriver. lFlg, 6—6l e. The point gap should be 0.3 to 0.4 mm (0.01210 0.0mm). Both the right and left should be odiust to lhe some value. NOTE : > When the generator cover is removed, a little oil may drop all > The point gap should be adiusted for both right and left . When the breaker arm retaining screw is tightened, the point gap may vary; iheretore, the clearance; should be rechecked alter tightening the screw > [f the point surlace is rough or burned, the point should be removed and polished with an ollstone. Afterwards, check the contacting condition if the whole surfaces contacl. lFig. 6-7, 8) ' v Upon completion of the point polishing and adjustment, clean 05 oil with trichloethylene 6.1 PREVENTIVE MAINTENANCE i. Atter completing the breaker point gap adiustment. the adiustmenl oi the ignition timing should be made. The correct ignition liming for the left cylinder is for the ignition to take place when the “LF” mark an lhe generator rolor has just passed the timing index mark on the generator stator, in other words, the breaker points should be about to open. The ignition timing ot the right cylinder is at the point where the "F” mark on the rotor passes the index timing mark on the generator stator. (Fig. o—9t NOTE x When adiusting the ignition timing, remember that the contact points do not begin to open unless a piston comes to the compression top dead center. 9. For the ignition timing adiusimeni. align the mark "LF" with the index mark on stator by turning the generator rotor, adiust the breaker base plate so that the contact points begin to open, with the retaining screw loosened, thus, the Iett side (the one with yellow lead) is adiusted. Turn the breaker base plate clockwise to advance the ignition timing, and counter- clockwise to retard. Following this adiustment, turn the rotor 180° and align the mark "r" with the index mark to make adiustment at the right side ithe one with blue lead), (Fig.6-10t h. Upon completion oi the point gap and the ignition timing adiustment, check the operating condition at the spark advancer with a timing light. trig, o-llt NOTE: The_ignition timing and timing at the end oi the spark advanc'er can be measured with a timing light. The ignition timing at the end of spark advance is indicated by two marks 30" beiare marks "F. and "LF". The stator index”‘mark should be between these two marks. trig. 6421 r miles i no“; a s Ma‘s, ® Slater index mark ® LF" mark (3) Generator rotor Fig. 6—9. Aligning the "if" mark a G) Contact breaker locking screw ® Portion to he adiiisted by a screw drirar‘. ® Contact breaker G) Contact breakaraym.’ @ Contact base plate locking screw Fig. 6-10. ,, (D iming light Figr 6—”. Start at Spark advancing '1' .u , (D Timing light (3 Tachometer Figi sen. End at saatk advancing 150 6. INSPECT ION AND ADJUSTMENT 4. (D Spark plug Fig. 6-]; Spark plug cleaning p Sark plugs The engine condition is greatly influenced by the condition oi the spark plugs. li rhe spark plugs are conranrinared or broken, or the electrodes are worn, a spark is not produced emciently, and lherelore, good engine oper- olion connol be expec‘edr For lhis reason, cleaning and adiusrmenr or spark gap should be periorrned periodicolly. When carbon or Olher mclll‘er exists on llle electrodes, or when the electrodes are wer, the high volluge passes lhrough the mediums, and eflecliye spark can. nol be produced a. ll is has! to use a spark plug cleaner for cleaning, however, when cleaner is not available, scrap wilh u pieée of wire or needle, and wash with gasoline andwipe OH with a dry rag. (Fig. a—13l b. After cleaning, adiusl rhe spark gap Adjust with a thickness gauge so that the gap is between 0.7 and 0.8 mm. lrig. 6—]4l NOTE : Under no circumslances should a vorch be used lo remove lhe deposit. When reinslalling spark plug, wipe or? oil and dusr around lhe spark plug hole on lhe cylinder head. When insralling spark plug, first screw in by hand as lor as it goes, and then tighr'en nrrnly wirh spark plug wrench. ~ spark plugs should be periodically inspected. If a spark plug is used for a long period oi tirner rhe electrode gradually burns and rhe sparking efficiency lowers. c. The spark plug elliciency can be detecred with a spark plug lester. Inspect the sparking condition by changing the lesler internal pressure, with vhe ruled volluge applied 6.1 PREVENTIVE MAINTENANCE 151 Fuel sysiem When the fuel syslem is clogged, enough fuel is not fed io ihe corbureiori and when engine speed is increased, ihe engine does not operule smoolhly, and sometimes s'clll cl high speed, 0. Check lhe fuel level. b. Remove ihe reed lube from ihe curbureior and check ii iuel flows oui when lha fuel cock lever is iuned ia ”ON” or "RES” posilion. (Fig. 6—15I c. If no iuel now is observed. disassemble and clean lhe luel valve. ll may be necessary lo clean ihe iuel ienk, NOTE 2 > Nole lhai poor iuel flow can also be caused by rhe dirty rank, clogged filler cap or lubes. (Fig. 6-16] The position ”RES" is used afler the main iank becomes empiyl For scrambler model, reserve ionk has ihe capacity of 2.2liiers (0,581Ui5. gall which would be good enough 90 cover the distance oi 50 miles; {or sport model, copeciiy is Blilers l0.792 U.5. gall, good lor 60 miles of run. > d. Cleaning gasoline sirainer ll lhere is dusi or waier in ihe iuel valve, gasoline will nbi flow well, and will cause poor engine performance due io low carbureior emciency. lnspeci ihe vulvei sirainer. and mier screen periodically. (Fig. 6—17) Cleaning oil filler ll ihe oil filler is clogged. all lhe moving poriions will be damaged; lhe engine perfor» rnclnce is lowered and service liie oi ihe engine is shoriened. 0. Remove the oil filler cover. b. Remove ihe iniernal eirclip and lake. ofi lhe roior cup. The rolar cop may be removed easily by unscrewing a 6 mm boll. c, Wash ihe raior cap and inierior oi ihe rarer lhe ihoraugnly. (D “RES" posillon (2) "ON" position (5) ”STOP" posilion. Q) Fuel eoek lever Fig. #15. The cock lever "ON” or “RES" posiiion . Fig. 6-16. riller cap erosi-sesiion showing brsaiher pain Gasoline "wing ‘th main llrle, Gasolllle flaming ‘ ”in: “liEs'line. i J 2 s (53‘ ® line (3 Screen © Strainer cup 'walar, ere; @_ To «be carpure mi 7. l7. Gasoline flow ihrough iris luel cock r i .Mwh . a. “Ewell % o~ (9 Role: can (2) Vane rig. s-la. Rolor cap installation . 7 _ . ® Rotor cap ® Oil filler cover (3) on filter opening fig. .549. on filter cover lnxtallalian ® ainnbon G} Specml 6mm nut case removing G) Air cleaner alamenl © Air cleaner case Fig. 6—20. Air cleaner INSPECTION AND ADJUSTMENT NOTE : , A little oil will come out when the oil filter cover is removed. When reinstalling me raior Cup, the raiar cop vane should be matched in me groove on the inside wall of lhe lolor. lFig. semi Make sure ihai the spring loaded oil pump plunger is cleaned and free in ine oil filter cover. When reinstalling the oil filter cover, make sure io position ii properly. (Fig. 6—19] Air cleaner element Cleaning When ihe air cleaner elemenl is clogged with dirt, air is not taken in freely, therefore, sul~ ficient power cannot be obtained out of the engine and acceleration becomes poor. Clean the air cleaner element periodically, a. Remove air cleaner cover, and loosen air cleaner case setting nut. b. Remove air cleaner cannecling tube selling screws. c. Loosen air cleaner elemenl mounting 6 mm bolts, and remove the air cleaner element together with lhe air cleaner case. (Fig. 6-20) 6‘7 PREVENTIVE MAINTENANCE d, Tap lire elemeni lightly. Use compressed air for beller cleaning efiecl (blow lhe dusr oui irom inside ol rhe elemenrsl. irig. 6—2ll NOTE : > Do not drop oil on the eiemenl as it inlerv rupls air filieralion. When mounring, ioin rhe righr and leir air cleaners wilh ihe air cleaner conneeling pipe and ioini lube ll mounred incorreelly, dirly air is luken in. which causes early weor oi cylinder wall and pisron rings, (Fig. 6722) Insure lhal air is nol loken in from anywhere beside air cleaners Clulch odiushnenr ll ihe clutch does not eornpieiely disengage, ihe engine will slall when shiiling into gear or else lhe moiorcycle will have the iendency lo creep even wilh the clulch lever disengaged. However, in the olher case, ii the clutch does nol fully engage, lhe clureh will slip and lhe rnolorcycle will nol‘ accelerale in response lo lhe aeceleraiion oi rhe engine. In order iar the full engine output lo be delivered '0 Vhe rear wheel, ii is necessary in have the clulch properly adiusied. The eluieh lever play is lhe srroke of lhe lever lrom rhe normal lever posirion lo rhe position where rhe eluleh begins to disengage. The proper eluieh lever play is beiween lo and 25 mm «14 71,0 inl cl ihe Tip (Fig. 6-23l. li rhe eluieh does nol disengage properly even ii rhe clareh lever play is properly ediusled, lurlher ddiusrrnenl should be made wiih ihe clutch adiusler on The [all crankcase rear cover. (D Air nozzle ® Air cleaner elemenl Fig. 672]. Air cleaner dawning Carburelor ‘Caii‘liirqtizr" -. a) Air cleaner pipe ® Air cleaner ioim lube @ Filler paper G) Conneeling lube Fig. 6-22 Fig. .541 Seclional view 0! air flow Cluieh leyer play i l i i i 754 6. INSPECTION AND ADJUSTMENT a) Adiusier ® Clinch locking nui rig. 6724, Cluich adjusimenx 6) Chuck lever ® lock In" (E) Adllming bolt Increasing in: level ® Decreasing iI-ie lever play (9 Aaiusring bolt (2 lock nui Adiusiing clvich cabin B Fig. 6-26r a, First screw in ihe clutch lever adiusllng boll lo make the lever freer b. Loosen the locking nu’ ol the adius'er and turn ihe adiusler counterclockwise unlil is mee's noticeable resistance. (To eliminate the clutch pushaod play.l From that posilion, screw out the cdiusler lclockwisel by 1/4 of a turn for proper posivioning of the adiusler, lhen turn lhe locking nur lo lock ii. (Fig, 6—24) c. Reudiusl rhe cluich lever play by screwing oui ihe cluich lever adjusring boll and adiusiing nui. iFig, 6-25, 26) NOTE : The clulch lever should be made lree hrsi by screwing Vhe adiusling bolt in. orhervvise, lhe balls in the bull iiher may move eul oi ihe guide occasionally when rurning rhe adiusler on ihe leh crankcase rear cover. d. insure rhor rhere is no slipping and lhal ihe ciurch disengages compleiely. (1] Does the engine slarl easily when lhe kicking pedal is kicked? lWiih the cluich disengaged) [2) When lhe engine is siaried, doeslhe clinch grab a when shining inlo low geor wilh rhe clulch disengaged, does «he molar. cycle siari moving or does lhe engine stall? {3) When ihe cluich lever is released gradually and ihe engine is acceleroied, does ihe moiarcycle srari moving smooihlye 9. Curburelor cleaning and cdiuslmeni If the carbureror is coniaminaied or improperly oaiusiea, ihe engine emciency is neiiceabiy lowered. For example, if ihe luel.air mixlure is lea lean, lhe engine overheors, and il ii is roe rich, engine operation becomes unsioble, ll fuel overflows, nre may be caused. For Vhese reasons, the carbure'or must be in- specred, and odiusied periodically, (Dismonrled and cleaned il necessaiyl 6.7 PREVENTIVE MAINTENANCE 155 Remove bani ten and rigm air cleaner covers. Loosen ihe ilrrolile cable adlusling bolr and nui, and remove lhe ilrrenle cable irom ilre carburelor. Loosen the carburetor holding slrclps, and remove the carburelors. Dlsossemble and clean 'he carbure'ors wilh gasoline. Use compressed air :0 clean me individual nozzles. Alrer cleaning, reassemble, rein» siall, and adiusl. ldling adiusimem lll Adiusr ihe slop screws ol bolh righi and left carburelors so the! the exhausl muffler back pressure is the some for both. ll lhe engine revoluvion does nol lower when the slop screw is screwed out, loosen lhe lock nm and screw in lhe cable adlusler by uboul one mm. The engine rpm 01 lhis slule lS belween 1100 *1200 rpm (21 Siariing wilh eillier me right or leli carburetor, manipulale ihe pilal screw and find me poiru ol highesi rpm; ihe same should be done with another carburelor. Turning the pilor screw lN will give a richer fuel-air mixlure, and turning ihe screw OUT will give a leaner mixrure. rile pilal screw should be sel ar lhe posiiion between 1 iurn and 1% mm back off from full close. (3] Alrer carnaleiing lhe adiuslmenl in puvogrclph (21 above, recheck lhe exhousl mumer back pressure an barn rhe rignr and Ian carburelors and, il necessary, readlusi lhe srop screws as was done in paragraph (1). (Al Repeal rlre procedures lrom paragraph (I) lhrough l3) several limes so rhal rhe pilol screw is sel 10 provide lhe specified rpm and ihai lhe same exhausi back pressure is obrained lor boil. l‘he riglir and leli. (Fig. e~27 ilrrougli 28, 29) (D Slop screw ® Piloi screw Fig, 6-27. Idling adjuster ® Thronlo cable adiuslcl ® lock ml! (2) Thmllle cable @ Slop sclew Fig. 6728, Idling adiuslmenl ® Stop scraw ® Thmnle level II!) Film screw @ Valve seal ® Valve Fig. 6—29. quss~seclion or carbureier (D Throttle cable adlust bolt (2) Lock hut Fig. 6-30. Fig. #32. Throttle valve adiustment 7' (9 otl filler cap 6) Oil nller et rig. 6—3L Oil filter cap (1) Drain plug Oil drain plug ‘6. INSPECTION ., rig. 4-3:, G) Level gauge (9 Upper limit Q) Lower limit level gauge AND ADJUSTMENT g. Throttle valve adiustment Make the adiustment so that the operations of right and left throttle valves are aligned. This odiusttnenl can be made by noticing the movement oi throttle lever with a hand positionea under the carburetor or by observing the movement while the throttle grip is slowly maved. Assure that the throttle levers start moving at the some time. If odiustment is required, loosen the lock nut and perform the odiustment with the cable adiust bolt. lFig. 6-30] Lubrication Rotating units require lubricant to reduce friction lor minimizing wear and heat, and also for preventing seizure. Without proper lubrication, the serviceable lite of the ehgine is shortened, and failure of ihe machine will occur. 1 . Parts which do not require perioeical lubrica- tian. There are some parts like steering ball, cone race, and throttle grip tor which periodic lubrication is not required. Lubricate these parts only when disassembled or overhauled. 2. Engine oil change The engine oil should be changed otter the first 300 miles ot drive and every 2000 miles thereatler. 0. Remove the \oil filler cap and drain plug on the bottom ot the crankcase and drain all the engine oil. Draining will be hastened it oil filler cap is removed. lFig. 6—31, 32) b. Alter draining, retighten the drain plug and pour new oil into the engine through the oil tiller opening, c. It the oil level is between lower and Upper limits on the oil level gauge dipstick with the filler cap not threaded in but iust inserted, it indicates that the oil level is correct. (Fig. 6—33) NOTE: e If the oil level became: below the limit mark on the oil level gauge dipstick, odd oil through the tiller up to the upper limit mark to keep the engine in good condition. Do not averfilling the crankcase with oil, otherwise, the excessive oil flows out of the breather, 6.1 PREVENTIVE When driving me motorcycle in unusually dusiy condition, it is recommended fhaf oil change be performed or more frequenl inlere vols lhan whal is specified in me moinienonce schedule; ihis will have a very beneficial erieci on me periormonce and serviceable life or lire engine. Always use only lhe oils classified for A.P.l. service M.$.~ D.G. land/or D.M.] or the use or all season SAE group loweao oil is recommended, Greese o. Greasing oi airings Fillings are greased wilh a grease gun. Continue greasing until grease appears around lhe nippler There are lhree greasing points as shown in ihe figure. (Fig. 6*34 through 35, 36] b. Grease will preveni iiie weer oi 'l'le lric- rion componenrs, assisting in exienling lire serviceable life. ii is recommended moi llie greoslng be periormed every 3000 miles oi drive. NOTE : The proper grade of grease to be used is muliiepurpose lype NLGI No, 2. MAINTENANCE 157 a) Green: nipple rig, e—u creasing A (D Grease nippll Hg. 6—35. creasing a a) Greese nipple Fig, Ho. Graaxing c i 758 6. INSPECTION AND ADJUSTMENT 4. Front fork oil change To the telescopic type t'ork [front shock absorber), side pressure is applied to the front and rear directions during driving, in addition to the vertical vibration, and accordingly, the oil is contaminated by fine metal powder created by initial wear; thus, it is desirable to change the oil after the first 300 miles of drive, and 2000 miles oiter it. Following this second change, oil is changed every 5000 miles. (9 front fork bolt (2) Oil nller o entn . rims—37. Fromlork set. P 9 a. Remove the from tork bait and drain plug. and drain the oil. Make certain to drain oil completely. (Fig. 6-37, 38] b. Clean inside with oily solvent. NOTE : > Do not use gasoline tor cleaning inside. > Drain the solvent in the same manner as tor the oil. c. Tighten the drain plug, and pour 200 cc of corrosion resistant oil into each shock absorber unit. Fig. 6—38. Front torlr drain plug removing C. Drive Chain Adiustment If the drive chain is too loose, it causes chain knock when driving; anal it too tight, the chain otters resistance and sufficient power is not trans. mitted to the rear wheel. The drive choin should be adiusted to the proper tensian, l. The maximum slockness when measured by moving the drive chain vertically is ID to 20mm (0.4 to 0.8inl. If adiustment is necessary, remove the cotter pin tram the leit side oi the rear wheel axle, and loosen the axle nut. @ Index mark Q) lock nut ' ting bolt @ Cotter pin L7) Axle hat ® Chain adiuster (Fig. 6—39] io~2o io.t~05inl ‘ g _ 9.. 6—39. mgvive chain slackness and adiustrnent To ad|ust the chain tension, first loosen the lock nut on both the right and left chain adiusl‘er and then turn the adiusting bolts clockwise to increase the tension. To decrease the tension, turn the adiusting bolts counter- clockwise. Upon completion oi the adiustmenl, ; the index mark on both the right and lei? chain adjuster should be at the same reference mark on the rear iork. Finally, tighten the F ,. axle nut and install the cotter pin to prevent ' the axle nut from becoming loose. 6.1 PREVENTIVE MAINTENANCE 2. Perform the periodical cleaning and lubrication. it not sutncientlv lUbyicaled. the chain links may bind. and drive sprocket may also be ufiected. Lubticate the drive chain wtth engine oil every 1000 miles. D. Brake Adjustment The driver's lite depends muce on the brake. therefore. make it a habit to inspect the brake daily belore use, in addition to the periodical inspections. I. Front brake a. The brake lever play is the stroke belween the normal lever position and the position at the lever where the brake starts working. The brake lever tree play should be 15 to so mm [0.6 ta 1.2 in) at the tip of the brake lever. (Fig. 640) b. If the brake requires adiustment, there are two places where this adiustment can be made. Normally the adjustment is made at the brake lever arm on the tront brake panel. First, loosen the lack nut and then turn the udlusting nut. Turning the nut IN (clockwisel will decrease the brake lever plcly and turning OUT (counterclockwise) will increase the play. (Fig, 6-41] c. Minor cldiustment is made with the round adjusting bolt on the front brake lever by totaling in the some manner as above. [Fig. 6—42) Fi a-Al. Q ant brake adjusting ball (0 l5~zornni l0.6~|:2|nl rig. 6—40. Frent lsrake lever play Front brake adiustment A (2 Lac lug nut Decleuxing the brake lever play lncveusing the tsrake lever play Fig. 6—42. Front bvake edluslmem B 159 ‘® zolaomn lo.a~l.2ini rig. 6-11 Rear bvaka pedal play 160 6. INSPECTION AND ADJUSTMENT G) Rear brake arm (27 Adiusling nut @ lncreaxing the llee play (3) Decreasing lhs (rec play rig. 6-44. Rear brake adjusimenl G) $te larch (2) Dim! sear Fig.6—‘5. seariaich 2‘ Rear broke a. Raise ihe rear wheel OR the ground and check lhejlree play of ihe brake pedal in ihe some way as lor rhe from broke. The broke pedal play should be 20w so an. 10.8 «0 1.2 ini. lFig. 6-43) b. The adiuslmenl is made with he broke arm on rhe rear brake pedal, Turning ihe adiusiing nui IN (clockwise) will decreases lhe free play of ihe brake pedal and nirning OUT (counterclockwise) will in- crease ihe free play. lFig. 6—44l E. Bauery Inspection The bahery eleclrolyle level lowers alter long usage, lherefore, il should be replenished periodically. When the level is lowered, and the plaies are exposed, ihe charge accepling capacity is reduced, For this reason, the eleclrolyle musi always be mainiained up «0 ihe proper level and kepl in the besf condilion. The 12V-12AH bonery is mounled under the seal. is Access lo the banery is made by releasing ihe sear latch on rhe from end under ihe seal and by raising lhe from al vhe sear. Use ihe slay which is aficched lo ihe under side ol Ihe seal io hold ihe seal in ihe raised posiiion. (Fig. 6—45) 6.1 PREVENTIVE MAINTENANCE 161 Electrolyte level must be between the lower limit and Upper limit. When the level is low, add only distilled water up to the upper level. (Fig. 6-46) Distilled water should be poured through the tiller holes alter removing the battery holding strap and the yellow nller caps. The levels in all six cells should be the same. NOTE : > When replenishing electrolyte, do not add dilute sulfuric acid, distilled water only should he adds. When the level of electrolyte lowers quickly, check the charging elhelerrav. Insure that lhe breather tube is not clogged. When removing the ballery, first disconnect wiring on the negative (—1 terminall and then the positive l+l terminal. Otherwise, it may cause shortcircuiting, shock or unreasonable load may be applied to the battery. Grease around the terminals slightly to prevent corrosion. Wirings should be connected securely on the battery Checking Parts for Tightness Important nuts and bolts Some nuts and bolts apt to become loose due to vibration and {or wear. To present this, the maior parts lshown in the iollowing table) must be retightened periodically. Use a torque wrench tor retightening, and tighten to the proper torque value. (1) Front wheel axle nut and rear wheel axle nutl (2| Front and rear shock absorbers mounting bolts and null [3) Rear fork pivot bait and nut. (4) Front brake stop arm lbath end! mounting bolts. l5) Rear brake stop arm latch clip and nut. (6) Steering stem nut and handlebar mounting bolts. (7 Engine hanger bolt and nut. [81 Front and rear wheel spokes. 0 Upper level mark (3 Lower level mark @ Battery Q) Yellow (lller caps Fig. 6-46. Battery inspection I62 6. INSPECTION AND ADJUSTMENT 2. Spokes If the motorcycle is driven wiIh loose wheel spokes lhe rims. olher spokes will be spoiled For lhis reason, lhe spokes should be tightened alter the firs! 1000 miles followed by 1e: lighlening cl every 6000 miles iheleufier. Will’l the iron? wheel lifted, turn the wheel, and reiighlen loose sope nipple properly so lhal all are iighiened equally. Use lhe nipple rench. (Fig. 6-47) G) Spoke nipple iovque wrench ® Nipple wrench Fig, 647. Relighvening spoke “we, . _. Fig, 6-18. lell side G) From wheel axle holder mu ® From and rear suspension mounting boll and mu ® Rear lork pivo' bolt and mu @ From brake slop arm lbovh endl muniing (5) Rear brake slop arm Iavch clip and mu (3 Shearing elem um and handlebar mounling boll ® Engine hungev hall and mu G) From and veal wheel spoke: l Figl H9. Righv side 6.2 PERIODICAL INSPECTION AND MAINTENANCE 163 6.2 PERIODICAL INSPECTION AND MAINTENANCE Tlghlenlng Torque Standard Classincoiion 1 No.‘ Location ‘ Parr tighiened ‘ Tightening torque 2‘ ‘ I From lerk 1 Front broke am From brake 'ovque boll 180~250 kg. cm ; ‘ iponel sidel t 2 1 rrom broke arrn From broke Iorque boll 180~250 kg. cm i irork side) V a 1 From tork Iop bridge 16mm lront lork bolt 7oo~soo kg. cm . 4 1 From cushion Under 1 8mm lront cushion under 180~250 kg. cm : holder i holder nut , 1 Front wheel axle i 12mm lrom axle not 550~650 kg. cm ‘1 I SIeeling slem . 24mm steering head stern 800~l200 kg. cm | 3 . i head mu 1 ‘ 7 Steering borroni bridge 3mm steering stern bonom 180~25D kg. cm 5 l bridge boll ‘ I Heoolioht case , I0mm headlighl case soo~400 kg. cm mounting boll 8mm><32nnn hex. boll Sleerlng handle ‘ Handle pipe holder 180~250 kg cm Frame Engine lrom under 10mm engine mounting nu! 350~450 kg. cm mounting lNHlOl 3 Engine rear upper and 10mm engine mounting nul 3 350~450 kg. cm lower mounting I I l Engine upper hanger 8mm engine upper hanger l lso~250 kg. cm 1 plate plate nut : i c.L. muIfler hanger plote 10X60mm hex. luolt i 35o~400 kg. cm lupperl i C.L. rnulller hanger plate 5X,18mm hex. boll l 200~250 kg. cm ' [under] 5 . Dual sheet mounting shin dual sheet = iso~25o kg. cm i mounllng nul 16 ; Rear lender BXIBmm or 5x22 hex. zoo~3oo kg. cm ; 1. boll ‘ : ‘ . I l7 . Rear brake pedal 12mm rear brake pedal 350~450 kg. cm l l pivot ball I‘ t 18 3 Rear lork pivor boll i4nun sell-locking nut ‘ sso~7oo kg. cm 1 1 19 i Rear cushion upper ioinl NCA i0nun cap nut 350~450k9. cm l ‘ e 1 20 Rear cushion lower 10x32 hex. boll 350~45ll kg. cm 21 Rear wheel axle 16mm rear axle nul 3 soo~looo kg. cm E 22 i kear broke stopper ann 8mm rear broke iorque bolt i 180~250 kg. cm 164 6.3 TROUBLE SHOOTING 6.3 TROUBLE SHOOTING When trouble develops, the most important thing is to first locate the cause oi the trouble. The chart shows the procedure, sequence to iollow, and the most direct method to periorrn the correct diagnoses The diagnosing procedures and the probobie causes are shown separately for . each trouble, and therefore, the appropriate corrective action can be taken tor the respective cause. i The o in the chart indiacotes , and the indicates the motorcycle which has i hadv the trouble corrected. ,_e.._.,.e weeetweew, A. Engine does not xtun‘ of hard starting 1 Description or inspection & ; trouble Adiustment "“5"" CW” 0 —-—.. Check to rnake sure that h ---------- sumcient luei reaches the r carburetor 73) Fuel tank empty —® Fuel tube clogged between tank and carburetor ~® Clogged Iuel cock 7(1) Clogged vent hole in iuel cap Inadequate iuel Adequate fuel now now Remove the spark plug and with the cap instailedr i ground the plug, kick ihe i starterand check tor spark —@ Detective plug icheck gap clearance) 7® Dirty ulna —@ Fouled up palrtts i —© improper paint gap clearance *6) Check ignition timing —© Deiective condenser —® Broken or shorted ignition high tension cord —© Open or short circuit in the ignition coil —® Detectiva ignition coil —® Detective main switch weak spark or no roper xpark 5pm Check cylinder compression ._ —————————— by using the kick starter (measure compreeioni —® Engine does not him over by kick starting —® No iappet valve clearance s . . i s _ 4 ~61) Poor valve seating Adequate comp- low or no com- —© Exlfimivelv Warming: and reeeion pressure r pression pressure “We" ~© rressure leek through cylinder . _ gasket —® slog hole in combustion chamber an: Valve seixure >® Excessive valve guide wear : Combustion is —© Choke opened too wide ’ No indication ot ‘ present but starting ~® Carburetor air screw opened combustion i cannot be accom too «or piixhed —® Air leaking 'nlo tha manilold Remove the spark plug once again l—(D Carburetor flooding ~® Choke closed too tar Attempt restart using choke 6. INSPECTION AND ADJUSTMENT 165 B. Loss of spaed and drop in power Pruba bl. Came Demiplian ai Inspeflkln a. lranble Adiuslmen! O Raise ull whees all me ._ --------- a ground and check relallon : Emma: lreoly Rolales heavy Lass ol lire air l Pro r P. Pressure ro pressure l l l l ol all wheels Check lilo pressure lnleasare "King a gougel Slim inlo gean apply Ihe ’ 5 Engine slalls Ens e does nor brukas and race me engine Runs lire engine lighlly 2 slall : Engine spaed ; Englne mead daes V lnareaxen nor riso sulmcenlly (Road real on paved level road! Check ignilion liming (use liming lighl) : lgnlllon properly limad Check mpp!’ clearance —G) Brakes improperly adluslod, dragglng brakes —® Delocllye wheel bearing ‘—® Lack ol bearing grease —@ Drlye chain loo mg» or lack oillng —ll) Punclured lira —® Delecliye the valve mulling in lock ecu Clulch slipping all. la improper ’ adiuslmenl —® Worn clulch friction disc 7G) Carburelar :hoke closed A® Claggea air cleaner —® lnaaaanale lnel dischuvgs due ra clogged lnel system 7G) Clogged cup hols ol gasoline lank ' —® Clogged mumar ~© Gogged main ief l—® All sucked in lrorn manllala G) Improper ignition liming .. we “ages "‘76 166 6.3 TROUBLE SHOOTING Desoriprlen of Ironble Inspeerlon & Adinsnneru Probable Canoe |——'rl rroper ropper voIve cleororice l l e ______ l | Proper compression pressure pressure Y ., . | Carburerer Iree or - eiopginp I , | i Clean oorbureior, i no indication 0' . . also discolor l dIscaloruIIon "‘ I level proper Ourburelor clogged Improper oil level Improper loopel volve oleoronoe Kick rIre srorrer and check me cylinder compression pressure (use compression gouge) Luck 0! comprasxlon Check for eiogplnp of me carburetor ie's Remove in. spark plug ; Dirry eorpnreior, Remove crankcase oil gap. check oil level and con- dlflcn of oil Remove Ine oil elneck ball from Ihe Iell sidal rear upper arm: cl ”I: cum case and check (or oil (low (D Improper Ioppel voIve ooiusimenr l2) Worn volve seer —® Poor sealing ol the valve (2) Worn cylinder and rings (5) Pressure eak lhrough the gasket ® Valve Ii iIIg oul ol odlusimenr G) Corlnmior Improperly oleoned, paniculorly rire main iei a) Improperly cleoneo ® Improper neor volve plug used ® Improper plug gap eleeronoe HQ) Less of power due to over filling oi oil (2) Oil leyel Ioo low —® Oll excessively dIrIy 6. INSPECTION AND ADJUSTMENT 767 Descvipflon of Impacfion a. mm. “mm", Probable Cause im on pump incpera'iva Proptr condition Pcov condillon —®Cloggad o“ “my” Check )0 make sure the vb __________ ma engine in my over haafln I E a® Carbon accumulation in me E combustion chm-bu —® u" of poor grade 04 fuel ~© Clutch slipping —@ lwn luel mbmna onper operating Over heaiad con- Iemperamve diiion (,3 . Check accolemvicn and E continued my. speed new Absuce ol knocking Knocklng prasem ~® Worn pmon and :ylindev —® Poor mad. 0' fuel C. Improper rpm (Particularly at low speed and idling) Description of Inspection L V "Wm “WM", Probable Cum O H __________ Check ignmon timing and kappa! clamance Properiy adiusied , Improperly udiusved *—© New propevly udiustod __ ___________ Adi-m m: carburelov an scww E E E s E l E a g 3 “'T‘W”: l l : 168 6.3 TROUBLE SHOOTING Douriplion of "cable Inspection e Adluumml Probable Calm Properly adiusled No alr leaks ; Proper spark Improperly adiusled Eximnce 0! air leaks Weak spark or no spark "DI Improper rpm (high speedl _ Check Ior air leaks around me carbureror componenls Remove ms spark plug, and wilh me cap lnsrelled, ground In. plug, kick me runner and check Ior xpark —® Lean fuel mixInre (tum screw in lo correcrl —® Rich lusl mixlure lIurn screw on" Io correcfl —© DeYecflve cuvburewr imularor gaskel r—® Carburelor insulanr improperly Iorqued l—@ Delecnve eurburomr insuleIor or improper totalling ‘—® DeIeelive or dlrry plug —® Defeeme spark gap palms —® Grounded condenser I—® Delecllve Ignition coil ‘—© Improper spark gap ediuslmenl Dauripfim or luspecfion r. Irouble Adlmfmam Pmboble Cause 0 k ________ _ Check nmon Iiming and lappev adiuslmam l : Properly odiusved Improperly udiusled Disconnect Ihe fuel lube — - m Ihe fuel cock and check the fuel flaw ® NoI properly adiusled 6. INSPECTION AND ADJUSTMENT 169 Description of trouble Inspection 5. Adinmnent Probable Cause l Flops! flow Improper flaw Remove the catharetot and check tar clogged iets Not clogged Clogged Check by replacing the carburetor mam tel Condition worsened Condition improved Reinnall lite oviginal min 't and check lhe valve f— Ptope! tuning Timing is of! Check the valve spring Good condition Spring weakened ——® insumalenl luei in the tank —® Clogged tttei tube —© Clogged veil! hole in inei Cup ~© Clogged fuel cock 6) Remove the obstruction —® Jet size is too smalir iet of larger size should correct tne trouble (2 When the condition is Improved by using a smallsr size, the ulr cleaner is clogged or the choke does nol lolly opan (D The com sprocket alignment mrks are not in alignment © Detective spring h 170 6.3 TROUBLE SHOOTING Ev Excessive oil consump'lon Exhaust blue or block smoke Doscrlpfien ol trouble Exhaim unvisibla Exhausi unvlsibla Exhuvs' unmible —’.—_J I Exhaiui blank or blue smoke : Exhaust white smoke ‘ ; soon «he: iiie valve i . closed Exhaust willie smoke _ Cominue lo crank at low lnlpecfion a. Adi-miner" ProbuHe Cause Coniinve lo crank of high speed Accelerats and Iry is close lhe mom. valve InsIaMly speed —(D Cyiindar and pision vings are worn 43 Excessive ail in mink case —@ Piston iings are anamblod reverse in pision upside down —© flows on iiie pision or :yfinder —@ Blowhole exisi in compression 1 miion ._© Ope rigs a! all lines piston rlngs are lined up oi iiie same locaiion —(n Inle! valve guide or valve siem are worn —® Fming oi iniei valve guide io cylinder head is loose —® Exhausi valve sieni and guide are worn —® fining oi exhausl valve guide is loose 6. INSPECTION AND ADJUSTMENT 171 F. Clutch operate: faulty pereriprion of Inspection A rreuei. mum," Probable Cause Adiusi ciuren properly AG) Clinch spring is weakened —® Cluinh pressure pine is worn and disrpriesi w® Clutch plans A and B, are worn and dismned —© Clinch friclion dixc is wom and dimmed Pull rhe cirrreh lever and shit. the low gear in Engine stops D or snm operpies reuiry Description er lrwble k ———————— [Clutch opereies seririacrpriiyi Gear does not 5 ii in Gear inmps our > whlle running —® Disipnion al clinch plaie or n disc ® svrerrgih of each clulch spllng IS uneven Prob: ble Came —® Dowel 0! goal slim drum is broker. —® Puwl 0! gear shill arm I: broken -~© Gear snin drum and shin lork operate unsrnopmiy —@ Gaul shin arm spring is broken —® Gear shin lotk ls broken lwhlch makes dilflcull no shit: the gear) © siriir rerurn spring is broken 2) shining spindle [complete] hiis crank case or cover G) Shlh for is disloned Warn (2) shin dwm srapper spring I: bloke" or weakened 172 6.3 TROUBLE SHOOTING H. Engine runs with unusual noise Deseriolien oi trouble O — Tapper noise Knocking noise irorn plsion ‘i Cain chain noise Knocking noise irarn i elureh — Crank noise Primaly gem noise I. Vehicle sieers faulty Deseriplion oi irouble O Piobahh Cause — Excexslve clearance in iappei ——® Rocker arms are worn unevenly —@ flsion and evlinaer are worn ~® Aeoumelaiian oi carbon in eombusiion chamber —@ Wear oi piston pin and pleran end ai eonneeiino rod —© Expansion oi chain erg) Teerh oi earn xprockei end liming spiockei are worn -© Cain chain xensloner opeioies unsuiislociorily —(D Excessive loosenesx of teeth oi cluich friction disc and cluich outer w<2) iaosenea oi elureh eenier spline —® Swinging oi erankshalr —® Looseness oi bearing oi crankshaii «(1) Wear or irieiian oi primary gear —’2) Wear or primery gem aanper Probable Cause h ———————— llnilare ironi and rear iires io specified air pressure) —— Hard sieering W From oi rear wheel wander Tomi: la sirid io » one s e .47 7.-.. —-® Over ”ghren oi steering bull race ——® broken sieeri neel ball —® Bending ai sie ing siern —© Over iighien oi sleeiing damper —(D Looseness oi bearings oi irani and rear wheels fig) Deiarrnaiion oi rims a! ironi and rear wheels —® Loosen»: ol spokes —® Looseness 0! rear icik plvoi bushing and center collui l—G) Disioriion oi irarrre l—® lncarreci adinsimem oi drive chain adjusier r—® Detective iire l—® Looseness oi steering system —® LB" and lighl cwhicn 0' (roll! or roar are unbalanced La) Conner oi from and rear wheels are noi aligned —@ Bending oi lreni loik —@ Banting oi rear fork —© Bending of "0M axle and lllfing 0’ from wheel —@ looseness ei sieerlng sysren 6. INSPECTION AND ADJUSTMENT 173 J. Front or rear suspension functions faulty ._ Ducripiion oi iroublc Piabable Cum (— -------- lrroper air pressuie in (mm and rear wheelsl —@ Weaken main swing E —® Excessively heavy load —® Incovrefl udiusimem 0' rear cushion . —' Cushion is iaa soft I r 2 G) From cushion damper is no! working ~ Cushion is iaa hard (21 Rear euhion damper is no! working ® Incorrccl adluximani 0! rear cushion —© iricilan oi cushion case - - - - - . - » —® irioiian ol which case and spring » . - —@ Damaged cushion iioeper rubber 1 — Cushioning "01!. ~— _@ a." oi laur 101k , ‘ —@ Ben "lg oi ironi axle and iiliing oi lroni wheel —® Looseness oi steering syslern K. Defective brake Descripiion oi irouirle Probable Cause ——————— -lAi1|im iho brake sysiern pr'épo‘riyi ; No aainsiabie 590:0 ® Wei" of brake shoe cum saciion - \ [6) Wear ai lining surface cl brake xhoe ® Wear of brake cum . Noise is produéed ' i‘ when ihe psdnl ls :rdrepr-ssed . —® Foreign rnaierials adhering io bmks fining surlaoe 7Q) 110th oaniaei swims oi brake drum [(D Woar oi hroi. shoe @ Wear oi brake panel bushing (D Deleciive aperaiion o1 irani braie —® lmpiopei coniaai oi brake xhoe —® Waier or mud exisiing inside oi brake synem —© on or greoso adhering io brake lining .@ Wear oi brake pedal shaii sooiion i Dick. is inefleciive A 174 6.3 TROUBLE SHOOTING L. Quick expanlon of drive chain Dmdpflon of 5 mm. on abln Cause _ Earner production oi bugging © Improper periodimr adiusmm Excesslvs wear 0! —® Operming um wm. worn sprockac the sprocket —® Spvocker wmch does not m m. chain was insnlled ,‘i 3 ,4 A 7. WIRING DIAGRAM WIRING DIAGRAM 7 :3: :6: 52» E: 53 , Egg .5: a; a .E :5. E: :3; E: 5.: E: 5:... :23 “Eva; 2:5 5:: 2.55 5:: :55: I s: it 53:!“ as. :5“ =2“: 5.: , Ia. :55 :55 E: 52:. SEE Essa: £5 2.: 5.: SE: .32. :5: © ® :3 5:: E: E: E :E. 2: :5,“ E: :2: a a, a = mx s $.55: 5:5 5.3:. "2:5: :5: 5.22. “5.55.55“ 5?; ~25 12259 25.03: ozzEs 176 7 , WIRING 'DiAGRAM a: 3:53“ 3 :5." E; E: .52: is, 5:2 .5: sun 5:: .55 5:: i=9. x53 $225 as: 58 :23: . > . « 55% 5:2: . i. :9: .5; =s_m..._§ ES gm 2 a a. g _ .3, :E 52E: :8 =53. $3 55.. 25:: u :5” SEE s: =— 5: Ex E25 :5: n5 . == ...J I N: :z 5% ,5. as; .2 we... 5: as: 5.: .5. .3... A "E 25 :— fig 5:: 5:: :a: :5: E. 55. Es: a): i: .5: .5: 5.!sz E... 3...! 5;: .i: E: 83...... 2:; g 552 .55. Go E: :E: 5.3 5:: :5. is ._:s.._.§._ . V iii! :5, 5...; 2:5: 3:: 5...: ==§Es=a 5:2: 5.2:: .<.m.ifln,:<¢u<_9 @253 7177 7. WIRING DIAGRAM 55: was; 12,5 :23 2.2 5:: 26: 6:: is: us: VS: 5255 E5 2:55:28 5 56.20: oz: 5 a. g i , 325.3: a / 12:99.29 525.8 .92; 20:3. 55 $2. 2959 :22. 29. as; 3E. 22. .9: 2.362 E: .3; 55 II» :22 .2: E: :22: i: .5335 1! 5:5 .> E 3:23: .55 is ,w... .9652, Eva u 5 36; 2.3 ‘ EMS ‘ _ 3: 5:290: .6 5,, ms =zu A, , 2552:... 5% «is 25,. 2.5,. $3“ “Em 3;.— .sé 52:05.. was? m m M D G W R W 7. 52:28 a ( 3:2; 35! .2: a, .6, :5; 25: 3: .52:on , 23.5: a; E5 552 9,5: :5 “5;; 6:5 223: 5:2: m. E:— 22823‘ 5:5 522:. $56.. “.3 E: .25. €2.59; 259:: 92.53 x ,_ , . o: 36a 25, SE: E: :5 523% an: $3.. .228 E E g 7. ( 5 29:29 6:5 .626. 2 . Iulé , £02,; a 5.qu u ,M, u {2.3. @506: 3%,. as : 5299: ; .2: x .o: .o 6.2 .23 25, . to $5.3; :29» 2.2 29.: m E s z m, = 29.3 523 :22: E: 2,2 3: 29:31 am” 3: 3.. 9E 9: 2: II. is Egan; HONDA 250/350 MODELS CB/CLZSO - CB/CLGSO SHOP MANUAL Published by HONDA MOTOR CO, LTD. FORELGN SERVLCE DEPARTMENT 4429-“ Niikum Yamm—nmchi, Somme-ken, Japan Primed by YAMAGATA PRINIING CO., LTD. 5.34, 24m". Talmhimu-dofi. Nam-kw, Vokahmm, Japan May was Copyrigm reserved HONDA MOTOR OO., lTD. ® '69.9 6E) A3. PRINTED IN JAPAN N SHOP MANUAL HONDA SL350 l SHflP MANUAL SUPPLEMENT HONDA 250 ' 350 FOREWORD A new model, the SL350, has been added to the 250CC-350CC series motorcycles (CB 250/350, CL 250/350). This new model uses the same basic frame and engine, therefore, a Shop Manual Supplement is published rather than a completely new manual This supplement contains only information peculiar to the SL350 and will be used in conjunction with the HONDA 250-350 Shop Manual on those sections which are common. When seeking information on the SL350, refer to both the SL350 supplement and the basic HONDA 250-350 Shop Manuals. The index on the following pages are keyed to the pages of both manuals. CONTENTS Reference Page Shop Manual Shop Manual Honda 250.350 Honda SL350 (Supplement) 1. TECHNICAL DATA 1 1— 4 2. SPECIAL TOOLS. 5' 6 3. ENGINE .......... 7a 8 fir-iflr General Description of the SL350 H 7 3-1 Main Features ................... 13 3.2 Power Transmission System... 13 3.3 Dismounting the Engine“ 7 3-4 Remounting the Engine . 8 3~5 Cam Assembly (Cam Case, Camshaft, Rocker Arm Pln) . 15~19 3-6 Valve Mechanism (Cylinder Head, Valves) ................ 20—26 3-7 Piston and Cylinder ..... 3-8 Cam Chain Tensioner, 31—32 3~9 Lubrication System (R. Crankcase Cover, Oil Filter, Oil Pump) 32—38 3-10 Clutch ........................ . . , 3-11 Crankshaft (Connec ‘ng Rod) . 3~12 Transmission. 4. 3-13 Gear Shift (Gear Shift Arm, Gear Shlft Drum, Gear Shift Fork) 48—50 3-14 Kick Starter ............................................. 50—51 3-15 Crankcase (Upper and Lower) 3~16 Carburetor ................. {rSpecification of the SL350. B 4. FRAME ........................... 4-1 Handlebar .................... sizDescription of the SL350 4-2 Fork Top Bridge .............. i‘rDescription of the SL350 . 4-3 Front Cushion .............. sizDescription, disassembly, inspection and reassembly of the SL350 ..... 4-4 Steering Stem fiDescription, disassembly, Inspection and reassembly of the SL350 .......................................................... 11‘12 4-5 Fuel Tank .................... . 67—68 firDescription of the SL350 , ............. 13 4’6 Fram Body ........ ,. 68—70 it’Description, disassembly, Inspection and reassembly of the SL 350 .......................................................... 13—14 4~7 Seat. . 70—71 fiDescrrptlon of the SL350 . ............. 14 4-8 Stand, Brake Pedal and Step Bar. 71—73 4~9 Muffler ..................................... 4-13 4.14 5. ELECTRICAL .......................... first: General Description of the SL350 . 5-1 5-2 5~3 5-4 5~5 5.6 5~7 5-8 6. MAINTENANCE ........... 6-1 6.2 6-3 Reference Page Shop Manual Shop Manual Honda 250-350 Honda SL 350 (Supplement) .............. 14—15 . 74 s’lDescription of the SL 350.” Air Cleaner ................ izDescription/ disassembly, inspection and reassembly of the SL 350 .......................................................... 15 Rear Fork and Rear Fender .............................. 75—76 irDescription, disassembly 'nspection and reassembly of the SL 350. . Rear Cushioni fiDescription, disassembly, inspection and reassembly o 15-16 the SL 350 .r “17—18 Front wheel i . {rDescription and tire recommendation of the SL 350‘ 18—19 Rear wheel .................. stirDescription of the SL350 .i 19 20—21 .20 Ignition System i , . . 91—100 Generating System . . .100—103 Rectifying System ,, “1037105 Battery ......... 105—110 Starting System i 111-114 Safety Equipment . 115420 Switches ........ . . 120-124 {RStarter/ Lighting, Kill Switch Wiring Diagram ................. Maintenance Schedule . Torque Tightening Standard Trouble Shooting ............. ~44¥r 1. TECHNICAL DATA Item English 3 Metric DIMENSION Overall length 79.5 in 2,020 mm Overall width 1 33.3 in 845 mm Overall height l 46.5 in 1 1,180 mm Wheel base 528 in 1,340 mm Seat height 33.1 in 840 mm Foot peg height 12,6in 320mm Ground clearance 8.3 in 210 mm Curb weight | 353.3 lb 165 kg Weight distribution F/R l 172/191,8|b l 78/87 kg FRAME ’ Type Semi-double cradle Suspension, F Suspension, R Telescopic fork Swinging arm, de carbon suspension Tire size, F 325—19 (4 PR) Tire size, R 4.00—18 (4 PR) Brake, F, lining area internal expanding shoe, 809 sq. in X 2 (52.2 sq cm X 2) Brake, R, lining area Internal expanding shoe, 73 sq. in x 2 (51.0 sq. cm X 2) Fuel capacity 2.4 US. gal. 2.0 imp. gal. l 9.0 litr Fuel reserve capacity 42 U.Sipt. 3.5lmp,pt. 2.0lit. Caster angle 62“20’ Trail length 4.33 in g 110 mm ENGINE Type O.H,C, twin-cylinder, air cooled, 4-cycle Cylinder arrangement Two cylinders in tandem Bore and Stroke 2.52><1.992 in 64x50.6 mm Displacement 19,8 cu-in l 325 cc Compression ratio Carburetor 9.5 Keihin, constant velocity Valve train Chain driven overhead camshaft Maximum horsepower 33 PS/9,500 rpm Maximum torque 19.3 lb»it/8,000 rpm # 2.67 kgr-m/Bpoarprm Oil capacity 4.6 US. pt. 3.9lmp. . 2.2 t. Lubrication system Forced pressure and wet sump Engine weight(include oil) 119.1 lb 54 kg Item 3 English '1 Metric DRIVE TRAIN ‘ Clutch Multi—plate, wet type Transmission 5 speed, constant mesh Primary reduction 3.714 Gear ratio 151 i 2.353 2nd i 1.636 3rd I 1.267 4th 1036 5th 0.900 Final reduction i 2500 Gear shift pattern Left foot return type system ELECTRICAL { Ignition r Battery and ignition Coil Starting System _ Starting motor and kick pedal Alternator 1‘ AC generator Battery capacity 12 V712 AH Spark plug NGK BVSES PERFORMANCE Max speed in gear 1st 1 34 mph 54 kph 2nd l 49 mph 7 78 kph 3rd 63 mph 101 kph 4th . 77 mph 123 kph 5th 80 mph 130 kph Fuel consu mption 115mile/U.S.galr at 22 mph } 140miIe/lmp.gal. at 22mph l 50km/lit. at 35 kph W Climbing ability 2 25" Turning circle 131m l 4.2 m Braking distance 50ft at 31 mph l 15m at 50 kph Special equipment ‘ Headlight bulb : 12V735/25 W Tail/stoplight bulb : 12vr7/23 w (HH'Sd 15) NOIidWflSNOO 130:1 ( W-UX) EHOHOJ. iJVHS TEN—J“: Dmmnm mgozm ”OFXE o m h 0 m w 0— ‘mp 8m .. ‘ :AKIF o8 ‘ .Irli‘ In ad ‘ 4H :‘w m ‘ NH ‘ \ 3:\‘ 1 1/ ; x \ If 06 ,. ‘ HMFIMM .. ‘ 1 M‘WHI.” / \ m>~5U mUZ<<<¢Omxmm mZ_OZm own 4m. mm on mm (8d) incuno iivHS (SM) EOHOj DNINHCI AEIEZVC Dmmuw UZSED EN 1‘ \“ 2 “Ex um— m>~5U mUZ<<<¢OHEmm ._<2 0.8 mm(0 031in)><2 Float height 26:0.5mm - SJ. (Slow jet) 4. FRAME .HANDLEBAR 32,28 Unltl inlmm) sf: Description (320) The handlebar is a ladder type similar to ‘I that used on the CL 350. It is designed slightly elevated for use especially suited to on and off road riding and to lessen riding fatigue from long road work. (Fig. 6) Removal, inspection, and installation are the same for the CL 350, therefore, refer to 250~ 0— T 350 Shop Manual. (— L 492 (125) 783 (199) fig. 5 Handlebar .FORK TOP BRIDGE 51: Description The fork top bridge and the handle pipe upper holder are painted flat black to pre- vent annoying reflection Further, to pro» vide good steering stability on rough roads, the fork top bridge is used to clamp the top of the front fork, The fork top brige is made larger, incorporating two mounting bolt holes and a steering stem setting bolt hole (Fig. 7). Fig. 7” 'rork top bridge .FRONT CUSHION @ Fork mounting bolt if? Descri ® Steering stem setting bolt Front fork is assembled into a complete unit by the fork bottom bridge, axle and the fork top bridge and their respective mounting bolts This three‘point mounting design provides a highly rigid unit for good stability. The front cushion is a telescopic type with a 67 inch (170 mm) range of travel, ,® <2? 39???? \ Q? /. LI Winn ——s. 125 '8‘ ‘ [500) A, , ms mo) K (mi a“ (533i, (728) Q) Front cushion spring ts; Front fork oil seal Fork pistol-r set ring @ Front fork pipe Front fork bottom case ® front fork piston 3 Front fork dust seal 0 Front fork pipe guide in Fork piston stopper ring internal snap ring Fig. 8 Sectional View of front Cushion 9.x , Fig 9 Removing fronts fork assembly Figs 11 Component parts of front fork q) rroni fork bottom case (57 Front fork dust seal (3) Front fork pipe @ Front fork DII seal (5“ 44mm internal snap ring @ rront iork cushion spring ® 24 mm internal snap ring (9 rrunt fork bolt f: Disassembly ’l. Raise the front wheel off the ground by placing a support under the engine 2. Remove the front brake and speedo- meter cables from the front wheel panel 3. Remove the front wheel. 4. Remove the reflectors ® and loosen the headlight mounting bracket screws, (Fig. 9) 5. Loosen the front fork fixing bolts 62) and remove the front fork assembly from the frame. (Fig. 9) 6. Remove the front fork top bolt and drain the oils 7. Remove the front fork dust seal. 8. Remove the internal snap ring ® by using a special pliers (Tool No. 07073— 07401) ®r (Fig. 10) 94 Pull out the front fork pipe from the front fork bottom case. 10. Remove the front fork piston. {‘7 Inspection 14 Front fork bottom case Check for cracks and distortion. The cylinder case interior is checked with a cylinder gauge ®. (Fig. 12) Unit: in (mm) Item [Standard value Serviceable limit Cylinder 147634.477? 1.4834 diameter (37.;37539) (37,630) Hg, 12 Measuring inner diameter oi bottom case 2, Front fork piston Check the piston (D with a micrometer Q). (Fig. 13) Unit: in (mm) Item Standard value Serviceable limit Piston 14722—14732 ‘ 1,4713 diameter (37395-3742) (37 385) i: Reassembly Perform the reassembly in the reverse order of disassembly. Note: 1. It is recommended that all set rings, stopper rings and snap rings be replaced with new items, 2. Apply petroleum resistant grease be- tween the main and dust lips of the front oil seal. Install the oil seal ® into the front wheel bottom case with the oil seal driving guide (2) (Tool No. 07054—27301) and weight (3) (Tool No. 07054-29201). (Fig. 14) 3. Install the snap ring positively into the retainer groove. Fig. 14 Installing on seal 4. Assemble the cushion Spring into the Case with the smaller pitch of the coil toward the bottom. 5. After installing the front fork on the frame, fill the fork cylinder with 11~11.6 cu—in (180~19OCC) SAE 10W730 oil of good grade. 6‘ If the front fork mounting is misaligned, the steering will pull to one side, the- refore, before installing the wheel, align both front axle holes by inserting a shaft through the axle holest (Fig. 15) Fig 15 Aligning both front axle holes .STEERING STEM 1’} Description The steering stem is mounted into the frame head pipe supported by the upper and lower steering balls. An oil damper bracket which mounts the steering oil damper is installed on the right side of the fork bottom bridge together with the horn. Its function is to improve steering, prevent handle vibration, and dampen shock when travelling on rough roads. A handle lock is incorporated into the fork bottom bridge, identical to the CL 350, and it can be removed as a complete assembly by inserting the key, turning counter- clockwise and pulling. When performing the installation, do not forget to install the handle lock springs r: Disassembly 1. Disconnect the front brake cable from the brake arm and the clutch cable at the lower end. Disconnect the throttle cable at the carburetor and the wiring harness located within headlight case. Remove handlebar by unscrewing the four 8mm bolts from the handle pipe holder clamps. 2. Remove the front wheel. 3. Remove the top bridge plate. 4. Remove the steering oil damper from the bottom bridge plate and the damper Fig.16 Steering oil damper @ Steering oil damber brocket @ Steering oil damper @ Horn bracket with horn. (‘3 Fm" b°"°'" br'dge 5. Remove the headlight and front fork. 6. Remove the steering stern top nut 6) using a hook spanner (Tool No. 07072— 20001) and pull the stem out the bottom. (Fig. 17) Note: Do not drop out the steel balls during the steering stern removal. < Inspection 1. Check the steering stern for bend and deformation. 2. Check the steel balls for wear and cracks. 3. If heavy steering is experienced while riding, it is probably due to either the worn steel balls or the broken balls, Replace the balls to correct the trouble. 4. Check the steering oil damper for dents, damage or fluid leakage. lf defective, it must be repaired or replaced. Fig. 17 Removing steering stem lop nut :7 Reassembly Perform the reassembly in the reverse order of disassembly, however, special attention must be given to the following points. Note: 1. Use sufficient grease when installing the steel balls of 1/4in. (6.35 mm) dia. into the ball races (18 for the upper and ‘19 for the lower races). When removing the steer- ing stern, care should be taken not to drop any steel ball. 2. When mounting the steering stem, the steering stem top nut should be tightened so that only slight pressure is applied and there is no slackness in the steering cones. To check tightness of the steering, tilt the front wheel to either side slightly and let the handle to start moving by its own weight. If the handle does not move by itself or there are gape between races, readjust the steering stem top nut, .FUEL TANK 17 Description The fuel tank is mounted on the frame body directly above the engine and is installed on the frame body and through the fuel tank rubber cushion. Stripe lines are painted on both sides of the tank. A flip open type of tank cap is used to facilitate refueling. Removal and installation procedures are identical to the CL 350, therefore, refer to the 250-350 Shop Manual. Fig. 18 Fuel tank .FRAME t’z Description The frame is of a semi»doub[e type tubular steel construction, similar to that oi the CL 350. This design is particularly suited for rough road. It is further strengthened by the addition of a sub tube bridge welded between the sub tubes. A fender stay is welded on the rear extension of the half frame for mounting the rear fender. Fig.19 Frame @ Rear fender stay @ Sub tube bridge @ Lower cross member (9 Half frame 5 Sub tube Front down tube ® Head pipe ® Half pillar sir Disassemhly 1. Engine dismounting Refer to engine dismounting section on page 7. l 2. Seat ., Unlock the seat latch, raise the seat and remove the two 8mm hex. nuts at the seat hinge. Then separate seat from the frame. 3. Fuel tank When dismounting the engine, the fuel tank is also removed at the same time. Refer to page 7. 4, Air cleaner l Remove two air cleaners as described on page 15. 5. Steering handle, front suspension and wheeL Remove these parts as described on page 10~12. 6. Rear wheel Remove the rear wheel as described on page 16, 7. Rear cushion Remove the rear cushion as described on page 17, 8. Rear fork Remove the rear fork as described on page ‘16. ivlnspection 1. Inspect the weld joints for any breaks or cracks and the steering pipe for twist and bends 2. Check the frame paint coating for rust spots. i? Reassembly Perform the assembly in the reverse order of disassemblya .SEAT i7 Description The center of the seat is made into a de» pression changing gradually from a flat sur- face to a series of ridges covered with vinyl leather. This provides good seat holding on rough roads: also, the sponge rubber cushion used in the seat absorb shocks and vibration for more comfortable riding. The bead stiching on both sides has been re- “8' ’Sea‘ placed with rivets for greater strength. (i; 5e“ latch The seat is unlocked and raised toward the rear for access to the battery, selenium rectifier, starter solenmd and the winker relay for inspection, Refer to the 250350 Shop Manual for removal and installation procedure, .MUFFLER {1’ Description The exhaust pipes are mounted to their respective right and left cylinder head with exhaust pipe joints and 6mm bolts and nuts. A double split exhaust pipe collar together with the packing at the mounting flange prevents exhaust leaks at the joint. (Fig. 22) rig. 21 Muffler Fig. 22 Q) Exhaust pipe ioim @ Exhaust pipe joint flange L2: Exhaust pipe joint collar @ Exhaust plpe joint collar Q3) Exhaust pipe gasket Muffler assembly @ 8mm hex. nut 15 The muffler and the exhaust pipe are an integral unit which is mounted the units on the mufler bracket with a 10 mm hex. bolt. A US Forestry Service approved spark arrester is installed within the muffler to prevent the emmission of hot sparks when riding through forest and mountainous regions. Attractive muffler protectors are mounted to protect rider from burn. Note: Refer to the 250-350 Shop Manual for removal, inspection and installation procedure. Disconnection of the muffler and exhaust pipe or disassembly of the muffler cannot be done. .AIR CLEANER 1? Description Two air cleaner elements are attached, one on each side of the frame and both elements are interconnected with a passage built in the frame. Both elements are made of filter paper which requires dusting at specified intervals. 4; Disassembly ‘1. Remove the air cleaner cover by pulling off at the rubber mount. 2. Unscrew air cleaner fixing nut i), attach— ing bolt 6) and connecting tube screw 6) and then withdraw the cleaner from the frame. (Fig. 23) ; Inspection 1. Holding the element, tap it on a flat board to remove all the dirt trapped in the element. Apply a light pressure of compressed air from the inside, blowing out to remove any dirt still trapped in the element. (Fig. 24) 2. Check the element to ensure that it is not split or cracked. Also check the bonded section to ensure that the joints are not cracked or open. if doubtful, install new item. 3. Check the rubber packings 6) installed on both the right and left passage open- ings for damage. Replace if necessary. (Fig. 24) ::*Reassembly H5. 24 Air cleaner element Perform the reassembly in the reverse order of disassembly. Note: Be sure to install the packing. O REAR FORK it Description The rear fork supports the wheel and pivots at the rear fork pivot bolt to proivde a swing action. It is constructed of steel tubing for greater strength and durability and mounted throught pivot bushing on lock side and lubricated with grease for smooth operation. '3: Disassembly 1, Place a block under the engine to raise the rear wheel off the ground. 2. Remove the chain, the rear wheel and the drive chain guard. 3. Pull out the rear fork pivot bolt ® and remove the rear fork 3;. (Fig. 25) E‘: |nspectian 1. The rear fork should be inspected for distortion. Insert the rear axle through both pivot holes in the rear fork and .25 Removing rear fork check the rear fork for alignment. 2. Measure the inside diameter of the rear fork pivot bushing and replace if beyond the serviceable limitl Unit: in. (mm) ltem Standard value ‘ Serviceable limit lnside diameter of 0.787~0.789 0.795 bushing ‘ (20.000~20.033) ‘ (20.18) 3‘ Check the rear fork bolt for bend. Rotate the bolt on a V-bloc and measure the amount of bend with a dialgauge. irkeassembly 1. Apply a liberal of grease on the pivot collar and assemble it into the rear fork. Insert the pivoit bolt from the right side, and then install and tighten the 14mm self lock nut. Tightening torque is 65.0779.5lb-ft (900—1200 kg-cm). 2. Install the dirve chain guard and the rear wheel. 3. lnstall the drive chain and the rear brake pedal and drive chain tension. O REAR CUSHION 13 Description A De Carbon type damper containing nitrogen gas under high pressure is contained within the cylinder to maintain a pressure against the oil. This prevents bubbles from being produced in the oil during compression. lt assures positive damping action. The spring force can be adjusted to three positions according to carring load and riding condition. The stroke of the rear cushion is 3.62m. (92mm). UNIT I MM MAX 3'32 MIN :50 lsLsET 213.5 l 2ND SET 2‘8!) 3RD SET 203 5 // ll, © C Rear shock spring guide Rear shock spring lower seat Rear shock damper unit 6) ©©® (1) Cllp @- Rear shock spring seat stopper @ Rear shock spring upper seat @ Rear shock spring Hg, 26 Sectional View of rear suspenSIon @@lns w Disassembly 1. Remove the blind nut from the upper mounting bolt of each rear shock spring. Remove the lower mounting bolt and withdraw the rear shock spring, 2. Remove the spring (1) from the shock spring unit by using the rear cushion ‘ disassemling and assembling tool (Tool No. 07035—31001) Q). (Fig. 27) Turning the handle of the special tool clockwise will gradually compress the spring, permitting the removal of the spring upper seat. As the handle is turned counterwise, the special tool can be separated from the cushion spring allowing the damper unit to be disassembled. fig. 27 Disassembling rear shock spring is Inspection 1. Check the body of the damper for dent or damage, for fluid leakage or lack of damping effect. If any of these defects are found, replace the whole unit as the damper is not repairable. Caution: The cylinder is pressurized by the nitrogen gas to approximately 568.8 psi (40 atm.), therefore, no attempt should be made to disassemble the cylinder. rig.za Measuring tree length of spring Fig.2? Component parts of rear cushion t1; Rear shock sprlng seat stopper (2 Clip (33 Rear shock spring upper seat (.9 Rear shock spring 6* Rear damper unit Bead Spacer Fig. 30 Tube air valve hole and bead spacer hole 2 Check the free length of the spring ® with a vernier caliper ®. (Fig. 28) If it measures less than the specified value, the spring should be replaced Unit: in lmm) Item ‘ Standard value ‘Servicrable limit Spring free r 877 i 8.54 length l (2229) l mu 3. Damping force connot be measured, therefore the test is performed by com- pressing the rear damper unit by hand: normal operating condition is indicated by a greater resistance on the extension stroke than on the compression stroke. ff Reassembly Install the rear shock spring onto the rear damper unit with the tapered end of the coil toward the top Perform the reverse order of disassemblya . FRONT WHEEL 1’: Description Practically all of the parts such as the wheel bearings, wheel hub, brake backing plate, brake drum and shoes, spokes and etc, are the same as those tor the CL 350. The major differences are in the semi- knobby tires (325194 PR) used on the SL350 for better holding when travelling over rough roads and a newly desined rim having a 8.2 mm hole for the installation of head spacer to provide good contact be- tween the rim and tube, and preventing them from shifting due to shocks when travelling over bad roads or when making sudden stops. When changing to standard tires for city or high speed riding, there is no need to replace the rim or remove the bead spacer. The procedure for the removal and installa- tion of the front wheel assembly, bearing removal, serviceable limit of the drum wear, brake shoe and tire replacements are the same as for the same as for the other series and should be referred to the 250-350 Shop Manuala . TIRE RECOMMENDATION The following recommended road tires should be installed for street and high way riding. One of the following classified groups is recommended. Do not use front and rear tires in different classified groups as a set. Group 1 Brand ‘ Manufacturer Size ‘ Maggi?” ® Front: 85. RS—10 Bridgestone Tire Co., Japan 3.00719 26 psi l Rear: Bis. RS—TO ‘ Bridgestone Tire Co., Japan , 350718 , 28 psi “ Front: Elie??? 1» Bridgestone Tire Co” Japan 1 3.25719 ; 28 psi ® l . i l ‘i Rear. Efii‘ecsiugfé i Bridgestone Tire C0,, Japan 1 4400—18 : 28 psi ® l Front: Dunlop F3 ‘ Dunlop Rubber Co, Japan 3.25-19 , 26 psi Rear: Dunlop K87 Dunlop Rubber Co., Japan 350—18 1 28 psi Note: The specifications for off-the~road running are indicated below Tire wheel J Brand j Size l Air pressure (cold) Front 3 Dunlop trail universal : 3.25—19 . 14 psi ~ ‘ 1 l Rear 7 Dunlop trail universal ‘ 40048 E 17 psi .REAR WHEEL 7'; Description Similar to the front wheel, the parts for the rear wheel are the same as those used on the CL 350 with the exception of the semi- knobby tire and the rim designed for the installation of two bead spacers for off-the~ road riding. For disassembly, inspection, repair and re— assembly, refer to the 250-350 Shop Manual. The normal tire change is the same as for the front wheel and should be referred to in the section of tire recommendation. Bead Spacer 8.2mm dia. (Bead Spacer Fig. 31 Tube air valve hole and bead spacer holes 5. ELECTRICAL . GENERAL DESCRIPTION All parts used in the electrical system are the same as those used in the CL 350, with the exception of the ignition coil, horn and speedometer, As a safety and emergency feature the ignition circuit is exposed and a kill switch has been incorporated to shut off the engine. Description of the special parts. filgnition coil The wires in the harness connecting the fuse, condenser and breaker points are oi a larger size, itHorn The center distance of the horn braket mounting holes has been made greater to permit the use of the same bolts for mounting the steering damper braket, i‘rSpeedometer The design of the dial plate has been changed to indicate the speed ranges for on-the- road riding, however, the speedometer main unit has not been changed Refer to the 250~350 Shop Manual for information of the disassembly, inspection and reassembly of the respective components .STARTER LIGHTING KILL SWITCH The starter lighting kill switch is located on top of the right handle bracket, (Fig. 32) sassembly 1, Separate the switch bracket by removing the two switch mounting screws ®t (Fig. 33) 2. Disconnect the throttle cable and con— Hector, 3. Disconnect the wiring harness within the head light case and remove the switch “532 @ Ignition switch @ Starter switch assembly. ® Headlight Control switch {zlnspection 1. Check to make sure that the resepective switch positions are functioning properly 24 Push the starter button and check to see that the starting motor turns over. 3. Switch on the main key switch and check to see that the headlight control switch is functionin properly by setting the respective switc positions. :1: Reasse mbly Perform the reassembly in the reverse order of disassemnlyt Note: When installing the switch lower 4 housing on the handle bar, make sure if that the hodling pin is inserted into the » , , it handle bar sto hole and is tightened .33 a) Switch mounting screw together with t e switch upper housing. 21 5.25:... .0 .. w... .55.. \W/ 5:5 is... s... :5.” SEE...” Es. LE, =29... .5... ,. . .88. 2.53” .3. >2 :3: 52m 5.:— .. i. 0 5.5... 53.8 0:0 SE; 2...... 2...: 35...; 33.2.. wwwww , x H .. 5,5 E: snags E 33...... _. .w it: a. :3: 93.. 3.: .5 EC; @ G: 5...: 55.3 5.55.. S>