ANUAL . HONDA 5 SERIES MODELS CSO, CSO AND SSO HON ~ 65 SERIES MODE S C65 C65 o 565
.,
\
\ SHOP
UAL
HONDA 50 SERIES M9DELS CSO, CSOM
AND
550
HONDA 65 SERIES MODELS C65, C65M
AND
565
.
'
FO REWORD This is your ma·"·e-.::-:::= .::-:: serving ,guide fo r the Honda 50 series models C50 , C50M and S50, a c ·-e - ::-::.:: 6 - series models C65, C65M and S65. By follow ing •re - ""-proper servicing cc-
:::=:::-·:Jed and illustra ted i struc ions contain herein, t he
..-:::..- - : . -
.•. ::
him with the ge e·:::
re lative simplic i y . :::1 able r eference
, o
only wi ll it serve the
to the salesme n by providing
:::--- ::· ::- : .: --e -::•orcycl e as well as the de oils o lhe various ·
systems. : ·:: -:=::- --e a·agnosis of any trouble
The servic: f; its re pair
·::.::;.-::- -; ::::-:: -·::-. a~d the periodic inspection and
o -e -- - -- --= :
This manual ·s c . oea into sections .
spot and
r·
ee::
--= ---::-::- : e
=_-::-·a ing in t he peak condition .
e·g"· -:::- :;·::.::s ::-:: :=::-- g·oup b eing further divided
The respectiv e sections ore
inspect ion, se rvicing and r ea ssemb ly .
::::-~:: -
:::::: --- :: ·-e ::::-s-·uc'ion, d isassembly.
By folio ·."-g ··e :::·::::e::_·:=: :._- -e:: -
- --i -:::
ual.
proper and tho r o ugh servi cing is assur ed. In preparing this publication, t he theo ry and princip le of o p e ration have
ee- :::mi t ed
so that more space co uld be ·a ll o tted t o the desc ripti o n of th e constructior- :::-:: confl gurati on .
Further, the emphasis is placed on pictorial repre sentatio n by
e
graphs and drawing to clearly illu str at e th e respectiv e comp onents withou
:e ::;=photores~ --ing
le ngthy wo r di ly desc ripti o ns. A ugust 10, 1 966
HONDA MOTOR CO., LTD. Fore·£- Se-. "ce Depa rtment Se
·ce Division
to
-I-
TAB E OF CO 1. FEATURES
E TS
........ .. .... . . . _________ •• _ •• _ . .... ... ......... . . .... .
A. Engine
................
B. Frame !C50, C50
,
c~.:
_ • _ .... ..... . .. . ......... .. .
:::::.:
3 5
C. Frame !S50, S651.. ...... _. __ ••
2. SPECIAL TOOLS
.. ... .... _
6 := ·-e
1. Tools Necessary fer 2.
Tools Necessary ' -
:: ~g'ne ..
: ·-= - ·::•e .
:::·:::::=-=
... . .... .
6
.. . .... . . .
7
3. ENGINE 3.1
Engine
9
1. Engine Desc-·::-·:- • • • • • 2.
Powe r Trc-_-· --· :- :::
11
-:-=-
11
3. Eng ine
a . Rem
11 _ .. .••••••••
b. ln~c =-·=- -·-·······-- . 4. Lubric:r ·::- :: _ =....... -...... 3 5. O il - : : ::. · - . :: = . . . . . . . . . . . . . . . . . .
11 12 13
.
13 13
3.2
b. 1-soec-·::- ................ . ... . .
14
c.
14
easse-r--:; '
Cyli nder Head . . . . . . . . . . . . . . . . . . . . . . . . • • • • • . . . . . . . . . . . . . . . . .
14
1. Cylinder Head Design
14 ~5
. .. ....... ..... .•.•• _.... . . . . . . . . . . . . .
a.. Disassembly . . . . . . . . . . . . . . . . . . . . . . • . • • • • • • • . • • . •• _ . . . . . b.
Inspectio n and repair ...... .. ........ ......•.....•. _.. . . .
c.
Reassembly
6
............ ................................
16
2. Va lve Seat Contact Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
3. Inspection of Va lve Contact Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
4. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
a.
Inspectio n .. . :. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. 7.
20 20
a.
Disassembly
............................................
20
b.
Inspectio n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
c.
Reassembly
............................................
21
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
Piston Ring ... . ... ... · . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
a.
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . .
23
b . Piston and Piston Ri ng Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
c. Reassembly 8. Valve Operating Mechanism .......... ... ..... ... .. .. . . . . : . . . .
25
9.
25
a.
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
b.
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
c.
Reassembly
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . · 26
Cam Chai n Tensioner . ..... . ....... . . . ........ . .. . . . .... .....
26
-II-
3.3
.......•... .... ....... .... .... ....... ... ....
27 27 27
er . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
a.
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
b.
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
c.
Reassembly
Right Cra nkcase C a.
Disosse--
b.
Reosse--
28 28
- s:::ec- -- . . .. . .... ... ....... - .......................... .. . . . . . .. . . . . . . .. .... .
28 29 29
eassembly
30
1 . C lu·::::- ..................•.• _ •.•.... .... . . ... ..... . . .... ...
3.4
3.5
2. C rankcase . ... ... . ... ...... - - - --
30
3 . Breather
30
Crankshaft a. Disassembly ... . .. . . .... .••• ---- -
31 31
b.
Inspection .. .. . ... ......•.• - • -
32
c.
Reasse mbly
33
.. .... ..... - • -.- -
33
Transm ission ...... . . ......•. ---- a. Disassemo : ... •.•• -
34 34
35
3.6
35 36
36 c.
3.7
36
Carbure tor (C- ,
37
1. Ai r Sys"e
38
2. Fuel a.
b.
Te- . . . . . . . . . .
3.
Fl oat C c- :::=·
4.
Choke IS!c-·-;;
5 . Function o' ; - :; a.
38 38
=- -. ----
a - - Slo " • _ =-
.. .
39 39 39
;:=--==-
=
Main je'
b . A ir jet . ... .•• c.
Needle je·
..•• •
-
d . Jet needle .... e . Throttl e
c
=
f.
Slow jet
g.
Ai r screw .. ..
-
6. Adjustin g the C::·::.·=-=· a.
High speeci ::::.
b. Adjusting
ro
c.
Adjusting ·re
d.
Adjusting
- - - - .
-
-
.......
-
••
-
-
.....
-
.
•
0
••
•••••
-
0
••
•
·-
•
••
••
•••
•
••
•
••
•••
•
0
0
•••••
•
•
•••
0
•
0
•••
0
•
•
•
0
•
•••••
•••
0
•
40 40 40 40 41
.................. .. ... ... .... .. . . .. .... . .
41
- - ---·- ····· ·· · ··· · · ·· ·· · · · ·· ·· ..
41
------·-·· ·· ·· · ·· ··· · · ····· ·· ·· ····
42
.................... ... . . .. . .. .. . . ....... . . . ....
42 42
.::--=-----. -. . . . . . . . . .. . . . . . . . . . . . . . . . . . . .
--=-=::. ==-=-
.=-:;:::::: •..
0
••
•
0
•
••••
•
0
•
••
0
•
••
0
0
•
••
•
:::::-==-:: ............. . . ...... . .. . ... . ...... . . . ..
--
•
•
0
•••
•
••
•
•
•
••
•
0
•
•••
•
••
••
•
•
••
•
••
42
43 43
-m-
---
4.1
..
~
- e
s _e m
~-
f
............................................
.!
C nc e IS orting system) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
Adjusting the Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
6. Carburetor Setting Table .................. . .... .... . ...... . .
47
E
49
::;~c-
c·.amber
Handle ...... . . . ... .. ..... . ............... . ... . ............ . . 1. Handle Construction . . .. .... .... ... ... .... .. .. ... ... ....... . a.
Disassembly ......... ... .. . . . .. . .. .. .. ..... . .. . ........ .
b . Inspection .... .. .. . ..... . ... .. ... ....... .. .. . .. .. . . .... . c.
4.3
4.4
4.5
Reassembly
50 50
a.
............................................
50
b.
Inspecti on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
50
c.
Reassembly
............................................
50
Front Cushion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
51
1 . Front Cushion Construction
51
Di sassembly
a.
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
51
b.
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
52
c.
Reassembly
52
Rear Cushion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
52
1. Rear Cushio n Construction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
a . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
b.
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
c.
Reassemb ly
53
Front Wheel
................................................
54 54
b.
Inspecti o n • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
55
c.
Re assembly
............................................
55
Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
56
1.
Rear Whe el C o nstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
57
a.
Di sassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
57
b.
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
57
............................................
58
..............................................
59
a . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
60
b . Inspectio n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
60
Braking System
c.
4.7
............................................
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
c. Reassembly
4 .6
. .. ... . . ............... . ...... ... ........ .. .
49 49 49 49
Front Fork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.
4. 2
44 44 44 44 45 45
,_. _
=
-::::
- -
............................................
60
Rear Fork Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reassembly
61
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
61
b.
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
61
c.
Reasse mbly
62
............................................
-IV4.8
4.9
Drive Chain .. ... ... .. -------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly ..• ---------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
62
b.
lnspectior .. -- - -
62
c.
Reosse~::
63
c.
63 64 64 64 64
r -e 3
64
Air Cleaner ..
1. Ai r C e::·:;- : :
4 .1 4 .11 5.
••-
65
er . . . . . . . . . . ..•• _.
67
E ECT ICAL SYS
5 .1
Starting Sy stem
67 68
.. ..••
1. Trouble Shoo··-;; 5 .2
Charging Sys te
5.3
Flywheel A .C. Ge
..
.
69
-
e·-·=
o il .... .... .. .... . ..... .. . .
1. A.C. Gere·:::·:::- . 2. Table f .... ::e- ----:
---- -
,.. ,....
5.4
5.5
~
=-
-"
--
-
Spar Be -=
3.
72
----.---
4. 5. 6. 7. Tr
- ·-·enonce . . .. ........ . ... . . ~::
1. Spar
5.7
5.8
::
H eat ?::-::e _
Spark
4.
Spark
5.
Main Spc•
.... ..-=~--
_ :: :::: ··e::-·. e Action ................. .
Turn signa l 1.
Insta lla tion
2.
Turn signal - ·: __
-:-· _::-
-
Checking Speedometer 1.
--
. . . . .
••••
••••
0
••
•••••
•
0
0
•
0
••
0
••••••••
n . .. .. .. .. ... . . . •. ..... .. ••
0
•
••••
•••
•
••••
•••
•
••••••
78 78 79 79 79 80 80 80 80
•• •• . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .
81
------------- ---··· · ···· · ············· ··· ·· ·
82 82
he C:::·- · : · := ·-s Se ....
0
= -::-
Horn ..... .. ..... ••
5. 10 Selenium Rectifier
s .- c;ton ... . ................. .
-=~==-
=
Battery Ins c Ue·:::· - •• -
5.11
-
=
Headlight ... ... ..•• Headlight T ro ::
73 73 73 74 74 75 75 76 77 77 77
-
3.
1.
5.9
e -
Spark PI 2.
70 70 70 71 72
-------
==-:: -- -
5.6
62
a.
e~ ·u m
Rectifier
. ...•.... ...... .......... ... .... .. .... ....
Speedome;e· - -:: _:: s ::-:::
:::··ec- e Action
. ..... ... . . . . . .. ... .
83 84
-v---:----- --.......
. .... ... ..... .. . . .......... . . . .... .... . .
84
. - .. . . . . .. .......... .... . ...... . . ......... . . ... ...... . . . .... ... . ... .......... . ......
85 85
::.--;;· .... e ~~- s--s ... - ... ....... .. ..... . ...... .. .. . ... . . ......... . . .
85 85
- -:.:==-- = I spection
eos ··~g Compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2. Vol e Tappet Ad justment
...............•...... ..............
85
3. Ignition Timi ng Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Con·act Points
86
88
5.
Spark Plug Adjustment
88
6.
Fuel Supply System .... ... . . .. .............. . .. . ..... .... . . . •
7. Fuel Strainer Cleaning
90
Oi l Filter Screen Cleaning ............ .. .. .... . ...... ....... . .
90
9. Air Cleaner Cleaning . .... .. .... .. ......... . . . .. . .. ... .. . ... .
91
8. 10.
Clutch Adjustment .. .. ..... .. ... . .............. .. . . .. . . .... .
91
11 . Carburetor Cleaning and Ad justment ..... ...... ..... .. ...... ... .
92
B. Lubrication
93
1. Parts Not Requiri ng Periodic O il C hange or Lubrico;io ...... ..... .
93
Engine Oi l Change .. ... . .. . ..... . ... ... ..... . . .. . .. ........ .
93
3. Greasing ....... . . . ... .... .... ... .. . . . ... ... .. . .. .... ..... . . .. . .. .. . ......................... .. ... .
94 94
D. Brake Adjustment ......... .. ..•........... . ... . .. . ... . ... ... ...
95
1. Fro nt Brake Adj ustment . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
95
2 . Rear Brake Adjustment
......................................
95
2.
C. Dri ve Chain Adjustment
E. Muffler Cleaning
.......................................... ....
96
Spoke Torqui ng ....... . ..... . . .... . .. . . .... ... .................
96
G. Battery Inspection .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
96
F.
H. Security Inspection of Parts !C50, C50M, C65 , C65Ml I. 6.2
7.
89
. ................•.•..................
..............
97
Security lnspecti0n of Parts !S50 , S65l . . . . . . . . . . . . . . . . . . . . . . . . . . . .
98
Periodic Inspection and Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
99
A
Daily Inspectio n
B.
Periodic Inspection
. . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
99 101
TROUBLE SHOOTING
103
1. Main Engine Tro ubles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 2.
Carburetor Trouble
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
3 . Engine Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 4.
Steering System . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
5.
Clutch System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
6.
Gear Change Syste m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
7.
Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 0
8.
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 0
9.
Drive Chain
110
8 . SPECIFICATIONS & PERFORMANCES ..... . ......... ........ . .. . ... . . . . 1 11 Specificatio ns ........
-~
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 11
Engine Performance Curve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 5 Dimensional Drawing . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 W iring Diagram . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • 122
1
RES
_ -
::::.:;~ ,
C50M, C65,
C65M, S65 and S50 models ore of
a
- ::::. and manufactured with 1he most up- to -dote f aci lities under
=:;~:: :;e 'ormi ng eng ine at low speed , quiet in operatio n, compactly ;;'~ •n ess of a mopet ye t possessing the performance and fee l of
--e lightweight a nd rugged ness of the new f rame is far superior t han _ -::- • ement in driving performa nce a nd comfo r t is hard to exceL :;:::ges are o nly few of the finer points.
G
E
CAMSHAFT (0. H. C. )
---=
::~:;;
ion of the chain driven O .H .C. affords uniform out put ext ending f rom the low to the high speed
- _ ;e ••.--, oui effort.
--------------------------------------------------~--------------------------------~=-
/
-
2.
FEATU RES
7.
2
SELF ADJUSTING CAM CHAIN TENSIO
/
An oi l damping system is employed to c::::::·:: ·-o c oin vibration and which also provides quiet operation even at high speed.
Tensioner pushrod head
Ca
Oil damper strainer 14mm sealing washer 14mm sealing bolt
3.
EASY TO HAND E, C50, C65, lncorpo·::-e: _C50M, C65M: simplify -::-::. -~ 550, S65:
The clu:c-
-:-::-: :: _-::- ,.,'Jicft operates in conjunction with
- ---=
e e·
the
change
pedal t o
exceedingly light.
4. SCREEN AND CENT RIFUG • The engine o il is doubly "'·e·e:: the engine.
5.
e - -a·e engine ports wear and greatly prolong the life of
CLUTCH SYSTEM C50, C65, The centr ifugo. - _C50M, C65M: easy gear cho~g-- ;
=:
e· ::::: :: _-:- s incorporated into t he gear change system to pr ovide ... - ... ~ . .oin eno nce.
--
- --
6. PRESSURIZED LUBRICATION An oil pump is installed to press~·e to give them added durability arc -.
7.
::-·-c
Full C omplement of Electri cal _ Complete and d istinct safety i:e-.s to safe driving.
-=-
o
. o ing components (crankshaft and re lated parts)
e
::s - ~e 'leociligh , a :llight, turn signal lamp and horn provide assura nce
-Oil filter screen
CSO, CSOM, C65, C65M) is an orig 'nal Honda, un'que, not found in any moto rcycles or scooters the world over.
1.
4 2.
FEAT URES
EASY HANDLING
--=
The cover !leg shield) incorpora ted ·--:: =--• ogether with the deep w ell ed front and rebrfenders make it p ossible to rid e in iricle e-· :-.=--:-· ::·:: :::- bod r o ad conditions.
3. 4.5 LITER (9.5 U.S. PT: 7.9 1•.•-:: _ ::3.0 LITER (6.3 U.S. PT : 5.3 The large tank has made i oc~- :: to usj'l the final 1 lit. 12. 1 1... : ::• for C50 and C50M.
K (C65, C65M) K (C50, C50M)
:- - --= ··:: ·g distance, further, a reserve fuel cock is incorporated = - -:= C65M, S50, and S65, and 0.8 lit. ( 1.7 U .S. pi : 1.4 Imp. ptl
GREATER TR C65 ,C65 : •_:; 1
( ~ _ ::_
.:.- .1.?: _
C50,C50, : . 1 o.3 S. ,5.
4. EXCELLENT HANDLI G · Both the front and rear .r== roads to provide sta bling r::-:: two: stage spring in the cu:·::comfort over a broader rarJ;:.
-- ·=e-ie • cush ions to soften the shocks even from the worst :: :: -::-=::-::::' e ride. The rear wheel is specially equipped with a · e smooth and bad road conditions to afford added
5. Greeter Safety In comparison to the earlier c· ;::: and stoplight 3 times larger. . dusk by making the motorcycle
::-
c- - :;-'-
- - - :-
The headlight has also bee n mace :::-;; -:: of the steering handle has been · --=~= riding over bad roads. Light co·-:: such as for riding through t unnels.
rre urn signal lamp is 3.5 times larger, and the taillight :::..- r obile. This greatly increases the safety for riding at =-:: - ::: greater distance.
_-·-::"e o wider area for a greater distance, further, the width
::: - =-~ inl for improving = · --::; ::-e ell located o n the
stability and reducing fatigue when steering handle to facilitate their use
6. INTAKE AND EXHAUST SYST ,
==-
An expansion chamber is provideo ....,. --e cellulose fiber element air cleaner and the carburetor to is.o late the noise caused by the in· e :: • :::·:: ·oge her with t he properly designed intake and exhaust system Qffords a high volumetric efficiency. ~-e _e = e efficie nt muffler greatly reduces undue exhaust noises.
FEATURES -
1
5
56 5 )
ae c= a-essea s eet steel is used to maintain unif0rm qual ity. o give it a clean exter ior appearance.
A ll of the equipment are
2. BOTTOM LINK FRONT CUSHION The wear to the respective components are lessened by this design. ening system provides comfortable riding on bad roads.
The smooth fu nctioning of th e damp-
3. SWING ARM REAR CUSHION The rear cushion employs a dual stage spring which functions equally well for bot h single or d ouble riders and affords comfortable rid ing over a wide range of road conditions.
4 . COMPLETE NOISE SUPPRESSION SYSTEM (S50, S65) The motorcycle is equipped with a silencer incorporated into the a_ i r cl eaner in addition to a n adequat e capacity muffler in the exhaust system to maintain the noise at a very low level.
2.
6
SPECIAL TOOLS
2. SPECIAL TOOLS 1. TOOLS NECESSARY FOR DISASSEM.B Y A D REASSEMBLY OF THE ENGINE
Drive s::
c
=-
o lder
Clutch outer spanner (C65) (C50)
Valve guide knock-out tool
Valve lifter Valve guide installing tool l6mm lock nut spanner
€ !Tappet adjus ting
box
Cl ch outer spanner (S65) Tappe
I
o lve seat cu tters
•
Cutter holder
"' Vo l e
Snap ring p liers
_· ce reo e r
u Clutch assembly tool
IAL TOOLS
7
T span ner
2.
Flywheel holder
Dynamo rotor pul ler
TOOLS NECESSARY FOR DISASSEMBLY AND REASSEMBLY OF THE FRAM E
Rear cushion disassembly tool
36mm hook spanner
Hose clamp pliers
Main sw i tch hook spanner
Bearing installing too l
Spoke nipple t i ghteni ng tool
-
GI
E
) L
I
Figure 3- 1.
t'
Engine asse mbly diagrgm
(U
70
3.
ENGINE
=
Fi91re 3- -
=
Gl
-,..
77
- :::::: ··o ~ he engine ::e o clea n overall -~ee·;-e:::-·-ew:
:.:: ·:: e ·:: e- c
C5
., C65, C65M,S65ond
::: ·-e ooove co nsideration into
==-=---::-::- :: ::::ee- ::esigned a fter extensive research - - ::ee- exoe ceo ·o meet t hese cond itions. The : - C. s-;'S·er. .,h;ch affords the most advantageous valve s been incorpo rated to provide for a high e::- e=·c·ency combust ion chamber design. The light ·
e ;:·- e'1dless cha in enclosed in the left side of the e-;:--e is used for the direct driving of the O.H.C.; :: :x:-::::er lype cam chain tensioner prevents the chain ,~ ·oping o r vibrati ng, providing a quiet engi ne : ::e·c··o~ at high speed. A compact and a rugged e-;:·: e vhich is easy to maintain and having a high :: e-= o-~onc e has been developed.
=-::-
= •·
31 ole
' r..erals · ca e mber of gear Ieeth. : 39T n • C65.C6 5, :4 1T II II S5 0 : 42T II II S65 : 43 T )indicates gear teeth on C50,C50M,C65,C65M.
Dri en sproc' e ·or C50. CSO
er, th e crankshaft is built to withstand heavy
::-::::: o d high speed ; t he transmission shaft bearing ::es·;:~. and the dual centrifugal and screen filters give
--e e ngine durability and provide extended service ::: .·.ell as stability at high speed.
Fi gu re 3- 3.
Power t ransmission diagram
., cont rast to the push rod engine, the new engine - ::: for fewer reciprocating pa rts, to eli minate the s;::_·ce of engine noise and make possi ble a smooth ::::e·o ing engine for high speed and greater output .
POWER TRANSMISSION SYSTEM The en ergy from the combustion· of the fuel mix-- ·e is transmitted to the piston --+ connecting rod--+ ::·n-kshaft-+c lutch (drive platesl-+clutch outer-+friction :::·sc --+ clutch center--+ primary drive gear--+ primary :::·i.en geor-+transmission main shaft-+main shaft gear-+ ::::::: ., er sha ft gear-+counter shaft-+ drive sprocket-+ ::-a·.,--+ to the rear whee l, progressively in that :eq e ce . (Fig . 3- 3)
Figure 3-4.
Removing muffle r
E G INE REMOVAL INSTALLATION c.
B
e m oval loosen the 6mm cap nuts fr o m the air cleaner co er and r emo v e the air cleaner. !C50, C50M, C65, C65Ml e~ove
fron t cover
;:e-.,o ve the muffler - ig. 3-4) ::e-ove s ep bar ::e-o e tool box ::
::e-o e oil p ipe s A and B. ;, IS 50, S65) (Fig. 3- 5)
Fi gure 3- 5.
Remo ving o il pipes
72
3.
ENGINE 17)
Remove the two 6mm nut installing the carbure and separate the carburetor from the cylindehead. IC50, C50M, C65, C65Ml For S50 a nd S65, separate t he i nlet pipe a nd cylinder head.
!Note) When it is necessary to remove the carbureto r on the C50, C50M, C65 and C65M, pinch t he fuel pipe with a hose clip to prevent leaks. This is necessary since the fu~l cock is installed on the carburetor. Disco nnect the clutch cable IS50, S65)
Figure 3- 6.
9
Remove kick arm and §ear change pedal
0
Remove the left cra nkcase cover and the electrical leads. Rotat e the rear wheel to position the chain joint as shown in Fig. 3-6 and disconnect ihe drive cha in. When removing the chain jo i nt , the ic]sk can be 'acilitated and the chain prevented from coiling in he chain case by attaching wires to both ·oining ends of the chain. Jisconnect the high tension . terminal soar plug.
from
the
emove the high tension cord clip installed on - e right crankcase cover. "erove the brake pedal sp ri ng, stop lamp spring, --e -wo 8m m engine mount bo lt nuts and pull - e two engine support bolts; t he engine -- -. en b e detached from the frame. (Fig. 3-7)
-~---
- e engine installation by reversi ng the
;-; -e ·e•oval procedure in section 3.14a. --; e-;·-e insta llation can be facilita ted by usi ng ; ::=:; - --a die screwdriver to temporarily set -; ;-;;-- e a d then installing the engi ne support g. 3-8} pedal spring and the stop spr ing un ed together with the engine r ear Figure :S.- ti.
Temporary installation
-e- ::~--ecting the drive chain, make sur e that ::;·-- clip is installed with th e opening :::::::·-e ' o the direction of the chain movement. ;:. 3-9)
-:. .s · 'le cha in te nsion after i nstallation to - -- .40-- .80 inL
Fi9ure 3-9.
Ins oiling direction of joint link
E
GlN E
= -.e right cranklubricate the assoc· -
~ed
po ts.
- case !upper por
of the oil pump)-+
-=-;- - e cyli d er stud bolt (right lower side) - -:::~ e rocl:er arm side cover-+sprayed from --e f ur oil holes in t he camshaft-+to lubricate ·-e r espe ctive sect ions of the cylinde r head-+ ·n o the o il r eturn hole at the lower end of the exhaust valve and returns t o the cra nkcase. The o il that passes through t he camshaft lubricates he cam chain and r et urns to the crankcase. In this way, t he lubrication of the engine is performed by the two oil routes and the o il spray in the crankcase . (Fig. 3- 10)
Figure 3-10.
Pressure lubrica tion diagram
5. OIL PUMP PRINCIPLE In th e past, gear type o il pump using two gears were used, however, on these models a more efficient and compact trochoid oil pump is used. This pump consists of an inner and an outer rotor. Th e pumping action is produced by the differences in t he shape and number of the teeth between the inner and the outer r otors. (Fig. 3-11)
Outlet
Figure 3- 11.
O il p ump theo ry o f opera ion
a. Disassembly ( 1)
Remove the clutch section 3. 14a.
assembly
as described
in
(2)
Remove the three 6mm bolts and remove the o il pump as a unit. (Fig. 3- 12)
Fi gure 3- 12.
Di sassemblying the oi l pump
14
3.
ENGINE b. Inspection ( 1l
Oil pump outer (Fig. 3-13)
roto r
to
housing· clea rance
Standard value 0.1 - 0. 15 !0 .004-0.006 in) !21 Rotor to rotor clearance Sta ndard va lue 0.02-0.07 (0.008-0.028 in) 31 Rot or tip clearance (Fig. 3- 14) Standa rd value 0.1 5 max. (0.006 in) Serviceable limit---+replace if over 0.2 (0.008 in)
e-
Reassem bly I) ·• e
Fit t he inner rotor to t he outer rotor and
the pump assembly to the right Install the oil pump assembly t o t he -·;;"- crankcase. (Fig. 3-14)
Figure 3-13.
install
::•a~ case.
-.-a he clutch assembly a nd the r ight crank.. cover.
-~-
Fi g ure 3-1 ~ -
Figure 3- 15.
::::
::-.x:c
Insta lling the o i l pump uni;
3.2
CYLINDER HEAD CYLINDER HEAD DESIGN The cylinder head is const ructed of an aluminum a lloy ca st ing incorporating combustion chamber, inlet por , e xhaust po rt, and carries the camshaft, va lves, va lve rocker arms. The camshaf t is dri ven by t he timing sprocket through a cha in on the right side of the engine.
Figure 3- 16.
Cylinder head assembly
DER HEA D .:
15
::::e se-.-s::·e··::o
_ ::. ::e-e· :::::-::: ,-· - e=·::·e cy, ___ _ ........,_ __ ::. ::;_ s- c•eo. (Fig. 3-17)
een the piston and
_--e·
co~press part of t he fue l
=-::.
.:= · -e comb ustion stroke to -- -- · ·e main fuel mixture. As - _ e .: ::· . erted towa rd th e spar k :: .:::.::.;:::-·::: - is accelera ted, allowing =.e1 a ir ratio or the slowe r bu rn smoothly, further,
=- ::.e-::-.
=
for knocking.
(Fig. 3-18)
'= • .:e o; ·he O.H.C. have decreased : ::e·::-·-g load of the va lve mechanism, __ -ee:: :::"ld good stability at high output ossibl e. In addit ion, the inefficiency has been achieved due ocoiion of the valves and th e posi··e spar plug at the ce nter of the A better flow of t he cooling ·:::o of the cylinder head is afforded - :::::~junctio n w ith the aluminum head has ·-~ cooling efficiency to a co nsiderable
Figure 3- 17.
Cyiinder head combustion chamber
--=
'
t Figure 3- 18.
Squish area r
-sse m b l y :-:::- • e oil ;,..-::,e the flywheel and stato r assemblies. ;e-:J. e he 6mm hex and cap nuts holding the :: - ::er head cover and th en remove the cover. ; ::·:::·e. 'he crankshaft so that th e piston is at top ::.e-::::: center, by alig ning the woo_P..ru f.l.,,-key on ··e ::·onkshaft and the "0" mark o~· th~ 'sprocket - -e with the cylind er axis and '•t·li:en ··"remove ·-e ·'lry 5mm hex bo lts. (Fig. 3- 19)
=
::
--e right and ) eft cylinder head side cover can -~ separated by removing the 6mm hex bo lt. - ig. 3- 20)
Figure 3- 19.
Removing cam sprocke ·
F igur~ 3- 20.
Remo ving R & L cylinder head cover
•e~ove the cylinder head.
I I
16
3.
ENGINE b. Inspection and repair The cylinder head is exposed to the high pressure and temperature resulting from the combustion of the fuel mixture; further, when the head is unevenly torqued, it may develop cracks o r warpage and wil l be the cause of defecti ve sea ling between the head and the cylinder and resul t in gas leak, air sucking and drop in compression. The warpage of the cylinder head does not develop suddenly and it may be overlooked, there- . fo re, caution should be excersized during reassembly, si nce the uneven torqu ing o f the cylinder head is a ve ry common fault. To inspect for warpage of the cylinder head, apply a thin coat of bluing o r red lead on a surface plate and work the mating surface of the cylinder head on the surface plate; the warpage can be determined by the transfer of the bluing on to the cylinder head. (Fig. 3- 21) To correct on the surface finish by using again with the
Ill
the warpage, lap the cylinder head plate with a ~ 200 sandpaper, finally· a ~400 sandpaper and then inspect bluing. (Fig. 3-22)
Cylinder head combusti on chamber [ C50M, S50
2
for C50,
Standard value 15.66±0.05 [14.00±0.05 !0.620:::::: 0.002 in.l (0.552±0.002 in.l 13.1 :::: o.2cc [ 9.5±0.2cc !.7994= .01 22 cu in.l !0.374±0.002 in.l
J J
Height
.... ecc
J
er head gasl::e' · hickness. S-c-cc·o • o' e ___., 1.0- 1.1 10.039-0.043 in) :,-,·:eo:: e l'r:lii--> eplace if under 0 .8 10.032 in) C · - ;:;·
eod orque
(g-em 16.5 -9.0 ft / lbsl
eossembly
c.
all cylinder head together with cam sprocket. (Fig . 3- 23) (Caution) Figure 3- 23.
hen installing the cylinde r head, do not forget o install the " 0" rings and dowel pins.
Installing the cylinder head 2
hen torquing the cyl inder head, tighten the nuts in· the diagonal sequence to prevent pres,ure · ,ak~ Refer to Fig. 3.24 for torquing procedure.
3
(f'ig. 3- ':14)
In he some procedure .JS in the disassembly, position he woodruff keywc:., in the crankshaft, a d the "0" mark on the c,.,- '!)rocket in line i'h he piston and install.
1.!1 Assemble the right and left cylinder ;1ead side cover .
4 fi9ure 3- 24.
Torquing sequence of cylinder head
c
DER HEAD
17
CO TAO ;~g
c · :: _ -;; :: · ·e:: eaa evenly e .:: e =::::e -:: o 1he valve o lve seo· - - e ·:::·c· -~g the valve. e seoi ior a .__--=:::-- o-d a co ntinuous -.g.
V/alve face contact ;:~~z
~~~~~~~~::;=·0.5 1 '1
--= :: =-
·::-a va lue---> I ~ 1.3 -
-::=
1;: ~ :;~
0.020in ~
HiC · ·ess
of
valve head)
~
0
10.040 ~0.05 1 inl
Cylinder head combustion chamber
'0 ~
~
0
:: re seat is recut with three types of cutter; and 30° cutters.
--, oca ion a nd the width of the valve seat con::-·eo is accomplished with the 60° and the 30° -e-s whil e the 45° cutter is used for the facing ::= ·-:e va lve contact area. (Fig. 3- 25, 3- 26)
==-
·=-
Figure 3- 25.
Valve seat contact area
=;nolly, the valve lopping operation is performed. a liberal amount of lopping compound on the ::: e face and lop the valves, applying a slight ::·essure while rotating to the right and left, using a =-..::-ion cup lopping too l. Wash off the compound ·•oroughly and inspect th e seati ng w ith the bluing .
seat cutter
=a::e
• I SP ECTION OF VALVE CONTACT AREA Assemble the valve into the cylinder head as shown - Fig. 3 .27 so that the valves ore well seated and .he cylinder head combustion chamber with oil, ---ect a bla st of air in fr o m the inlet and ex haust :>or s and if any bubbles should appear, it is on --dicotion that the volye seats ore not completely sealed. (Fig. 3- 27)
Figure 3- 26.
Reworking valve seat
Inlet and Exhaust -Valve Guide. (Fig. 3- 28, 3- 29) Outside d"a ~terfer-
ence fit •side dia
21
Standard Value 10 mm 10.394) +0.065 10.003 in.l +0.055 10.002 in.l 0.040- 0.065 1o.oo2-o.oo26 in .) 5.5 mm 10.2 17) - 0-015 10.0006 in.) -0.025 10.0010 in.l
Exhaust Va lve, [
63.9 12.483 in .) ( 65.3) 12.573 in.)
5.5 mm 10.217 in.) •em dia ead ··ic ness
Replace if over 5.53 mm 10.199 in .)
J va lues ore for C50, C50M, S50
Standard Va lue Total e ngth
Se rviceab le Limit
- 0.055 10.0022 in.) - 0.065 10.0026 in.l 0.7 10.026 in.l ± 0 .1 10.004 in.l
Serviceable Limit Rep lace if under 63.5 12.502 in.l ( 64.9) 12.557 in.l
Fi g ure 3- 27.
Inspecting valve seal contact
Replace if under 5.4 mm <0.213 in.l Replace if unde r 0.4 10.016 in.l
5 .5 rfi - 0 .015 .
- 0.025
Fieure 3- 28.
(a .2 17 -0.0010in -o.ooo6 in)
Va lve euide
3.
78
ENGINE 131
Inlet valve, [
Di al ga uge
J values are for
Standard Value Length
64.5 12.540 in.l ( 66 ] 12.600 in.)
Stem dia
5.5 mm 10.217 in.l -0.035 10.001 4 in.) -0 .045 10.001 8 in.)
Head thickness
0.5 10.020 in .I ±0.1 10.004 in .)
C50, C50M, S50
Serviceable Limit Replace if under 64.1 12.580 in.l ( 65.6] 12.530 in.l Replace if under 10,21 4 in.) 5.44
I 0Replace .2
if under 10.008 in .)
141 Va lve st em to guide · clearance, inlet Standard va lue--->0.010-0.030 10.0004-0.0012 inl Serviceable limit--->Replace if over 0.06 10.0023 i nl 151 Va lve stem to guide cl earance, exhaust Standard va lue--->0.030-0.050 10.0012-0.0020 inl Serviceable limit--->Replace if over 0.08 10.0032 inl 161
27.<
O ute r va lve spr ing (Fig. 3- 30)
IC7- -
E
Standard Va lue
--- . --:-:-'.:=r-
27.4 I 1.080 in .I Free length ( 28. 1 11. 110 in.)
J
_:__: :~
Valve spring (outer)
L~0~024.9
__
r:::9~~o ·Load: 5.4± 0.3k~ ( 11.88± .661bs)
Figure 3- 30.
O u er
Spring pressure
3
·o .e s::- -;
Spring pressu re
- ··f
r-ree lecgth 25.1
- - ---- - -
71 Valve spring
l oad: 2.6 ± 0.15 15.72 ± 0.33 !bsl -
Spring oressure
Tilt Inne r valve spring
4.
Figure 3-32.
Camshaft'
10.990 in.)
Replace if under 15.2 kg / 19.7 mm 133.4 lb / 0.780 in.)
Replace if under 4.6 kg / 24.9 mm 110 lb/ 0.980 i n.)
20 Replace if over Replace if ov er 23.9 10.940 in.l
Inner valve spring (Fig. 3- 31)
(inner) Spring pressu re
Figure 3- 31.
5.4±0.30 kg / 24.9 mm 111.9±0.66 lbs/ 0.980 in.) 7.2±0.55 kg / 24.9 mm 116.0± 1.2 1b/ 0.980 i n.l Rep lace if under 6.4/ 24.9 mm I 14.0 lb/ 0.98 in.) 16.8±0.8 kg / 19.7 mm 137.0± 1.76 lb/ 0.780 in.l 19.0± 1.4 kg / 19.7 mm 142.0± 3.1 lb / 0.780 in.) Replace i f under 17.3 kg / 1.7 mm 138.0 lb/ 0.067 in.) 1° 30 '
Serviceable Limit Replace if under • 26.2 I 1.030 in.) (26.9] I 1.060 in.)
Sta dard Va ue Servi cea ble Li mit Replace if under 2.6±0.15 kg / 22. 7 mm 2.0 kg / 22.7 mm 15.7 ± 0.33 b / 0.890 in.l 14.4 lb/ 0.890 in.l -- - .., 8.2 ± 0.4 kg/ 17.5 mm Replace if under 11 8 .0±0.88 :b/ 7.2 kg / 17.5 mm 0.690 in.l I 15.8 lb/ 0.690 in.) 20 1° 30 ' Replace if over
CAMSHAFT In a four stroke cy cle engi ne, the camshaft makes one re vo lution for every two revolut ions of the crank-. shaft. The power t o drive the camshaft is through the com chain d riven by the cra nkshaft spr ocket. The lubricating o il is pressure- fed i nto the right side of the camshaft and is force d o ut of th e ho les in the com to lubricate t he COIT) surfaces, rock er orrTis a nd the slippers. The com~ho f t is mode of specia l cost st eel with the com and the bearing ar ea being precisionly ground after heat treatment. The camshaft is supported at both ends by the bear ings i n the · cyli nder head, a com sprocket is i nstalled on the left end of the camshaft wit h 6mm bo lts a nd is drive n at one half crankshaft speed by t he timing sprocket presstilt ed to the crankshaft end, by means of a light weight endless chain. (Fig. 3-23, 3-33)
3.
=-=e -e::s_.. e::. ~-
·=
-e-
~---:::
· -e ::::- :::e -.... e C ... 3s· · ~ -g ~::- :::- ·-e · -a·< - · -e e= • cron -:::c
--==- - . .
dN DER HEAD
... ::c
e~""
79
aus. arm
- order to oe rotated he el is in case cover, lifting slope
Cjg. 3-34) _:: :- ·g a nd closing of the va lve is deter.
·-e ois on stro e
and
is
timed
to
the
=-·
·:: ·a· ion. During the inlet cycle, the inlet : :::oened and closed at the end of the inl et -··-g he e xha ust cycle, the some openi ng :::-·-g sequence takes place with the exhaust _ . . lr.e open angle between the opening and - • -.: s he same as the piston trave l, howeve r, ·s 'he same as the c ra nkshaft angular ro tation, : exo· essed in terms of angular ro tati on. , -e" point "a" in the Fig. 3- 34 passes beyond -:= roc down and comes to a halt at point " b " on e. ::am. - e tappet clearance is adjusted when the rocker ·s at the exposed sectio n of the heel of the cam ::.:- een points "c" and "a". The heel of the cam
::·:: .=
Figure 3- 33.
Camshaft construction (oil passage )
--== ··
:- · e SSO and S65 differs from the o th er models in is co mparatively larger, .this is to decrease th e load on th e sl ipper surface o n the rocke r arm.
· - ~ · ·i
lift
Cam height
Figure 3- 34.
Cam conto ur
Top dead center
Top dead center
(T.D.C)
(T.O.C)
C50M C65 C65Yl
(B.O.C)
S50 S65
Bottom dead center Figure 3- 35.
\laive timing diagram
(B.D. C)
Bottom dead center
3.
20
ENG IN~ The i nlet valve opens at 5° (top dead center for C50, C50M, C65, C65M l before top dead center of the piston movement and closes at 30 ° 120° for C50, C50M, C65, C65Ml after bottom dead ce nter, per mitting an open duration of 2 15° (200° for C50, C50M, C65, C65Ml. The exhaust va lve opens at 40° 125° for C50, C50M, C65, C65Ml before bottom d ead center and closes 5° ,!5° before top dead center 'or C50, C50M, C65, C65Ml after top dead center. - his a llows 225° 1200°-"for C50, C50M, C65, C65M,l ~ ' exhaust valve open duration. This sequence 3- 35 and is called the valve timi ng
Figure 3-36.
Cc-~ ·::"·
· e·,;-:
a.
spec io n (Fig. 3- 36) :ondord Value 29c;m 11.140in.l - 0.060 10.0020 in.) - 0.073 10.0030 in.) R'lg ht end die.
Shaft run out Cam height
Cam sprocket Figure 3- 37.
Com sprocket tee h bose contour
I
5.076 10.200 in.)
Right end bearing die
·
II
II
29 mm 11.1 40 in.l Left end +0.021 10.0008 in.) bearing die +o.oo 10.000 in.>
121
Serviceable limit
Rep lace if under 28.8 I 1.135 in.t •
Replace if over 10.0020 in.) 0.05 Replace if under 10.190 in.l 4.9 Replace i f over 11.145 in.) 29.06
II
"
Cam sprocket root diameter Standard va lue->53.41 ±0.025 12.104±0.001 in) Serviceable limit->Replace if under 53.0 12.09 in)
5. CYLINDER
Figure 3- 38.
C ylinder
The cylinder is mad e of specia l cast ir on. Th e inside cyli nder wa ll is exposed to high ' temperatu re and pressure togeth er w ith th e wearing action of the reciprocating piston operating at high speed to pro- . duce a great wearing effect. Added to this, th e dust in t he air and the forei gn object and the metallic dust co ntaminating the o il w ill hasten the rate of wear, th erefore, adequate a ttentio n shou ld be given to the cleaning of the air filter and the oil change. A gasket is install ed between th e cylinder and th e cylinder head to maintain a sea l. (Fig. 3- 37, 3- 38)
Cam chain guide roller
a. Disassembly
Cam chain guide roller pin
Figure 3- 39.
Cyli nder cross section
(1l
Re move the cylinder head in accordance with section 3.21 a.
121
Remove the 6mm cylinde r HS bolts.
DE
fAD
21
Figure 3- 40.
Removing cam chain guide roll er
Figure 3- 41.
M easuring cy linder inside d iameter
-~.. bore, [ J is for C50, C50M, 550 - . 3---41, 3-42) :-::- rlo rdvolu e-+44mm [39 mm J 11.750in) [ 1.54in] + 0 .02 (0.0008 in) +0 .01 (0.0004 inl :e~
·ceobl e limit-+Re poir by reho ning if over 44.1 (1.74 in) :i" der oversize dord oversize-+0.25 (0.01 inl
: ·a
~flinder barre l S·a ndord v alue-+62.65 + O (0.0000 in) (2.47 in)- 0 .1 (0. 004 in)
eo ssem bly Vhen ossemblying th e cylinder, make sur e t ha t he cylinder gasket and the two d owel pins ore i ns oi led. Inst a ll the cylinder.
-
- - - - ·- - - -
... =
;:
:::2
?------------.-~·~
-o .-61.65 + _o 0.1 ( 1.47 -0.
Figure 3- 42.
Cylinder d imensi ons
PISTON Th e piston is mode fro m material corr esponding 'o JIS AC8B aluminum costing. Th is mate rial is light o d su itable for high speed, in addition to having g o od heat conducting property to dissipate the heat · rapidly. Furthermore, the coefficient of heat expansion is small thus minimizing the warpage at elevated temp erature and permitting a- small piston to cylinder clearance design. The shop~ of t he piston is on ellipti cal toper. The head · of the pist on, compa red o th e skirt, is exposed to higher temperature and since the expansion is greater, it is toperingly smaller oword t he to p. The tapering of the piston also ends to lessen the p.iston slop when the throttle is lightly snapp ed without the engine being lo aded.
Piston
figure 3- 43.
Piston
22
3.
ENGINE The piston employs a three step toper. The piston pin boss area is mode thicker thereby resul ting in greater ex pansion a t high temperature. For this reason, the diameter of the piston skirt is .mode smaller in the direction of t he piston pin so that at th e high o perating tem pera ture, the piston will expand into a t rue circular shap e. The skirt is constantly provided wit h ·flexibil ity ·o assure that no deformation w ill result even f rom e x ende d continuous driving. The pisto n p in is offset 1mm from t he p iston center·.,e in the directio n of, the inlet side. So t hat when ·'-e pisto n approaches the t op dead c enter of t he :::::- or ession stroke, t he side lo ad from the cy linder -::: .e 'rom he right side to the le ft . W ith a "0" :: =:e· - e point wi ll move to a li gn with the ·top dead ::--e· ::::= · he co mpression stroke. (F ig . . 3- 43).
Fi gure 3- 44.
-..: s~o.· 'l in Fig. 3-44, the point of maximu m ::::-.:: _,.-·:::- c·essure o ccurs a fter the ·top dead cent er, --=-=·::-e -~e purpose of the o ffset is to move t he :::: - - · ::. :::·::: -:.e point o f wea ker pressure which is ::e·:::-e ·:::::: ceod c en er, a nd by so doing, escapes ··e o:::: ·.er= o•ess re movement and makes it possible ' :J e - '1a ·e · ne ois o n slop .
.
}
' , ·"'
---
7 . PISTON RING· - e top and the second ring serves as a seal e comb ustion chamber , the oil r ing scrapes the e :::ess oil from the cyl inder wall to control the cylinder
=::· -
::: brication. Further, they transmit the high fem::e· ::: ·ure o f the piston to t he cylinder wa ll where· it ·.: -·ssipo t ed o ut through the cylinder cooling fins. =::- ·"is r 10ason, a special a ll oy of cast iron is used -:: :::-o id e strength, wear resistance, heat resista nce,
)
:::-:: good heat conducti ng properties and which is ;; e- pa rkarizing t reatment o r ferrox coating. The ·:::::~ ring especially is plated on the o uter surface - - ord chrome and finished by wet - ho ni ng.
,. 30
Top compression ring
o prevent flu tter, t he thickness . of t he rings . a re
-S....o.·__•-.._ -Oi l ring Figure 3- 45.
~,,
Figure 3- 46.
·s made smaller to incr ease the pressure against · the cylind er wa ll. Fu rther the top and t he second rings ore made at a sl ight tape r wher e it co ntacts the cylinder wa ll so that th e time r equired for wear-in is lessened. (Fig. 3- 45, 3- 47)
Piston ring
Sealing func tion
-o:::e narrowe r and with the width increased, ine rt~
D
'~
Oil s rapili;
Piston ring sea ling and oil scraping function
c --~
=.=--:l ...
EAD
DER
23
oin.
=:::e. (Fig . 3-48)
Heat dissi pation Pist on and Piston Ring Inspection
Figure 3- 47.
Pisto n ring hea t transfe r function
Remove th e deposits from t he t o p o f the piston, inside and from the ring g rooves without scratching or causing damages to the piston. Do not use sandpaper to perform this task. l2l
Piston [
J are
fo r C50, C50M, S50
Standard Value Serviceable limit 43.5 mm I 1.710 in .) +O 10.000 in.) Piston -0.05 10.002 in.) crown dio. 38.6 11 .521 in .) 10.000 in.) ( 10.002 in.l 44 mm I 1.734 in.) + O - 0.020 10.001 in.l 39 11.540 in.) +O Replace if under Maximum -0.02 10.001 in .) 43.9 11.730 in.) dio. D=44 mm 11.734 in.) +O -0.020 10.00 1 in.) 39 11.540 in.l ( +O ) IO.OOOl , -0.02 10.001 in.l D1=DO -0.070 10.003 in .) -0.090 10.004 in .) ( -0.075 )'0.0 030 in .) -0.095 10.0037 in .) Toper D2=DO -0.230 10.01 in.) -0.250 10.01 !n") ( -0.16) 10.006 in.) -0. 18 10.007m.l 0.168- 0 .188 10.0066- 0.0074 in.) Eccentricity ( 0.150 - 0. 170] 10.0059 - 0.0067 inl
clip
~ ~.05 )
(3)
Piston r ing groove [
J
Standard Value 39.4 mm I1.552 in.) +O -0. 1 10.004 in.l Groove bottom dio . 34.6 mm I1.363 in.)
Figure 3- 48.
Removing piston
- - -44p+O - -0.020 -
( 1.734
~gOOI
;,)-
Figure 3- 49. ·Piston dimensions
are for S50
Serviceable Limit
( ~~.1)
Thickness ltop, 2nd) Oil ring
10.004 in.l 1.2 10.047 in.) +0.020 10.0008 in.) +0.005 10.0002 in.) 2.5 10.099 in.) +0.020 10.0008 in.) ) -0 I 0
Rep lace if over 1.27 10.50 in.) Replace if over 2.51 10.989 in .) Figure 3- 50.
Piston ring groove dimensions
3.
24
EN GINE {3)
Piston to cylinder minimum cl earance Standard va lue->0. 0 10 10.0004 in) Serviceable limit->Replace if over 0. 12 10.0047 in) 14) Piston pin bore + 0 .008( 0.5120 +0.0003 in) Standard value->13mm+0. 00 2 +0.000 1 in . Serviceable limit->Replace if over 0. 12 10.0047 in) {5) Oversize piston Standard->0.25 10.0099 in)
2±0. 1 (1.8 ± 0. 1) Top ring
{6) I . 2 -+10l -0.025 I
Figure 3- 5 1.
seco nd)
Pis:o-
Oil ring Figure 3- 52.
Piston ring, compression, [ S50 (Fig. 3-50, 3- 51)
Standard Value 1.2 (0.473 in .I Width - 0.010 (0.0004 in.) - 0.025 (0.0010 in.) 2 (0.079 in.) Thickne ss ±0.01 !0.04 in .) 0.3- 0.6 kg !0.66-1 .30 ibsl ( 0. 16- 0.44] Ring closing \3.5-9.7 lbs) force 0.35-0.65 kg (.77 -1.43 \b) ( 0.34- 0.62] (.75-1.36 lbsl 0.15- 0.35 Ring end 1.0059-0138 in.l gop (0.1 - 0.3 ] !0.004-0.01 18 in.)
(9) Measuri ng pisto n ring tension
Replace if under (0.044 in.l 1.12 Replace if under (0.07 in .) 1.8 Re place if unde r !55\bs) 0.25 kg (0.10] !22\bsl Re place if unde r (44 \b) 0.2 kg
Rep lace if over (0.0197 in.) 0.5
Serviceable Limit Re place if under 24.2 (0 .953 in.) Re place if unde r (0 .071 in.) 1.8 (0.063 in.) ( 1.6] Replace if under (0 .77 \bl 0.35 kg (0.66\b) ( 0 .30 kg] Re place if ove r 0.50 !0.020 in.)
(1 0)
O versize pisto n ring Sta ndard o versize->0.25 (0.01 i n)
(1 1)
Pist o n [
(12) Pi ston pin clearance
Serviceable Limit
Side cl eance, o il ri ng Sta ndard value->0.0 10-0.045 (0.0004-0.0017 in) Servi ceable limit->Replace if over 0. 12 10.005 in)
J are
fo r S50 (Fig. 3- 54)
Standard Va lue 13 mm (0.5 12 in.l Outside dio + O ( +O in .) + 0.006 (0.0002 in .) 35.4 (1.395 in.) + 0.2 (0.008 in.l - 0 (- 0 in .l Heig ht (30 .7] (1.2 1 in.l + 0.2 (0 .008 in.) - 0 (- 0 in.)
Fi9ure 3- 54.
C50, C50M,
171 Side clearance, co mpression Standard value->0. 015-0.045 10 .0006 - 0.00177 i n) Serviceable limit->Replace if over 0.1 2 (0.0047 in) 18) O il ring [ J are for C50, C50M, S50(Fig. 3- 52, 3- 53) .· S ondord Va lue 2.5 !0.099 in.) ,',jo·h - 0.010 !0.0004 in.l - 0.025 !0.001 0 in .) 2 = 0.1 10.099±0.004 in.l T 'c(ress =1.8::::0.1] (0.07 1 + 0.0004 in.I 0.5-0.8 kg Ring closing (1.1- 1.8 \b) force (0.45 - 0.75 kg] (1.0 - 1.65 \bl 0 .1-0.35 Ring end (0.004 -0.0 14 in.) gop ( 0.30] (0. 12 in.)
Figure 3- 53.
J are for
Se rviceable limit Re place if under 12.98 (0.5 11 in.)
Pist o n pin t o pist o n cl earance Standard value->0.002 -0.01 4 (0.00008 0.00055 i n) Serviceable limit->Replace if o ver 0.05 (0.0020 in)
Piston
G
·•=<=
A ISM
- e -::_5"' .o .es ore incorporated Tne exhaust valve is --e ·- e• o lve to afford greater -e exhous valve is constantly - -:;;" ;emperoture, therefore, it -·g~ heat resisti ng material to - :;- ·s-:Je·a·ur e as w ell as th e wear.
Figure 3- 55.
Arrow marking on piston head
Exhaus i valve
--:: - ·e o l es at o very high speed --
-- ::·- c' amber w hich is located ®n th e
SEH3
Heat resisting s eel pre v ent chain noise. Further, in --s conventional push rod typ e of o - - : S". em has less recipro cating movement - :::. :e - -... -~g noises and therefore the opera-
Inlet valve
1/
•:
-=--
figure 3- 56.
Valves
-oo·her and quieter, making is very : · :- - ·;;;- speed, with the consequent increase (Fig. 3-56, 3-57) -.s:se~b l y ~ :-:: e 'he cylinder head in accordance with : s::- :J- 3.21o . - ·e · oc er arm is disassembled from the cylinder
·:-:::::: pulling out the rocker arm shaft. (Fig. =::-:J·ess the valve spring with the valve ::-:: a· er removing the valve cotter, the :::· ~g a nd th e r etainer con be removed. (Fig.
ec
Valve
3-58) lifter valve
3-59)
i on
;:::cier arm Standard Va lue • •
--;• S
f:,;;~..
r .
eo;
:::.o e
10 mm 10.394 in.l 0.0 15 10.0006 in.) - 0 1- 0 in.l
+
Serviceable Limit Replace if over 0.3 10.012 in.) Replac e if over 10.1 10.398 in.)
er arm shaft Standard Value
10 mm 10.394 in.l -0.013 10.0005 in.) -0.022 10.0009 in.l 0.0 13-0.037 10.0005-0.0015 in.l
Serviceable Limit Replace if under 9.91 10.390 in.) Replace if over
0.1 10.004 in.)
figure 3- 57.
Val ve operating mechanism
3.
26
ENGINE 131
r o cker a rm
Check for pro p er t appet clearance !both i nlet and exhaust shou ld be 0 .05mm (0 .002 inl , too sma ll a clearance w ill cause t he valves to rema i n partly o p en, ca using co mpression leak a nd result in hard sta rt ing .
e od c.
141
Ch eck for pro per va lve timing.
(51
Check to see that the cam chai n is not str et ched .
Reasse mbly Assemble in . the same pro ce dur e as t he disassembly w ith the use o f the valve lif ter.
Figure 3- 58.
Re - :::. ·-;
·-~
9. CAl!\ CHAIN TEN SIONER n
o·l damper type of a ca m c hai n damper is
employed -o suppress he vi bratio n of the cam <;:hain, thereby, rna ing i possible to cont rol the ca m ch.ain for hi gh speed opera tion and also pr event ing chai n noise . Befor e the engine s arts, the chain tensioner spring co mpartment is flo o ded w ith the oil w hich e nt er s from the o il damper stra iner. After t he engine sta rts, t he air remai ning above
Valve
Figu re 3-59.
the starting o il level in the te nsioner spr ing compa rtment, passes fr om t he ho le A i n t he guide to hole B due to t he reci pr o cat ing motio n of the te nsioner spr ing guide and enter s t he cra nkcase. W hen the e ngine starts t he oil level rises a bove the oi l hole B.
Removi ng valve cotter
Fi gure 3- 60.
Cam chain t ensia ner detail diagram
c
KCASE CO ER
27
--e 'er.sioner spr ing comportment
==-= ==-:: e'ely flooded with
oil, perform-
--e~e=:; ... e
; is neces- -- --e c··- ce o= --e -=---oner spring guide o ' -he ·e- ·a-e• soring. (Fig. 3-60)
i sosse m bly emove th e flywheel and starter assembly. The damper component parts may be disassembled oy removing the 14mm sea ling bolt. Inspectio n Cam c hain tensioner spring. Sta ndard Value - r e e length 77.2 13.04 in.)
Compressia n fo rc e
(Fig. 3- 61)
~
Serviceable Li mit Replace i f under 73.5 mm 12.89 i n.l
Figure 3- 6 T.
c.
Reasse mbly Ill
Assembl e parts.
the cam chain t ensio ner (F ig. 3- 62)
Cam chai n tensianer spring
'= 1
Tension e r . pushrod
,.
p::
Tensioner pushrod head
Tensione r
sp r i ng
co mponent
,.....
(Note)
C heck the o peratio n o f the tensio ner after reassembly .
y
14mm sea ling washer Figure 3- 62.
3.3
(0.99± 0.0881bs)
2 ( 0.874in )
0.45 ± 0.04 kg / 22.2 mm Replace if under 10.99±0.081b/ 0.874 in.) 0.36 kg / 22.2 mm 10.79 lb/ 0 .87 in .)
Cam chain tensioner roll er diameter Standard value->35.3mm 10.39 1 inl Servi ceable limit->Repla ce if under 34 .5mm 11.359 inl
Load : 0.45 =0.04 ~
l4mm sea ling bolt
Component parts of com cnoin rensioner
RIGHT CRANKCASE COVER Th e right crankcase cover is mad e o f heat resisti ng aluminum a ll oy. A n o il pump is inco rpo rated into the right f ro nt lo w er sect io n. The o il delivered Ul)d er pressur e fr o m the o il pump ente rs the rig ht crankcase o il w e ll and is di ve rted to he cylinder head and th e right crankcase cove r. (Fig . 3- 63)
R.cran case cover Fi g ure 3- 63.
R. cra nkcase cover oi l passage
3.
28
ENGI NE a. Disassembly 11) 12!
13) 14)
Drain the o il from the crankcase. Remove the kick starter arm. Remove the 8mm locking nut f rom the clutch adjusting bo lt. IC50, C50M, C65, C65M only) Remove the right crankcase cover .
Reassembly 1I
Reassemble in th e reverse order of d isassembly
(Caution) :J.
Excersize caution not to damage the right crankcase cover gasket or to install it misaligned. -s'all the kick starter arm by aligni ng the punch
-:::·
c
L
-;; =_ -::-·o
of the cl utch is to temporarily dis · :-;::;: --;; ··c-~ i' ing of the rotary motion between --;; :-;;--e :::-::: -..,e ransmission duri ng t he g,e ar change :=:-::: ·-e- :::=-e- - ~e gear change, pe rmit a smooth ::: e· ··c-.··:::-. T' e condition of t he clutch w i ll ·::: e c .c i-g e"'e · on the dir ect transmissio n of --e e-;·..,e ... o ·a ourpu .
Figure 3- 64.
Gea r shift and clutch mechanism
--e c ·c mecha ism on the C50, C50M, C65 and ,.... • -odels are conventional wet type multiple disc, ·e·e::s ; e $50 and $65 models inc Aporates a new : _--" !.. mechanism of furt her improve the smooth- e:::! :::= - .e c1 ch ope ration. (Fig. 3.64, 3.65A, 3.65B)
14fl)'mlock washer t 4~m lock
oot·
Clutch lifter plate
Ck!tch outer
Clutch outer cover
Figure 3-65A.
Clutch assembly and oil passage diagram
S50, S95
Figure
3-6~(!,
IC50, CqQM. C65, C6SM)
:;~
::--:: - cose ::::::;
29
COVER
C~NKCASE
G-
=. . .
.•. cs-e- -e-::: .e the 14mm cc- ::e -e•o ed as a
oi disasserr
~~i ~g
he clutch unit can
_ -:: :eo by he use of special too ls. (Fig . 3.66)
center guide.
(Fig. 3- 67)
Standard Value
Serviceable Limit
17 mm 10.670 in.l c· a +0.006 10.0002 in.) - 0.012 10.0004 i n.) 21 mm 10.827 in.) ~--s·de dio -0.05 10.002 in.) - 0.09 10.0035 in.) 20.6 10.812 in.) -=-g·n + O 10 in.l -0.1 10.004 in .l
Replace if over
~~
17.1
19.98
~·:s·anc e
~.004in )
( 0·812 :
+0.02 1 10.0008 in .) -0.00 10.000 in.l 13.723 10.541 in.l +0.02 1 10.0008 in.) - 0.041 10.002 in.)
:
Replace if o ver
0.15
10.006 in.l
J for
C50,
Serviceable Limit
ct:ross teeth 3 eethl [. 14.001 -- 0.021 0.041
20.6_01 -
Replace if under
Standard Value 2 1 mm 10.830 in.)
C-orda!
+0
-
10.787 in .)
20.4 10.8 in.l
Primary dri ve gear (Fig. 3- 68) ( C50M, S50
'de dia .
Removing clutch unit
Rep la ce if under
0.03 max. 10.0012 in .)
---011
Figure 3- 66.
10.674 in.)
t
-0.05
179 -0 + 0.006 .0! 2
21 ? - 0.09
0.002 ) ( 0.827 --0.0035 m
l__
-
·
in) t0.670 =0.006 0.012
I I
Rep lace i f over
21. 15
10.833 in.) Figure 3- 67.
Clutch cen ter guide
Fi gure 3- 68.
Primary drive gear
fi ~ ure
Clutch plate tab width
Replace if under
13.7
10.540 in .l
J
. -0.0008 in. 10 ·551 m. - 0.002 in. 31 Thickness of cl utch fri ction disc. Standard value--->3.5 (0. 138 in) Serviceabl e limit--->Replace if under 3 .1 (0.122 in! 141
Clutch plate
(Fig. 3- 69)
Sta nda rd Value idth .of claw Thickness
15)
Serviceable Limit
16 10.630 in.l + O 1+ 0 i n.l - 0.1 10.004 in.l 1.6 ± 0.05 10.063 ± 0.0020 in.)
Replace if unde r
15.7
10.620 in.l
Replace if under
1.5
10.059 i n.)
Width of clutch o uter claw groove Standard va lue--->16 ~ ~- - 16.3 ~ ~1
(
1
0.63 ~ ~·004 ~0.642~ ~·004 in)
Serviceable limit--->16.5 (0.65 in) 61
Clearance b etw ee n th e clut ch o uter and drive plat e o r with the cl utch p late, in t he directio n o f rotatio n. Standard value--->0.3-0.5 (0.01 2- 0.02 in)
3-69.
.l
30
3.
ENGINE (7)
Clutch spring S65 [
J ore
Standard Value 19.2 10.756 in.) Free length [ 18.9] 10.744 in.) 7.5±0.5 kg / 12.8 mm 116.5±1.11b/ 0.504in .) Spring 13.2±0.8 kg / 12.8 mm force 129.0± 1.751b/ 10.504 in.) (8)
Serviceable Limit Replace of under 18.2 10.717 in.) Replace if under 6.5 kg/12.8 mm I 14.3 lb/ 504 in.)
Clutch spring ((50, C50M, C65, C65Ml Standard Value
Free length 19.6 10.772 in.) Spring force
c.
for S50
5.85 kg±0.3 kg / 13.5 mm 112.8 ±0.661b/ 0.532 in.)
Serviceable limit Replace if under 10.720 in) 18.2 Replace if under 5.0 kg / 13.5 111.0 lb/ 0.532 in.)
Reassembly ( 1)
Reassemble the c lutch in the reverse pr_ocedure of disassembly. (Note) The lock washer must be locked by bending the tab after tightening the nut; if th!'l nut does not align with th e tab, tighten the nut further t o permit locki ng. (Fig. 3-70)
figure 3- 70.
Bend up tab of lock wash er
2. R. era kco se
The cron case, which is an integral port of the ·ro smission, is on a luminum alloy die costi ng composed . o' righ' and left halves. A breather comportment a d a breather passage is incorporated in the upper se ion of both crankcase halves to dissipate the pressure built up in the crankcase. (Fig. 3-71)
3.
Figure 3-7 1.
R & L crankcase
CRANKCASE
BREATH ER The interior of the crankcase is continually under varying pressure, built up by the reciprocating piston, in addit ion, the crankcase is fill ed with gases from the blow-by of the pist on and the gases produced by the heat of th e crankcase. For this reason, the decomposition of the oil is hastened . In addition, to gether with the rise in the crankcase internal pressure, the possibil ity of oi l leaks at the case porting area is increased. The breather is designed and incorporated in the case to exhaust the gases to the outside and also to maintain a constant pressure within the crankcase .
CRANKSHAFT
-
31
Crankcase gasket To L.cra ' case co er
L.crankcase
R.crankcase
Figure 3- 72.
Breather functional diagram
I 3 .4 · CRANKSHAFT The crankshaft is constructed o f high strength carbon steel and together with the connecting rod, converts the recipro cati ng motion of the piston to the rota ry motion and, in addition, performs the function of t he flywheel by absorbing the fluctuating torque. The pressurized o il from the pump passes from the right crankcase, through the right crankcase cover, into t he cra nkshaft by the way o f the ce ntrifugal filter, and lubricates the large end of the connecting rod and clutch center guide. (Fig. 3- 73)
Figure 3- 73.
a . Disassembly ( 1I (21 (31 (41 (51 (61
Remove the clutch assembly as a unit. Draw out the gear shift spindle. Remove the kick · starter spring. Remove the flywheel and stator assembly. Disassemble the cylinder head and cylinder. Remove the o il pump and after separating the right crankcase, the crankshaft assembly together
Crankshaft
32
3.
EN Gl N E with the piston con b e r emoved as a unit from the left crankcase. b.
Inspection 11 I
Support the crankshaft on V blocks at both bearings and measure the amount o f runout. (Fig. 3- 7 4) Standard Va lue Serviceable limit 0.015 Replace if ove r web sid e 10.0006 in.) 0.05 10.0020 in.) Replace if over Right bearing 0.015 10.0006 in.l 0.05 10.0020 in.l web side
Left bearing
Figure 3- 74.
To tal runout
121
Measur• g c-r:-
The clearance in th e bearing is measured by fixing the crankshaft on centers and moving the bearing in the axial and vertical direction. (Fig. 3- 75) Standa rd Va lue
,.,,.,__ 0.:::"'·1f/t=""'=~
/ Crankshaft
Figure 3- 75.
Meas ,· g C>t:O
==-=-=-==
Axi al cl ea rance Clea ra nc e no rma l t o a xis
0.004-0.036 10 .0002~0.001
in.) in.l
0.05 10.002 [n.l
0.010- 0.025 10.0004~0. 00 1
Se rviceable limit Replace if over 0. 1 10.004 in.l Replace if over
W hen the clearance in the axial direction becomes excessive, the crankshaft wi ll move from side to sid e when engine is running and produce undesirable noises as wel l as causing uneven wear to the cylinde r, piston and the t iming gear. It will also shorten the life of he cl utch. If th e clearance is too sma ll, it .;,.ill cause a decrease in the power output and shorten the life of he crankshaft. '31 Cronk pin Standard Value
23.1 mm 10.91 in.) 0 ·sde dia +0.012 10.0005 in.l -0.002 10.0001 i n.l
Serviceable limit Replace if under 23.045 10.908 in.l
0 .052~0 .087 1 0.0020~0. 0034
in.)
left crankshaft sp ro cket root diameter. (Fig. 3.76) S ondard vo\ue-+25.24±0.025 (0.994±0.0011 Servi ceable Jimit-+Replace if under 25.1910.991 in) 151 Right crankshaft spline ploy Standard vo lue-+0.0 10-0.040 (0 0004-0.0020 in! Serviceable \i mit-+Reploce if over 0.08 10.0032 in) 161 M aximum crankshaft assembly runo ut Standard vo lue-+runout at web outer surface 0.05 TIR 10.002 in! Servi ceable limit->Reploce if ove r 0.2 (0.008 i n) IZJ,. Connecting rod sma ll end I. D. (Fig. 3-77) +0.043 Standa rd vol ue-+ 13mm+0.0 16 +0.002. ) (0 ·512 + 0.001 rn
t
Figure 3- 76.
1---
Timing sprocket teeth -ro9t con our
- - - - L- - - - --~---- - - --
G
(
13¢ +0.043 + 0.016 +o.oo2 . ) 0512 · +0.001 1"
Serviceable limit-+Rep loce if over 13.1 10.52 inl Reciprocating mass= -[ Gyrating Where
fi9ure 3- 77,
181
b
mass = L
m= Total mass G= Ce•ter of gravity
Connec tin9 rod
191
Connecting rod sma ll .e nd to piston pin clearance Standa rd vo\ue-+0.01 6-0.043 (0.001 -0.002 in) Servicoble limit-+Reploce if over 0.08 10.0032 ;n) Connecting rod sma ll end deflection. Standard va lue-+ 1.5 (0.060 in) Serviceable limit-+Reploce if o ver 3.0 (Q. 120 i n)
33
SMISSIO N
ick s orter spind le
s haft
Servic eable Limit Replace if over 0.10 10.004 in.) Replace if over 0.1 5 10.006in.)
ly
Figure 3:-78. Assemblying R crankcase
--eake sure that the gasket and the two "' oi ore insta lled on the left crankcase ::= --e assemblying the right crankcase to it. -=~ . 3-78)
SMJSSION --e ··ansmiSSIOn receives the rotation which has -::-.s'ered fro m the crankshaft to the ma in shaft ---:::.;gh a series of gears, cha nges it to the e:: :;need and then transmits it to the sprocket ·e:: counter shaft. ·e C50, C50M, C65 and C65M hove a 3 speed 'on, whe reas, the 550 and 565 have a 4 speed
Figure 3-79.
Transmission construction detail
(Fig. 3-79, 3-80)
Fi9ure ~-sO.
Georin9 orroneement for
C:!.iO. C:SOM, C:6!.i. C6SM
3.
34
ENGINE a. Disassembly 11 l 121
Disassemble the rig ht crankcase in accordance with section 3 Disengage the kick starter spindle
b. Inspection (] l
Primary driven gear backlash Sta ndard value-->0. 047 ~0 . 094 10 . 00 1 9~0.0039 inl Serviceable limit->Repla ce if over 0.12 10.0047 inl
2
C leara nce between main shaft and main shaft gear S o ndord value-->0.022 ~0 .05 1 10.0009~0.0020 inl Se•vic eable limits->Replace i f over 0.1 10.004 inl
Figure 3- 8 1.
shaft (Fig. 3- 81, 3- 82) Serxiceable Limit
S andard Value i 7 mm 10.670 in.l
0
s·c e a·a
End play
17,/, + 0.043 'I'+ 0.016 +0.0017. ) ( 0 .670 +0.0006 In Figure 3- 82.
- 0.01 6 10.0006 in.) - 0.034 10 .00 13 in.l Tigh• 0.05-Q.59 10.0020- 0.0232 in.)
Shaft to gear clearance
0.030-Q.096 10.0012 - 0.0037 in)
Tap gear inside dia
17 mm 10.670 in.) +0.043 10.00 17 in.l +0.016 10.0006 in.)
141
Main shaft, top gear dimension
Replace if under 10.6670 in.) 16.93 Replace if aver 10.0354 in:) 0.9 Replace if aver 0.1 10.0040 in.)
I
Replace if aver · 17.1 10.6740 in.l
Clearance between main sha ft , to p main shaft. Standard value-->0.022~0.051
gear
and
10.0009~0.0020 inl Serviceable limits->Replace if ove r 0.1 10.0040 in)
15)
Counter shaft o utside dia (Fig. 3- 83) Standard va lu e-> 17mm-0.016 . -0.0006 in) 6690 -0.034 · tn -0.0013 in
(o
Serviceable limit->Replace if under 16.93 10.66531 161
Clearance between countershaft and countershaft low gear Standard value--> 0.032~0.068 10 .0013~ 0.0027 inl Serviceable l:mits->Repla ce if ove r 0.1 10.0040 in)
171
Clearance b,etween countershaft and countershaft second gear Standard va lu e-->0.030 ~0.096 10.00 1 2~0.0038 inl Serviceable l imit~-Replace if over 0.15 10.0059 inl
181
Cl earance between countershaft and countershaft third gear (Fig. 3- 84) Standard va lu e-->0.032~0 .06 8 10.00 1 3~0 . 0027 inl Serviceable limits->Replace if over 0.1 10.0040 in)
17"· - 0.0 16 ( 0 6690 - 0.0006.10 ) ~ - 0.034 . - 0.0013
Figure 3- 83.
Counter sha ft dimension
19)
Shift drum
Standard Value 34 mm I 1.3386 in.) Outside dia - O.Q2 10.00079 in.) - 0.050 10.0020 in .) 13 mm 10.5 113 in .) - 0.016 10.0006 in .) Shaft dia -0.034 10.0013 in.) 6.1 10.2402 in.) Width + O.l 10.0040 in.) -0 1-0 in.l Figure 3- 84.
Clearance between counter shaft and counter ehaft third gear
Serviceable Limit Replace if under 33.93 I 1.3358 in.) Replace if under 12.935 10.5091 in.) Replace if over 6.3 10.2480 in.)
CK STARTER
35
4.9 +0 .04
(o .l92 9! 0.001 6 in )
mrust washer ;:-g
e 3- 86.
"'~st
wash e r CSO, CSOM, C 65, C65M
shaft
1t
starter pinion
Kick starter spindle
Figure 3- 87.
Kiclc,
~tarter
functi o na l diagram
36
3.
ENGINE As the kick sta rter is depressed , the kick starter spindle rotates and the ro diet, due to it being held against the ratchet spindle in i he direction of rotation, moves in the dire ction of ihe arrow by f ol low ing the spiral groove cut in the spindle and causes the kick starter pinion to mesh with the counter shaft low gear. The main shaft being engaged to the clut ch center, transmits th e kick starter torque to the e ngine crankshaft and turns ove r the engine. Wh en t he eng1ne starts, the ro tating speed of the pinion exce eds the spindle speed, the ratchet due to the rotati on of the pinion, rotates in the left hand direction in respect to the spindl e and is made to disengage from the pinion due to the actio n of the set spring and the left hand scr ew.
Kick starter ratchet spindle
ra chet spring Figure 3- 88.
As the spindle ret urns t o the o ri ginal position by the a ction of the kick starter spr"ing, the ratchet disengages from the pinion and returns to the position for the next kick cycle. (Fig. 3- 89)
a. Disassembly
f ·igure 3-89..
Removing kick starter
.Kick starter s indle
spring
Kick
Kick starter pinion
22.5mm circlip
0
K!ck starte
.'• !..:
Figure 3- 90.
(ll
Remove the clutch unit.
(2}
Remove flywheel and stator assembly.
(3}
Remove4'rhe primary driven gear.
(4}
Remove t he gear shift spind le .
(5} ·
Remove the 16mm ci rclip from the kick starter spindl e and disassemble the kick spring · retainer and the kick starter spring. (Fig. 3-89)
(6 }
Separate the ri g ht and left crankcase halve~ and then lift out the spi ndle fr o m the left crankcase·.
b. Inspection
25mb"'Po
(J}
Inspect the ratchet pawl and the kick starter pinion teeth, if wo rn excessively, they should be replaced.
ratchet . . 25mm washer
Component ports of kick starter
c.
Reassembly (11
Assemble in the r everse orde r of disassembly. (Note) After installing the kick starter spri ng, check f or proper ki ck retu rn a ction. (Fig. 3- 91)
figure 3- 91.
Installing kick starter spindle
URETOR
37
inco rporates good riding ·:::o speed is readily
Figure 3- 92.
Carburetor !From cut-away carbureto r)
::: -·;: -s he fue l at a constant --~·-~ _ ;:,:e·.oir to sto re th e fue l tem-
::::·:::··ly and permits it to be =--:=oH ed. :· _;eg lates the length of the throttle :::::ole. _ •... .• e ers the rate of f uel flow curing maximum power o utput. ::: e ___ egulates th e amount o f air fuel mixture entering the cylinder. __ __ ..... egul ates the amount of air mixing with the fuel.
® Choke
valve
CD Inlet
@ Jet needle
Z
main bore
enturi { C65&CD65 :14mm( D. 55 lin)
@ Air jet
Figure 3- 93.
Carburetor sectional diagram
ENGINE
3.
38
Valve seat
@ Air vent
: 7
·~ jot
'---'""'==~ver flow op€mng
~J
~
@ Jet area
~ 6
~ ilver-flow pipe 3veS~£i~
® Float chamber (19) Float valve @Float Fisure 3-94.
Carbur etor cross sectional diag ram
1.
AIR SYSTEM Th e ca rburetor used is a down draft type w hi ch draws the air into the carburetor from the top, henceforth the name. The air from the air clea ner w hi ch enters from the inlet ope ning G), passes by the thro ttle valve ® and is drawn into the engine after passing through the venturi . The power ouiput is determined by the vo lume o f air flow which is co ntrolled by the movement of the thro ttle va lve ® to vary th e ope ning of the venturi ®. (fig. 3- 93)
2.
FUEL SYSTEM
a . Main system The fuel enters through the main jet @ , and in the main jet, it mixes w ith the air in the air b leed @ after having be en metere d by the air jet @. The fuel and air mixture passes thro ugh the opening between the needl e jet ® and jet needle @ to be sprayed at the thro ttl e valve ®. The spray mixes with the main i nco ming air and b eco mes ato mized befor e b eing taken into the engine. (fig. 3- 93)
39
CARBURETOR
= enters :ro- ··e • e· ooe · g
@ Spring
= ::::
•
f OAT CHAMBER I is nec essary for the carburetor to supply the ::·oper fuel mixture for the respecti ve throttle opening ::-d engi ne speed; in order to do this, the fuel level be maintained at a constant level. It is t he : ction of the float chamber to perform this task. The DP type carburetor incorporates o filter i n the "'oo chamber to prevent entry o f dust. The fuel from the tonk flows thro ugh the groove in the fuel cock, enters the strai ne r co mpartment ~ wher e the dust and foreign matters i n th e f uel o r e a lowed to settle, passes thro ugh th e filt er @ and then e n'ers t he float chamber @. As the fuel lev el i n the "'o o chamb er rises, t he fl o at @ becomes bouyant :: d applies pressur e against the v alve spring @ to overri de it and then fo rces the fl o at valve @ against · e valve seat @ to stop the flow of the fuel. hen the fuel in the float chamber @ is consumed, ·. causes a lowering of the fuel level and a con. seque nt lowering of the float @, this causes the float ·alve @ t o unseat and permits the fuel to enter the "'oa t chamber. This process is repeated to maintain a constant fuel level in the float chamber. A spring :g is incorporated between the float and the top of . e flo at valve to prevent the oscillation of the float . alv e and reduce wear to the valve seat @. Further, · o or event overflowing of the carburetor and causing · ~e fl o o di ng of the cylinder due to tilting or the float . ol e sticking open, an overflow pipe is incorporated ·o drain o ff any fuel which exceeds the critical fuel
:§) eedle jet @ Pilot outlet
H
e .. e l.
In additi o n a static air vent tube is located in the :- a chamber and is vented at the front cover to - o· ain the air pressure in the float chamber always ::o- .a nt with the outside atmosphere and whi ch is - ~- a'fected by riding speed or outside wind condition.
OKE (STARTING) ri ng cold weather starting, it may be necessary _ ·~·tia lly use a rich fuel mixture. For this purpose, :::: c o e val ve @ is incorporated. The choke valve ::: ·s cl o sed by raising the choke lever @, this · e_ •· s the air a nd allows the fuel sprayed from the · eeo e je ® to enter the engine as a rich fuel
- x · e.
Figure 3-95.
Carburetor cross secti onal diagram
3.
40
ENGINE However, depending upon its usage, 11 may result in engine stalling or flo oding. To counter this situa tion, a relief val ve @ is incorporated i n the choke valve @ to open or closes at a preset suction pr essure, to produce a proper fuel air mixture for cold w eather starting. It is therefo re possible to close the choke valve completely during w arm-up driving and en fully open the valve after warm-up. (Fig. 3- 95)
5.
Main Jet
a.
10
oi
OF THE RESPECTIVE COMPONENTS
je
h e_ -·cs · ~e =uel flow duri ng f ull throttle condi"ion ·oo s:::eec ·o provide a pro per f uel mixt ure. Not o ly does ·. =.;"cion a top speed but also is effective o a ce · a·~ degree oi int ermediate speed. The larger he ·e size mumber, g reater w i ll be the fu el flow a ·o "cfng a rich er fuel mixture . (Fig. 3-96)
Figure 3- 96.
Main jet
b. Air
j et
During full throttle o pe ning, t he fuel mixt ure at high e ngine speed will become rich and at slow engine speed he mixture becomes leon. To prevent such a condition, air is bled i nto th e mai n jet. The function of the air jet is to restrict the a mount of air. As the a ir jet is mode larger, the amount of air is increased, resu lting in a leo n fue l mixture, however, at the t hrott le openi ng, a high engine speed will provide a lean mixtur e with a sma ller variation i n fue l consumption between high a nd low engi ne speed. (Fig . 3- 97)
Figure 3- 97.
Air jet
c.
Needle jet During full o r half thro ttle opening, the fuel which hod been metered by th e mai n jet i s again ~tered by the needl e jet. The adjustment is performed in con junctio n with the jet need le which is explain i n the fo ll owing section. The nee dle ho le is modA exce ptiona lly accurate. (Fig. 3- 98)
Figure 3- 98.
Needle jet
3.7
-=·
-.=:--=.. -~
:::: -
41
=
:· ·:eo e in conjuncrio·
=~=
CARBURETOR
e::- ·er, regula tes
e
-· e ·eeo e jet
.e
-- -~"e at the
-,--:-::. ::-e - rottle ope ning p(·::· b eiween ~ _ ---~ - e o peni ng!. The long ·ooered jet needle - ·::::-eo centr ally w ithin he cen· er hol e o f the --·::- e :alve and w ith the oper ed end i nserted into ··e ·eedle jet. The vertica l moveme nt o f the throttle a .e o w hich the jet needle is attached contro ls the "o" o f the fue l in respect to the throttle opening to afford a co rrect fuel mixture ratio. There are five ne edle clip grooves !which are counted from the to pl to reg ulate the richness of the fuel mixture. The fuel mixture becomes richer as the clip is moved progressively from the No. 1 groove to the No. 5 groove. (Fig. 3- 99)
e.
Figure 3-99.
Jet needle
Throttle valve The function of the throttle valve is to co ntr o l the amount of air token into the engine which serv es to increase the engine RPM and the pow er output, a nd in addition, performs the important function of controlling the fuel air mixture . (Fig. 3-1 00) The thro ttle valve is cut-aw ay on the air inlet side. By changing the size of the cut-aw ay (designate d by cut-away No.l t he pressure actuating t he ne edle va lve ca n be altered to change the amo unt of fu el now and causes a change to the fue l mixture. The valve with a larger cut-away number w ill produce a leaner fuel mixtu re. However, the range of its effectiveness is mai nly at low speed from idling speed to approximately ~ thro ttle openi ng. It has no effect beyond ;% throttle opening. The throttle valve is normally opera ted by the throttle cable attached to the top of the carburetor.
Figure 3-100.
Throttl e valve
Fi gure 3-101.
Slow jet
A throttle stop screw keeps the throttle va lve in the idle position. Turni ng the stop screw in will cause the throttle valve to rise, and backing off o n the stop screw w il l lower the thro ttl e valve . (Caution) The throttle valve guide groove serves as a junction for the throttle cable and the throttle valve and also to maintain the throttle valve in the correct relative position within the carburetor, therefore , if it is reve rsed, the cut-away w ill be on the wrong sid e and will resu lt in rich fu el mixture as well as causing insuffici ent engine speed.
f.
Slow jet The slow jet regulates the fuel now during idling and small throttle opening, a nd p ermits th e air t o ent er th rough the air bleed to mix with the fuel for atomizatio n. The slow jet is similar to th e main jet i n that th e larger the jet size number, the greater will be the fue l now and consequently a richer fuel air mixtur e.
(Fig. 3-101)
42
3.
ENGINE g.
Air screw The ai r screw regula es he amount of ai r m1x1ng with the f ue l in the slow speed system by contro lling the a mo unt o f pilo t air mixing with the fuel whi ch had entered f rom the slow jet. In his way, t he prope r fue l air mixture is maintained (Fig. 3-1 02) Turning the air scr ew in w ill produce a rich fuel ai r mixture a nd backing off o n the screw wi ll result in a lean mixture.
Air screw stop spring
Figure 3- 102.
Air screw
~~Xl!/!1/{
-...;;:!!!!!!!!"!!Jii ·""":"ii: ... ..
6.
ADJUSTING THE CARBURETOR
a.
High speed a d j ustment
(li .,f/l:
ca n be obtai ned with an i ndication t hat the ·s od;usied lea n, the re fore, t he main jet ~ a ce o•og essi vely replac ed with a jet of a larger S:=e o~.o •e· es:ed o ob ain t he cor rect size.
Needle Je t h o lder
e)
-e ~a je' number sizes below ~100 are 98, 95, -.2 0, a nd the sizes above ~ 100 are 11 0, 115 " d increases at an interval of 5. (Fig. 3- 103) = ·' e speed drops when the choke va lve is closed, i: is o n indication that the mai n jet is either of the correc size o r too large. The det ermi nation is ode by th e fol lowing procedu re.
Ma i n Je t
Fi gure 3- 103.
0
Th e Correct Main Jet A ft er the main jet had been change to one of o sma ll er size, it is found that the speed decreases o nd upon closing t he choke a sma ll a mou nt, the speed increases, it is an indication that the main jet which had been install ed is t oo sma ll in size. The main jet shou ld be r eplaced agai n w ith t he original main jet which con be assumed to be of t he co rr ect size.
0
To o Large a Main Jet Replace the main jet progressively with one of a smaller size until the condition i n the previous section occurs.
b.
Adju sting the Inter medi ate Sp eed The fuel mixture adjustment between the t hrottle opening to % is accomplished mainly by selecting the steps on the needle jet and also by the cut-away on the t hrottle va lve. However, it is not practical to adjust only th e intermediate speed with t he cut-away of the t hrottle va lve since the cut-away effects the range of throttle between 31{. to Jtr, opening. In the intermediat e range, the jet needle sho uld b e in the lower position for good fuel economy provided that the acceleration is good :
78
3.7
43
CARBURETOR
~
::ssi e black exhaust smoke is evid ent --e- ediate speed, it is an indi ca tion : : -i::- a fu el mixture and therefo re, th e ="" -:e:: e hould be lo wered one step.
Cu t -Away
S ep position
=-
- ·-g ac~elera tio n o r at int ermediat e speed, -e e"gine sputters, misses or does not respo nd, --e ' e ne edle sho uld be raised o ne st ep. ---:::-le valve cut-aw ay . (Fig. 3- 104) - e larger the number stamped on the cut-away, eaner w i ll be th e f uel mix ture. Whe n making he adjustment o f th e th rottl e va lve, the slow speed should also be co nsid ered together w ith th e i ntermediate speed si nce the effecti ve rang e of the thro ttle is very broad.
c.
I
Jet need le
Figure. 3- 104.
Jet needle and cu t-away o f th e throttle valve
Adj usting the Slow Speed
78
The fuel mi xt ure ad justm ent betw een i dli Ag and hrottle o pening is made by the air screw and the hrottle valve cut -away. (l l
Ai r screw The fuel mix ture adjust ment for idling is made by th e air screw. Turn to the right fo r a richer mixtur e. Tur n to th e left f o r a leaner mixtur e. The air scr ew no t o nly affect s t he idling but also the slow sp eed, therefo re, th e fue l mix ture shou ld be adjusted w it h the throttl e slightly o pe ned to o btain a smooth o peratio n.
!21
Thro tt le valve cut-away Th er e may be a case where t he ad justm ent cannot be o btained by th e air scr ew o nly, in the vici nity o f throttle opening. In this case, if t he fue l mix tur e is too rich, replace t he cut-away with one o f a larger numb er and if t oo lean, replace with o ne o f a small er number.
78
d . Ad justing th e Idle (Fig. 3- 105, 3- 106)
Thrott le st op
'
The idli ng ad justment is perf o rm ed by the throttl e stop scr ew a nd th e air scr ew in the fo llo wi ng manner.
(ll
A d just th e idli ng sp eed to the sta ndard 1200 RPM by th e use o f th e thro ttle sto p scr ew .
!21
N ext, t urn t he air screw slowly back and fo rth to th e hi ghest RPM.
(31
Upon locating t he poi nt o f hi g hest RPM i n (2) above, reset th e engine speed t o th e standard RPM .
(4)
Rework th e air screw to assur e that it is set at t he pro pe r setting.
(5)
If any change exist, repeat (3 ) !41 above. The check sho uld be made between to 1}6 tur n o f th e ai r scr ew.
Fig ure 3- 105.
Idl e ad justment
Fi gure 3- 106.
Idle adjustment !S50, S65)
78
3.
44 3.8
ENGINE
CARBURETOR (550, 565)
@ Croke valve
'!], Jet needl '§ Throttle valve bottom ~ P ilot outlet
~Ai< '""~cc~cc-__ @ Air screw outside
R\
I]; Bleed hoi
@ Needle jet @ Slow·
Main bore
S65 Venturi sec tion
( l? mm: O.S7 inJ
sso
___,4' ( 16~ \
' " ' "'
-~ -: _~#
@ Fuel passage Air jet 1 Valve seat 1 Float valve
(iJ) Main jet
Figure 3-107.
Carburetor cross sectional dia gram
1. AIR FLOW . The air which passes t hrough the air cleaner enters from inl et opening (!), passes under throttle va lve @ (mai n bor e @l a nd taken into the inlet side of t he engine. The power output is determi ned by the volume of air ta ken into the engi ne. This necessary air flow is contro ll ed by th e vertical movement o f the throttle valve which varies the a rea of the main bore @ . (Fig. 3-1 07)
2. FUEL FLOW The air which flow through the mai n bore ® creates a low pressure directly under the th-r ottle valve. It is here that the fuel o utlets f o r both the main and slow systems are located. (Fig. 3-1 07)
a. Main System The fuel passes through main jet @ and enters the needle jet holder @. The fuel mix es with the air. taken in at air jet @ and b led through air bleed hole @ . The fuel ai r mixture passes between needle jet @ and jet needl e @, and dischargJs in a spray below the throttle valve @. Th e fuel is atomi zed and mixed with the main air stream ond is token i nto the enr;~ine. (Fi~. 3-107).
3 .8 ..o .
~c-
45
CARBURETOR
-.s-:- ·::h ent ers through · i e. X posses -e v @ where i is e•e ed and then - e fuel from the fuel passage hole ® - s::" rged from pilot o lel @ toward the olve @ as a fuel air mix·ure and finally . "·h th e main ai r stream before entering the --
as
3. FLOAT CHAMBER For 550 and 565, the fuel from the tonk enters fu el passage @, passes by valve seat @, float valve ~ and enters float chamber @. As the fuel fill the float chamber, the float @ rises and forces the float valve against the valve seat with the float arm @ o shut off the fuel flow into the float chamber. As the fuel in the float chamber is consumed and the fuel level drops, the float also lowers with the fuel leve l and allows the float valve to unseat from the valve seat, permitting the fuel to enter the float chamber. This cycle is repeated to maintain a constant fuel level. A spring is incorporated in the float valve @) wh ere the float arm @ make contact, for th e purpose of absorbing the shock and preventing w ea r to the valve and seat caused by the fluctuation of the flo at wh en driving over rough road and in addition, it serves to maintain a constant full level in the float chamber. Overflow pipe
Figure 3- 108.
Float IS65l
If any foreign object shou ld get stuck in between he float valve and seat and causes the fuel to overflo w out of the slow jet o r th e needle jet, th e fuel will enter the engine and dilutes the oil. To prevent such an occurance, an overflow pipe @ is incorpo rated into the float chamber @. The outlet of the overflow pipe @ is high er than the normal fuel level and therefo r e, has no effect, but under overflow condition, the fuel level rises and the overflow fuel is drained o uiside. (Fig. 3- 108)
~0
·er "low pipe
onnal fuel level
8
Fieure. 3-109.
float ~hoinber
Float chamber
46
3.
ENGINE 1. CHOKE (START! G SYSTEM) Since it is necessary to provide a rich mixture for a short period during cold weather starting, choke @ is incorporated. By raisi g the choke lever to the full close position, the choke valve @ can be completely closed. A r elief va lve @ is installed on the c:;hoke valve and kept in the closed position by the spring @ . When the kick pedal is kicked with the throttle valve @ opened approximately the suction pressure causes the fuel to b e discharged from the pilot outlet ® and the needl e jet @, and at the same time, the suction pressu re ca uses the relief valve to open a proper amount, permi tting the air to enter and produces a fuel mixture which is idea l for starting.
Q) Throttle valve
U: ,
@ Choke valve @ Relief valve
After t he engine starts, the sucti o n pressure i ncreases, opening the relief valve wider and furnishes the co ld engine with the proper starting fuel mix ture. In this way, the opening of the throttle valve causes a co rr esponding opening of the relief valve and permits t he worming up of the engine without manipulating the choke lever. When the engine has warmed up, merely positio n the choke valve to the fully open position. (Fig. 3- 11 0)
@ Needle
I
@ Spring @ Relief valve
5. Figure 3- 110.
Choke
ADJUSTING THE FUEL LEVEL It is difficult to directly measur e the fuel level, herefore, the fu el is det ermined by measuring the height (H ) of the float. (Fig. 3-111, 3- 112) (1)
Position the carbu retor as shown in fig. 3 .111 ' w ith the float arm pin @ to ward the top and the float @ at the botto m and tilt t he carburetor to the point where the flo at arm @ is about to break co ntact w ith the flo at valve base. This should · occur wh en t he carburetor is ti lt ed approximately 70 ° o r at any po int between 50 ° to 70°. That is, th e fl o at arm sho uld be at a po ini where the base of th e valve is no t compressed.
121
In this position, the float bottom @ is measured fro m the carbureto r body @ w ith the gaug e to d etermin e the height (HI. Th e to lera nce of the float positio n is 1mm 10.040 in) bo th ways. In o ther w ords, the gauge sho uld no t press the float more than 1mm, nor sho uld th ere be clearance great er than 1mm between the gaug e and the flo at. Core should be excersized in making the measurement since th e bose o f th e valve i s spring loaded and can b e co mpressed into the valve in which case, th e true closing p o int of th e valve cannot be determin ed.
@ Float arm pin
®
Fig11re 3- 111.
Figure 3- 112.
Fuel level adjustment
Fuel level gaug e
AI{IIU I~ I,I O R ~lliii N
() , M odo I Carbur eto r type
---
-
-
0
~
0
u
c.;::
u Q) Q. Vl
Ol
c
(;I)()
-
Hnr.
(;fi()M
~-_,,c_
-
HI tO
1000- 115
1000- 11 0 11000- 1451
1000- 111
PW 161A6 IC.I I ,\01 , PW161'A10 IC YII I .Illl I W l foi A II
65MB
C50C
50MB
17-B
Setting mark
65H IY65Hl
Throttle bore
13¢ 10.512 in.)
13¢
13¢
13¢
16mm 10.630 in .I
Ven turi bore
14¢ 10.5511
14¢
13¢
13¢
17mm 10.670i n.l equiv. 16mm I0.6:lOIII.)IIqiii V
Main jet
#72
#72
#70
#72
#85
Air jet
#150
#150
#150
#150
#150
0.4¢ X 2 10.0157 in.l
0.5
0.4¢X2
0.5¢X2
0.5mm 10.01 97in.l X 4 0.9mm
AB 1
r-t---
~~ f--1. 5 f--1
/
f
-
1 16111111 \() .(, Ill 111 I
#78 # 120 10 .035~
in.l
X~
Main oir
HI)-- 1--2
bleed
1.5 1 0.4¢X2
0.4¢X 2
0.4¢ X 2
,
- ---$- f--3
2
I 0.4¢X 2
0.4¢X2
0.4¢X2
4
3
0.4¢X2
0.4¢ X 2
0.4¢X2
0.4¢ X 2
4
0.4¢X 2
0.4¢X2
0.4 ¢ X 2
0.4¢ X 2
5
0.4 ¢X2
0.4¢X2
6
0.4 ¢X 2
0.4¢X2
0.4¢ X 2
0.4¢ X 2
Needle jet
3.0 X2 .8mm 10.118 X 0.110 in.) 3¢ X 28 recess
3¢ X 2.8
3¢X2.5
3¢ X 2.5
2.6 mm 10. 1023 in.) (3.4 10.134 in.l recess]
2.6 mm 10.1023 in.) (3.4 10.1 34 in.) recess]
Jet needl e
13243- 3 stag e
13243- 3 stage
13239- 3 stage
13239 - 3 stage
16305 3 stage
16232 3 stage
Cut-owoy (throttle volvel
#2 .0 11.2X0.15l
jf2.0 I 1.2¢ X 0.1 51
I
#2.0 ( 1.2X0. 15] 10.047 X 0.006 in.) 2.0 I 1.29'> X o. 151
#2.0 11.2 X 0.15l
#1.5 ( 1.2 X 0.3] 10.047 X 0.012 in .I
#1.5 ( 1.2 X 0.3J 10.047 X 0.012 in.)
Air screw
1
u~~1 /8
1 ,!1 ~ 1 /8
1,!1±Ys
1,!11. Ys
U-2'~1/8
U-2' ~ 1 /8
Slow je t
1
#35
#35
#35
#35
#38
#35
0 .9¢X2
0.8¢X2
0.9rjJ X 2
0.7mm 10.0276in.l X 2 0 .8mm 10.0315 in.) X 2
0 .8¢ X2
0.8¢X 2
0.8¢ X 2
0 .7mm 10.0276in.l X2 0.8mm 10.031 5 in.) X 2
0.9¢ X 2
0.8¢X2
0 .9if, X 2
0.7mm 10.0276 in.) X2 0 .7 mm 10 .0276 in.l X 2
0 .8¢ X 2
0.8¢ X 2
0.8ifJX2
0.7mm 10.0276in.l X2 0.7mm 10.02/6\n.l X ')
1.2¢
1.2¢
1.0mm 10.0394 in.l
-·r -
c
(;(iGM
(;(il)
1000- 11 2 11000- 11 31
-
Vl
I Alll.l
1)--f-- 5
0.4¢X2
0.9mm 10.0354 in.) X 2 0.6mm IO.Oi>:lt. 111.1
-
0.6mm 10.07:\(,ln .l
'J
0.5mm 10.0197in.l X2 0.6mm 10.0236 ln.l
'J
~
Q) (/)
Slow (o\o' blood
.Lrf~ t~11iJ
0 .8mm 10.315 in.l X2 0.8¢ X 2 0.8mm 10.315 in.) X 2 0.8¢ X 2 0.8mm 10.3 15 in) X 2 0.8¢ X 2 0.8mm 10.3 15 in) X 2 0.8r/, X 2
1 2 3 ~
1.2mm 10.0~73in.l 1.2¢ 1.2¢
Volvo soot Pilot jet Pi lot o utlet
- - - - - - --
Fu el level _ loctuol __ fu el heiQhtl
1
#35
I 0 .9mm 10.0354 in.l
P= 5.0 ~- 17 .5mm 10.689 in.l 17.5
#35
#35 0.9¢ 17.5
P=5.0
w
0.5mm 10.0197 in.l X 2 0.6mm 10.0236111.1 X ')
,~ = 5.0 15.5
15.5
10. 0 39 ~
~
OJ
c: ~ rn
-1
0
~
lu .l
-
#35 0.9¢
I .Onun
Q
P= 5.0
1.0 mm 10.0394 in.l P= 5.5 19.5mm 10.768\n.l Height o f noot
I .0 """ 1 0 .039~ in.l
p 5.5
19.5 mm 10.768 i n.) Heill_h_t_of Aoo t
~
'J
HANDLE
FRAME
•
81Ml welded bolt
E
Steering hanw" Haoole s<:;
~
:s·a-
~~
~ ·
·~"-
CON STRUCTION an dle · : =-eering handle unit is made of pr essed sheet -a co ntinuous steel tube g rip welded for ·: -:;;·::e e nt ; the handle on the 550 and 565 is ~ :e i-raised t y pe pipe handle. Soft rubber cushions are installed at the mounting he steering ha ndle to prevent the engine vibratio n ; om being transmitted to the rider's hand. A steering o ndle lower cover is newly installed to provide a pleasing overall design.
/'
Handle cushi on / rubber A / Handle under
Figure 4-1.
Hand le rubb er mount 1(50, C50Ml
Hex bolt
~
Handle holder setting washer ....--E~Ht'/± Handle pipe \ lower holder
Handle cush1on rubber
~/~andlecush1on ~bberc
~
Front fork top bridge
Ha."llle coslion
nmbe! A
Ha e urder cover Handle cushion r bber 8 Handle setting washer
Handle holder setting collar
Mounting detail i gure 4-2A.
Handle rubber mount 1550. C65l
Figure 4-28.
Handle rubber mount IC65, C65Ml
Disassembly ( 1l
Remove the front cover.
!21 Remove the headlight assemb ly and disconnect all electrical leads.
!31
{Fig. 4- 3)
Uncouple the speedometer cable and disconnect the front brake cable.
!41
Disconnect the throttl e cable by removing the carbureto r' cop and disengag e the cable end from the throttle valve. {Fig. 4- 3)
!51
Loo sen the two 8mm hex nuts and remove the hand le t ogether with the cables a nd electri cal l eads. For models 550 and 565, loose n the four hex bolts, remove the uppe r holder , and then remove
Figure 4-3.
the handle.
b.
Inspection (] l
Inspect the throttle, clutch and front broke cables fo r damage and breakage on both cable
and
the
outer casing, and also for
inner p ro per
o peration ; apply grease before installation.
!21 Check the thro ttle grip pipe for proper operation. !21
C heck the handle l evers for proper o pera ti o n.
(4)
Inspect the hand le pipe for bend and twist.
!51
C heck all switches for prope r function and the electrical leads for damage d covering. Fi9ure 4-4.
Disconnect elect rica l lead
4.
50
FRAME c. Reassembly
Steering head stem nut
Fork top bridge plate
Ill
Re-install the w ires, speedometer and leads on the specified locations a nd fix in place w ith handle fixing bolts a nd nuts.
!21
Re-install the fr ont broke cable, cable and throttle cable.
131
Reconnect all connectors from the electrical leads and re-install the headlight.
speedometer
(Caution) When installing the steering handle, care shall be taken not to pinch cables a nd leads.
........
Steering stem
Frame head pipe
2.
FRONT FORK The steering stem of these models incorporate o ball as sho wn in Fig . 4.5. It excels in ste erobility as well as in stability for both high and low speed. The st eering stem is welded to the front fork which is made of pr essed steel sheet. The stem incorporates a cone race a nd is i nstalled on the frame head pipe. 1· serves a vita l function since it is the rotating shaft o whi ch the head pipe is the axis. ~Fig . 4-5)
Front fork bottom
brid~e
a . Disa sse mb ly e ove he steeri ng ha ndle in accorda nce with seaio n 4.1 o .
Figure 4- 5. 2
. e ove
3
Re ove t he fron t w he el in a ccordance with
he headlight case.
sec ion 4.4o. ft. )
emove the fo rk to p bridge by unscrewing the steering head stem nut and the two 8mm bo lts.
r -1
Unscrew the steeri ng head top thread by using o hook spa nner and slide th e front fork o ut the bottom, (Fig . 4-6)
(Caution) W hen removing the fr ont fork co r e shall be token not to drop and lo se th e #6 steel balls. (Fig. 4- 7)
b. Inspection Figure 4- 6.
Removing fr ont fork
( 11
Inspect t he #6 steel ba lls fo r cracks and wear.
121
Inspe ct th e steering stem for b end and twist .
!31
Inspect th e ste ering bo tto m and t o p cone races and ball races, fo r scratches, w ear and streaks.
#6 steel balls
c. Reassembly I 1l
W ash the cone rac es, ball races and the steel ba lls, a nd pack with new grease. Use reco mmended fib er grease. (Caution) Care shall be taken not t o ove r-torqu e the steering stem nut so as to cause heavy st eering.
Figure 4- 7.
4.2
FRONT CUSHION
51
FRONT CUSHION
.2
6"Ym lock pin
Figure 4-8.
Fron c
~
- c:-::ss
s=-
_
~-
1. FRONT CUSHION CONSTRUCTION ---- - - - ::= -,::; :e·s o' 6202 radia l ·::- :::::-·::·-s · · e ::·c e shoes a nd
The front whee l axle and axle nut assembles e cas- :: _- ·- - bal l bearings and a n inte gral bra ke drum o ·~>e :--::::-· ::·:: e ::-e
speedometer gear. The front cushion, in contrast to the pre io s pe a.··~g a- uppe eia l, ·s ;-s'o .eo .·. ·.;. o - ~- a~d loc pin to improve the cushioni ng effect. In oddciio-, he upper bol which hod been ·orquea from e f•on: 'or side is eliminated to afford a clean appeara nce .
o . Disassembly 11 I
Remove the fr ont wheel in acco rdance w ith section 4.4a.
121
Remove the 6 mm lock pin and 7 mm lock nut . and then the front cushion ioint washer and the ioint rubber A can both be removed. Next, by removing the f ront arm pi vot bolt, and 8mm X 42, hex bo ll the front cushion and the front suspension ar m may be r emoved together from the front fork.
t31
Remo ve t he 8 mm hex nut a nd then by pulling ' o ut the 8 mm hex bo lt, the f ront arm r ebound stoppe r may be removed from the front fork.
141
pin 7mm lock nut
~
By removing the 8 mm hex nu t and the front cushion lower bolt ; the front cushion and the fron t suspension arm may be separated. {Caution) a . When separating the front suspension arm fro m the fro~t cushion, core sho uld be taken to pre vent the front cushion lower dust seal cap, dust seal and distance co llar from dropping. b.
Remove the pivot dust seal by unlocking the staking and remove th e dust seal and pivot co llar. {Fig. 4-10)
Figure 4-9.
f ront cushion
Staked area
ar m p i vot d u st sea l
~
D ust sea I cap
The front c ushion disassembly can be performed by removing t he f ront cushion lo ck nut and th en r emovin g the front cushion spring. (Cauti on) The fro nt damper bottom metal sho uld not b e disassembled as it requires specia l tools and the component parts a re not sold individually.
Fr o nt ar m
Figure
4 - I U.
::.
oking ue
fJovof dust seal c ap
4.
52 ~ Locknut 1--Spdng
Stopper rubber
go;~
FRAME b.
Inspection 11 l
Inspect for
B ttom metal · complete
acteristics
~ Spring
as
well
as
producing
seat
Front cushion spring (Fig. 4-1 2) Standard Value 50 kg/1 09 mm 1110 lb/ 4.29 in.)
Load
[k
100 kg / 92.1 mm 1220 lb/ 3.63 in.)
Load
Ou te r collar
Free length 130.7 mm 15.14 in.) Figure 4-11.
Component parts of f ront cushion Tilt
Load k~
undesireable
noise. 12)
Sp:ing
the damper as it
have an adverse errec' on the dampening cha -
13) Front cushion spring characteristic
Serviceable Limit
A d ju st or replace if under 90 kg/ 92. 1 mm I 198 lb/ 3.35 in .) Replace if under 14.72 in.) 120 mm Replace if over 4 °
Front fork piston diameter Standard value->16mm-0.016 -0.0006 . ) 6300 -0.0017 In -0.043 (0 ·
120 !--- - - - - - - - - . Free length ( 265 lb) C50,C50M,C65,C65M 130.7mm( 5.14in) IOO C65.S50 130mm( 5.12in)
14)
( 220 lb)
Front fork bottom case diameter Standard value->16mm +0.027 ( +0.0011 i n) -0 0.6300 -0
63 (138.5 lb)
15)
Damping capacity of front cushion damper 30-35kg/ 0 .5m / sec . 166-771b/ 19.68 in/ sec)
Deformation
c.
Reassembly The reassembly shall be performed in the reverse o r der of the disassembly.
Figure 4- 12.
C haracteristic o f front cushion spring
(Note) a.
Wash all com ponent parts of the suspension arm and lubri cate w ith grease, apply oil o n th e d ust seal.
b.
After reassembly, apply g r ease through the. grease fitting .
4.3
REAR CUSHION
Rear damper inner pipe
cushion piston damper valve stopper damper rocl guide Rear cushion collar
cushion upper rubber bushing cushiOn upper rubber bushing collar cushion upper metal 24mm washer Rear damper piston ro.d
Figure 4-13A.
Rear cushion cross sectional diagram IS65, S50, C65l
54
4.
FR AME
\
\ Brake shoe /
/
Front wheel hub
I
Front brake panel felt ring
Front wheel axle Front brake panel dust seal cap
Figure 4- 17.
Fron t w heel cross section diag ram
4 .4
FRONT WHEEL The front wheel axle a nd the ax le nut assemble th e cast aluminum alloy hub with the cast brake drum and two 6 302R ball bearing with the f ront b rake panel consisting of brake shoes and a speedometer gear. When the brake is appl ie d, t he reaction is transmi tted to the front fork by the bra ke panel stopper. A labyri nth is inco rpo rated in the b rake pane l and the wheel hub to prevent the entry of wate r a nd dust into the hub interior. Ti re size 2.25-17-4PR is used.
Fi gure 4- 18.
a . Disassemb ly
Removing front broke shoe
(])
br a ke p anel
(21 (31
(41
f igur" 4- 19.
Removing speedometer gear
Place an a dequat e stand under the engine to ra1se the front w heel. Remove the front brake cab le and th e speedo meter cable . Remove the axle nut and pull out the front w heel axle, then the front whee l and the fro nt brake panel can be remo ved as a unit. The b rake shoe is fixed in place with the brake shoe spring; the refo r e spread the brake shoes apa rt and r emove from the panel. (Fig. 4- 18)
44.
·=-- : --= ' ron!
.:J
broke co- ::-::
--=
0
T WHEEL
55
s::-ee:::.::-e·er
;e::- =-::- ·he front bro. e :xr-: . - _. ~.1 ;e-:: e · r.e ti re and tube =-::- ·-e --- ~s·"g a -··e e . er and pull out e ·.::e 'r::- ·~e tir e.
b.
Inspection 11
Inspect t he ri m for runo , a nd eccentricity. (Fig. 4- 20) Standard Value
Face Runou t
0.7 !0.028 in.)
Eccentricity 0.5 (0.020 in.)
Serviceable Limit Repair if beyond !0.040 in.) 1.0 Repair if beyond !0.040 in.l 1.0
Figur~
4-20.
Measuring wheel runout
Check front axle diameter and for bend
{2)
Diameter Bend
Standard Value 10 mm !.400 in.) -0.005 !.0002 in.l - 0.050 !.0020 in.l
Serviceable Limit
Repair or replace if over 0.5 (0.02 0 in.l
0.2 !0 .008 in .)
{3)
Ch eck broke drum insid e diameter. (Fig. 4- 2 1) Standard va lue ......... 110mm±0.2 !4.33±008 in) Servic eable limit.........Replace if over 11 Omm {4.33 in)
!41
Check brake shoe.
!Outside diameter)
Standard value ......... 109.5mm + O ( +o ) - 0 .3 4.291 _ 0 .1 18 in Repai r limit.........Replace if over 105.5mm (4.153 inl
c.
Reassembly ( 1J
!21
Reinstall th e tire flap so that it is positioned over the spoke nipples. (Fig. 4- 22)
Figure 4- 22.
Installing tire nap
Figure 4- 23.
Top the tire all around with a hammer
Reinstall th e tire and tube.
(Note) a . After reassemb ly of the t i re, fill th e tire w ith ai r to abo ut 7§ of the specified pressure a nd tap the ti r e all around w i th a soft faced hammer to e liminate any tube twist or pinchi ng. (Fig. 4- 23)
4.
56
FRAME b. The va lve stem must be pointed toward the axle, improperly seated valve stem may cause air leak. (Fig. 4.24)
Figure 4-24.
l"s·a lled a ngle of valve stem
131
Wash the old grease from the wheel hub and the bearing, and pack with new grease. Also f111 the hub with grease and install the distance col lar, followed by installati on o f the 6202R boll bearings. (Fig. 4- 25)
!41
After installing the bearings, reassemble the front wheel and the brake shoe in the reverse o rder of disassembly.
!51
Install the brake cable and adjust the broke lever ploy . !Refer o the Periodic Inspection and the section on adjustment)
Tire Air Pressure ormal condition Fron 1.6- 1.8 kg/ cm 2 !22.8-25.6 lb/in 21 Rear 2.0-2.2kg/ cm2 (28.4-31 .2 lb/in 21
4.5
REAR WHEEL
~----- Axle
63 0l R ball bearing
rut
___.--- Rear wheel damper ..-----Rear wheel damper cover
' ----Final driven flange
Rear wheel axle ---~
Figure 4- 26.
Rear wheel c ross section diagram
.5
REAR WHEE
57
EEL
4.5
EEL CONSTRUCT! : - · :::' ·o the front wheel, I e rear eel consist eel b incorporating oeorings, and a brake pa el. A tire size .25- 17- 4 PR is used w ith the rim made of rolled steel sheet. A specia lly designed tread pattern is used on th e rear tire fo r better traction and to prevent sideslipping.
::: ::as; alumi num alloy rear
=
In addition, the rear wheel hub and the final driven flange have been made into an integral component for li ghtness.
a. Disassembly Ill
Remove t he muffler. The muffler need not be removed fo r S50 and S65.
121
Re move t he d rive chai n case lower half and disconnect t he chain.
131
Remove the brake ad justing nut and separate the brake rod f rom the rear brake arm.
141
Separate the rear brake torque link from the brake panel.
151
Remove t he rear whee l ax le by r emoving the axle nut and th en th e rear wheel may be removed . (Fig. 4- 27)
161
The b rake shoe and the rear wheel is disassembled in the same manner as the front wheel.
Figure 4- 27.
emoving rear wheel
b . Inspection 11)
The rim runout and eccentricity is checked in the same manner as t he f ront whee l and to the same standard.
121
C heck the rear axle diameter fo r wear and bend. (Fig. 4- 28)
Axle Diameter
Standard Value 11.957- 11 .984 1.4707 ~ .4720 i n.)
Bend
0.2 !.008 in.)
Repair Limit
Repair or replace if over 0.5 10 .020 in.l
131
The b rake drum ID and the brake shoe OD is checked in t he same manner as th e f ront wheel and to the same standard.
141
Check the brake lining for wear. (Fig. 4- 29) St andard va lu e->3.5 10. 1378 in) Serviceab le li mit-Rep lace if under 1.5 10.05901
151
Check spokes for looseness, r etighten if necessary.
Figure 4- 28.
M easuring bend in rear axle
(Note) The spoke should be retightened to the same te nsion as the othe r spokes.
_j Figure 4- 29.
eosuring broke lining
4.
60
FRAME o. Disassembly Ill
Remove the exhaust pipe and the muffler.
(2)
Remove the brake r od from the brake arm by loosening the brake adjusting nut, then remo ve the brake pedal spring and the mai n stand spring.
131
Place a suitable sta nd under the engine and remove the rear brake pivot pipe by removing the 8 mm hex. nut fixing the rear brake pivot pipe, and the 3 mm cott er pin; a nd by pulling out the rear brake pivot pipe, the stand and brake pedal can be removed from t he f rame as a unit. (Fig. 4-35)
141
Remove the step bar fro m the crankcase by removing the 8 mm hex. bolts.
b. Inspection Ill
Inspect the brake pedal spring, main stand sp ring and the rear brake rod spring for loss of tension and corrosion. If loss of tension or cor rosion is excessive, the spring should be replaced.
121
Inspect the brake for looseness. If should be adjusted or replaced. (Fig.
131
Check t he rea r b rake pivot pipe outside diameter.:
16.8 mm -0.02 -0.1 0 141
pivot pipe and brake peda l excessive ly loose, t he part to conform wi t h the standard
4-36)
(0.662 + 0.0008 in ) - 0.0040
Check the b rake pedal pivot inside diameter.
16.8 mm + 0.027 (0.662 + 0.001 06 in)
- 0 151
Ve r nier ca l iper
-0
Check the stand pivo t hole inside diameter.
16.9 mm + 0.2
-0
( 0.665 + 0.008 in
)
- 0
161 Check the main stand spri ng fre e length . Standard value--> 80 mm 13.150 in) Serviceable limit-->Replace if over 88 mm 13.465 i nl (7)
pipe
Figure 4- 36.
Check the cotter pin fo r damage.
181 Ch eck the b rake shoes fo r damages. 191 Adjust the b rake pedal play to 2-3 em 10.787 -1.181 in) 1101 Check the main sta nd, brake ·pedal a nd step bar for deformiti es a nd r epai r replace wi th new parts.
M easuring brake pivot pipe diameter
c.
as
necessary · or
Reassembly Ill
Clean the pads a nd lubri cate the shafts with grease befo re reassemb ly. Rei nstall the rea r brake pivot pipe into the brake pedal a nd reinstall the sta nd on the frame and flx th e sta nd in place w it h th e r ear brake pivo t pipe. (Note) Lock the r ear b rake pivot pi pe i n place with 8 mm hex. nut and install a cotter pin at the left-hand end .
121 Figure 4- 37.
Install ing step bar
Rei nstall the step bar on the c rankcase w ith four 8 mm hex. bo lts. (Fi9. 4-37)
3 T-ha ndl e scre wdriver Figure 4-.38,
Installing stand spring
Figure 4- 39.
Ploy in the brok e pedal
o e) er connecting the rear brake, adjust the brake pedal p loy to 2-3cm 10.787-1.181 inl. (Fig. 4-39)
.7
REAR FORK The rear fo rk is of a swing arm type which pivots on th e rear fork pivot bolt. The rear end of the fork is supported by the frame through th e rear cushions.
a.
Disassembly"' 11 )
Remove th e rear wh eel in accordance with section 4.5 1a. 12) Remove the drive chain upper half, lower half and final drive flange in accordance with secti on 4.8a. (3) Remove th e 1Omm nut fixing the rear cushion at the lower end. 141 Remove the rear fo rk pivot bolt by loosening the rear fork pivot nut, then the rear fork con be removed from the frame. (Fig. 4-40)
b.
Rear fork
Figure 4- 40.
Removing rear fork
Inspection {1)
12)
Dama ged o r worn drive chain case gasket should be replaced. Check the rear fo rk pivot rubber bushing . (Fig. 4- 41) Standard va lu e-+ C65, C65M O.D 23 mm +0.05 10.0020 in) C50, C50M 10.90551 + 0.03 10.0012 in) S50 O .D 25 mm + 0.05 10.0020 in) (0.9842) + 0.03 10.0012 in) I.D 12. 1mm +0.2 10.0079 in) S65 in) (0 10.4764) - 0
Rear fork pivot rubber bushing
I
Figure 4- 41 .
Rear for k
Measuring pivot rubb<;lr bush in9
4.
62
FRAME
V block Height 131
c.
Reassembly ( ll
Figure 4- 42.
Check the pivo rubber bushing for damage or aging and also fo r looseness in the fork. Replace defective bushings. Check the rear fork for twist and deformation. If twist is over 1 mm (0.040 in) or the part is defective, replace w ith o new part. (Fig. 4-42)
M easuring twist in rear ~a rk
Reassemble the rear fork in the reverse order of the disassembly. (Note) a.
Care should be taken when installing the chain case gasket. (Fig. 4-431 b. Check the pivot for looseness. c. Check the axle nut for tightness. d. Check L and R chain tension adjuster, they should both be set t o the same alignment marks. Imprope r adjustment will affect the steerabi lity.
4.8
DRIVE CHAIN ' Engine output is transmitted from the engine through · the clutch and the transmissio n where torque is converted to th e chain drive. The chain used is a RK420-B type high strength chain to withstand high speed performance and high output . It is made endless by ,using only one joint clip and is housed within the chain cases to prevent dust from ent ering, preventing the rapid wear of the sprocket.
a. Disassembly Ill 121 131 141
Remove the chang e pedal. Remove the left crankcase cover. Remove the chain case lower half. Rotate the rear wheel so that the drive chain jo int is positioned at the specified locatio n shown in Fig. 4.44 and then disconnect the drive chain by removing· the joint clip. (Fig. 4- 44)
b. Inspection I ll
Figure 4- 44.
Disconnecting chain
Inspect the drive chain for wear and damages.
~
4.8
4. 9
DRJVE C
AIR CLEANER
63
::::mnect the dr' e c-:::·- . - ·:::- ·:::·e th e clip ins alla··c- perform the :::::=·:::··:;- at the fina l driven scroc et. ~~ --~ me lower chain case half. ;:e·-s-a ll th e left crankcase cover. ::>e·ns'all the change pedal. (Caution) Whenever the drive chain has been removed or adjusted, the location of the alignment punch mark on the adjuster in respect t o t he marking on the rear fork must be the same on both sides. The chain slackness should be adjusted to 1 ~2 em. (0.040~0.080 in). (Fig. 4-45) Drive chain speciflcti ~n ( J) Chain construction: 98 links, including the joint. (2) Breaking strength : 1,600 kg (3,520 lbl Min. (3) Tolerance on length:
Figure 4- 45.
Chain adjuster mark
97 links= 123 1.9+0.25 (40.3 14+0.0098 in)
-0 (4)
4.9
-0
Sprocket C50, C50M : C65, C65M : 550 : 565 :
39 41 42 43
teeth teeth teeth teeth
AIR CLEANER
Air cleaner ele":ent I
I
/
Air cleaner inlet pipe
I
( Carburetor ) I I
I
' ' ..........___
,.;
'
'
Horn Figure 4- 46.
A ir flow through a ir cleaner
64
4.
FRAME a.
Figure 4- 47.
Air cleaner Co n struc ti on Th e function of the a·r cl eaner is to clean by filtering, al l air entering the en gine through the carbu r eto r and prevent the piston and cylinder from wear caused by dust and gri·. Acetate fiber filter is used for fi lte r element and the surface area made large as possible to provide an efficient air intake. The a ir cleaner is mou nted a th e center of th e fron t cover for models C50, C50M, C65 and C65M and at the center of the frame on the right hand side for models S50 and 565. All air entering t he air cleaner is filtered, passes through the w elded air c leaner pipe withi n t he f rame and after passing through t he ai r cl eaner rubber conn ecting tube, ente rs t he carbur eto r. The large size tube used in the C50, C50M, C65, C65M, is to provid e good air now and t o heat t he ai r as well as to minimize noise produced by air flow. (Fig. 4- 47)
Air cl eaner connecting tube !C50 , C50M, C65, C65Ml
b.
Disassembly
Ill
The air cleaner of models C50, C50M, C65 and C65M can be removed by loosening t he cap nut at the top of the air c leaner cover. (Fig. 4-48)
121
The a ir cleaner on mo dels S50 and S65 can be removed by removing the air cleaner cove r o n he right-hand side. (Fig. 4- 49)
Figure 4- 48.
c.
Inspe c tion
Ill
5.
Reassembly
Ill
figure 4-49.
Ai r clea ner case which is deformed shou ld be replaced as it w ill restrict t he air flow.
Reassemble the air cl eaner in tlfe reverse order o f disassembly.
Removing air cleaner 1550, 5651
4 . 10
FRAME BODY
The frame body of C50, C50M, C65 and C65M, differ from models S50 and S65 in that it consists o f steel pipe and pressed steel sheets, assembled by we lding. The sectional contour cha nges i n p laces to su pport load and to prevent stress concentration, and is made strong and light in weight. The head pipe acts as the center of the front w he el pivot and t he angle formed by the head pipe and the frame perfo rms an important f unction as a basis for the caster. (Fig. 4- 50)
FRA ME BODY
4.11
EXHA S
tP= A D M FF ER
65
Horn
Winker ear winker
Figure 4- 50.
Frome body and electrical equipment installation diagram
4.11
MUFFLER AND EXHAUST PIPE
The muffler and the exhaust p ip ~ hove been mode into on integral unit by we lding to greatly improve the silencing effect of the muffler, in add ition . it also serves to prevent the rep la cement o f the muffler by a different ty pe which may result in lowering th e performance of the engine.
Fi9ure 4- 51.
Muffler cross section ond gas flow diagram IC50, C50M, C65, C65MI
66
4.
Figure 4- 52.
FRAME
Muffler cross section and gas now diagram 1550 , 5651
!Caution duri ng assembly) a.
Do not fo rget to install the joint collar and pipe gasket when joining the muffler.
STA RTING SYSTEM
5 .1
67
RICAL SYSTEM '
· : - -= of electrical equipment used on motor-
= - _ =-:: i. eir method of installation will, depending --==- --e .:,rpe of wiring syst em, vary w i th the electri-=
·e-=·rements.
e ignition system used on the C50, C65 ·e ignition coi l and contact breaker with the electricity generated by a special A.C. generator to produce the sta rting ignition. Further, together w ith "h e use of the selenium rectifier a nd battery, charging. transmission o f po w er to the various connected loads (horn, winker, neutral lamp), discharging ar e p erformed . The C50M, C65M are equip ped with a n electrical sta rting motor to facilitate th e starting fun cti o n. In the fo llowing secti o ns the elect rical equipment are divid ed into the starting , ignition, generating systems and descri b ed separately.
5.1
STARTING SYSTEM C50M, C65M W hen the mai n swi tc h is turned on a nd the start er button d epr essed, th e electric current flows through the coil in the magnetic switch, energizing the coi l and causing th e plu ng er co r e to be d rawn in t o c lose the main contact . This p ermits ove r 1OOA of current to fl ow f rom the battery di rect to th e starter to produce t he necessa ry sta rti ng.
torqu e
to
t urn
over
th e
engine
fo r
Th e sta rt er arma tur e speed is reduced by th e p la ne ta ry g ea r enclosed wi thin the sta rter. The chain further reduces the sp eed and transmits th e powe r t o dri ve th e cranksha ft. In this w ay, th e starter to rqu e is mad e to ro tate th e cra nksha ft. To prevent th e start er f r om b eing motoriz ed after the engin e starts, an over running c lutc h is incorpora te d i nto generato r ro to r.
th e A.C.
Starter Specifications
I 1I
L
6V 1.5 Kw 5.45
121 131 141
O pera ting vo ltage Rate d o utput Re ducti on ra tio Di recti o n of ro tation
L.H ro tation (vi ewing th e
151
Weight
sprocket ) 1.7 kg 13.74 lbl
Fi gure 5- l .
Starting motor
Starter Characteristics At the Without load sprocket shaft
I
W ith load
I E
Voltage
5 .5V
4.5V
3 .3V
Cu rrent
28A max.
BOA
220A max.
RPM
2,000rpm min. 450 rpm max .
To rque
~
1.8 0
Stalling
0 .1 3kg -m min.
I ""
I .£ It:: I ~ _j "'
0 .6 kg -m mi n. Figure 5- 2.
S ar ing circuit diagram
5.
68
ELECTRICAL SYSTEM Use of t he sta rter
I
(1 I
If the engine does no t start, do not operate the starter for longer ha n l 0 seconds at each attempt, and allow the s a rter to rest for the same length of time before making anot her attempt.
(21
Do not use turned on.
(31
If the ove r running clutch is d efective and t he starter is motorized after th e engi ne starts, repair it immediately to prevent starter damage.
"'
' 1.0 "";; f-
1. Figure 5- 3.
Performance chart
the
sta rter
with
the
headlmmp
TROUBLE SHOOTING AND REPAIR
0
Engine does not t ur n ove r when th e starter sw itch button is depressed.
l . The click of the starter re lay is not heard when the starter swi tch button is depressed.
11I
Probable cause: Poor contact a t th e battery terminal due to looseness or corrosion. Corrective acti on : Inspect the terminal and if loose, tighten and apply a coat of grease; if corroded, remove the battery, pour hot water on t he terminal t o disconnect and then clean before reconnecting the lead wire, and then apply a. coat of grease to prevent corrosion . Check terminal particularly . the
121
Probable cause : Battery electrolyt e level low. Check the electrolyte level and if be low the lower leve l ma rk, add distilled water to the upper level.
EB
Polish this area
I
Rework necessary Figure 5- 4.
!31
Check the electro ly te for proper specific gravity.
(4 )
When th e starter switch button is making poor contact , disassemble the switch and c lean.
If th e tro uble is not due to t he causes above, take it to a specia list. In most cases, the cause is due to worn brushes or dirty commutator. A brush worn to less than 1/ 3 should be rep laced with a genuine part. W hen dirty commutator is the cause, polish with a fine sandpaper and clean the carbon from t he mica insulator as shown in Fig. 5.4 (Fig. 5- 4)
Mica filler Normal condition (when new)
I
0
Start er magnetic switch fails to op erate.
l . Fi rst, check to assure that the switch is on and
Dressing the commutator
then perform the inspectio·n by the following procedure. (a) Connect one lead of t he starter magnetic switch to th e termina l of the battery and t he other lead to the ground and if an energizing click sound is not heard :
EB
Starting motor
(l I
Magnetizing
Plunger
Fig ure 5- 5.
Starter wiring
coil
The p lunger coil is defective due to a broken wire, therefore, replace the coil. However, if an energizing click is heard in the starter relay, the defect is a poor contact in the starter switch button or the contact plate w it hin the magnetic switch, therefore, disassemble the part and clean the contact areas. (Fig. 5-5)
5.2 5 .2
c
RGING SYSTE
69
CHAR.GI G SYSTEM A.C. Generator -~e charging characteristics o= ·-e ; .C. generator useo in he C50, C65, S50 o~a 565 ren under a spec""ed load are shown in t e o~ agro"1s at the rig ht. However, wh en additiona l loaos ore conn ected to the system such as, fog lamps, and other accessori es, th ere w ill be an i ncrease in current draw by t hat amount and t herefore, the charge cut- in speed of the gen e rator w ill be a t a higher speed a nd the charging ampera ge will be lower. (Fig. 5- 6)
Fi gure 5- 6.
The charging performance for the A.C. generator •On t he C50M, C65M mo d els under norma l load is shown in the chart at t he right. (Fig. 5- 7, 5- 9) Speciflcation 3 00~11 ,000 rpm
(1)
Direction o f rotation
LH
121
C harge cut- in speed
day 1,500 rpm max. night 2,000 rpm
131
Charging amp erage
day/night 4,000 rpm 2AH
=~:;
(41
Load
night headlight 25 X 2 + 1.5+ignition coil
(51
W1 re co lo r code
Co mmon lead : Brown day-night syst em : Yellow night system : W hite neutra l Lt green/ red point : Blu e
Stator asse mbly
Flywheel A.C. generato r
15 14 > 13 ~
~ 12 ~ 6
~ II ~ 'c:' 10 5 "'
"'
c.
U)
I
I
0
~ "'
!
§: ~31
I
I
. c::
I
I
--.............______
'
k
&· ~ ..
3· =- '---------2·1 1 I·
0
Fi gure 5- 7.
J .~I
3neeo1e-----spark----rgap(mm)
---
1gn.primary current (A)-
: .)I 3,XO ! J:W 5,000 6,000 7,000 8,000 9,00010,00011,000 - -Revolution_(r. p.m)
ls-···on coil spark characteri stic C 50M, C65M
I
I
Battery terminal voltage
.OO:!jJ: ~)j; r ~ -Revolution(r. o. - ) Fi gure 5- 8.
A.C. generator
Fi gure 5- 9.
A.C.
coil p erfo rmanc e
70
5.
ELECTRICAL SYSTEM 5.4
FLYWHEEL A.C. GENERATOR AND IGNITION COIL A.C GENERATOR (for C50M, C65M)
1.
(1)
Direction of rota tion Right hand rotation when vi ewed from the i nsta lling position
(2)
Cha rging performance Selenium rectifier (half-wav e rectification), 6V. 11 AH battery used.
(3)
Night operating load Ignition coil+15W+2W+1.5W Charging speed, above 2400 rpm 1 Charging rate at 4000 rpm, 2 + A -0.5
(4)
Day operating load Ignition coi l C hargi ng speed, abo ve 1500 rpm Chargi ng rate at 4000 rpm, 2
2.
! 6. 5 A
TABLE OF SPECIF ICATION S AND PERFO RMANC E
I
s 65
Direction of ro tation
I
Left hand ro tation viewed from rotor end
Sparking performances (assembled coill
29700-11 1- 1 29700- 112-1 Over 6 mm with 3 needle spark gap at 500 rpm Ove r 8 mm w ith 3 needle spark gap at 3000 rpm
Lighti ng performance
With 15W+2W+1 .5W load connected Over 5.8V at 2500 rpm Below 9V at 8000 rpm
Charging perfo rmance Day operat ion Night operatio n
Charging Charging Cha rging Charging
Breaker
cut-in speed under 2000 rpm (battery voltage 6 .5-7Vl rate at 8,000 rpm, 2 .2±0.5A (battery voltage 8V min) cut-in speed under 2000 rpm (battery vo ltage 6.5- 7Vl rate 8,000 rpm, 0.4 ± 0.2A (battery vol tage 7V mi n)
Contact pressure 7 50± 1OOg, point gap 0.35 ±0.05 mm !0 .020 ±0.0020 in.) -
Gover nor
-
Advance 15° ± 1.5° Advancer ope rating speed 2500 ± 150 rpm Advancer terminating speed 4000
Condenser capacity
c 65
+200 rpm
- 0
0 .30 mf± 10% 1
Ignition coil poi nt cut-off current 3.5A max a t 8000 rpm
5.5 3.
77
BATTERY
G SPARKING PERFORMANCE C65, S50, S65 the flywheel A.C is ..::e::. -'-" .C ignition system is employed and, there'::·e .-."en pe rforming the ignition coil test, th e specified =- .~,~vnee l A. C generator must be used. However, a simpl e method of determing the serviceablity is made by th e fo llowing three methods.
: - ··: CSO
~:- ;·::·:: • c1d an externally mounted ignition coil
I 11 The most simple method is to remove the spark plug and perform the starting procedure with the spark plug grounded to the engine. When a strong spark of bluish w hite color is produced, it is an indication of satisfactory ignition coi l and ,flywheel A.C generator. (Fig. 5-1 0)
Spark plug
Figure 5-10.
Testing spark plug fir ing
Figure 5-11.
Testing ignition coil
If no spark is produced, it is an indication of defective primary coil of either the ignition coil or flywheel A.C generator. 121
Another method is t o measure the resistance o f the ignition coil and the flywheel A.C generator primary coil. (Fig. 5- 11) Ignition coil resistance 126700-111-29700- 113-21 1. Primary
coil :
Resistance b etween primary black leads and case should be appro ximately 4.5..Q. 2. Secondary coil: Resistance between high tension lead and ground shou ld be approximately 9.5..Q.. When th e resistance measurement across the flywheel A.C generator primary coil is approximately 1.3..Q. lower than the above val ue, the cause may be a short or grounding; an inflnate resistance would indicate an open dircuit. (Caution) Resistant measurement of the primary coil must be made w ith the breaker points opened and the condenser lead wire disconnected as a leaky condenser will give an improper indication.
generator
Figure 5- 12.
Measuring resistance
5.
72 4.
ELECTRICAL SYSTEM
TROUBLE DIAGNOSI G THE FL YW EE
I
Sympton
GENERATOR
Loca;·or
Probable cause
wide a gap
Clean or replace Adjust or r eplace
B. Brea' e·
Dirty o r burnt points Punctured cond enser
Repa ir or replace Rep lace
c.
Too far advanced
Ad just
Primary winding opened Secondary winding opened, shorted between layers, defective insulation Pin-hole in high tension cord
Replace Replace
A Spa·
::>i:- or foul ed plug
- oo
:::: ..;g
Hard Starti ng
1>;-' ~g
::>.Coil
Low intensity of lamps
Lamp not lit
Battery discharges
Corrective action
Replace
E. Rotor
Loss of magnetism
Replace
F. Lamp
Too large a rati ng Poor contact
Replace Repair
G. Wiring
Poor connection Poor contact in lighting switch
Repair Replace
H . Lamp coil
Shorted across the layers
Replace
I. Rotor
Loss of magnetism
Replace
J. Battery
Discharged Poor terminal contact
Recharge or replace Repai r
K. Lamp
Burnt filament
Replace
L. Wiring
Broken wire Poor contact in lighting switch
Repair Replace
M . Charging coi l N . Selenium rectifier 0. Wiring P. Rotor
Open coil wi nding Punctured condenser Broken wire, poor connection Loss of magnetism Open coi l winding
Replace Replace Repair Replace Replace
I
- - - -- -
Inspection Procedure
(ll
(21
Hard starting First conduct the spark performance test in section 4 (1 I and check to see that the condition of the spark plug is satisfactory; perform the starting operation and if a good spark is produced at the plug gap, it indicates that the ignition coil, magnet and breaker are all in satisfactory condition. The fault can be assumed to be in the timing. When no spark is produced, check the breaker, ignition coil and flywheel A.C. generator. W henever there is any malfunction of the lamps or the battery system, first check for poor wiring connection or grounding. Next, start the engine and measure the voltage at the output terminals. If the output vo ltage are normal, check the battery and the lighting system for troub le.
5.4
SPARK ADVANCER
Spark advancer
The C50M, C65M use the battery as a source of power and produces the high voltage spark across the plug gap w ith the ignition coil and ' contact breaker. However, a good strong spark is of little value unless the sparking is timed to the engine's requirement. For this purpose, a spark advancer is incorporated to automatica lly regulate the ignition timing. The spark advance characteri stic is shown in Fig 5. 14. (Fig. 5-13, 5-14) Perf ormance and Specification Spark Advancer
S65 Figure 5- 13.
Spar~
065 advancer
(])
Direction of rotation :
(21
Mechanically allowable maximum RPM: 15,000 RPM
Left hand
5.L
SP
ADVANCER
5.5
BATTERY
73
C50W
C65M
c;:.CE :SC C:S:
Opens 2. SOO{r.p.m)=:l50 15' .... 4. 000{r.p.m );o"::C
:·
::
·;....-
g "t--~~-t------------
~
i
20+--f--+----A !Sj------1----+--1 '-f -- -- -14 -
- f-------1
12i-- f - - !Oi---f----+--l
1.000
Eniine revolution (r.p. m)
a.
5.5 1.
Fi gure 5- 14.
Spark advance performance chart
Figure 5- I 5.
Inspecting spark advancer
figure 5-16.
Battery
In sp ecti ng t he Spar k Advancer I 1l
The check of the spark advancer operation may be performed on the engine with a timing light. When checking a removed unit, spread the counterweig hts apart with the fingers and if the weights retu rn to the normal position smooth ly when released, the advancer is o p erating satisfactorily. (F ig. 5-1 5)
121
Check for broken spring.
BATTERY C O NSTRU C TION The battery stores the electricity p roduced by the generator for use as a source of power for the safety it ems such as the turn signal lamps. At present, all battery used for small type vehicles are of a lead storage type inclosed in a plastic case. The construction and the name of t he componen t parts are shown in Fig 5.17 (F ig. 5-1 6, 5- 17)
2.
RATING
Capacity
MBC 1- 6 6V 2AH (10 hour rate)
Normal charging rote
0.2A
Specific gravity of el ectro lyte !when fully charged!
1,260- 1,280 at 20°CI68°Fl
Type Voltage
e electrode plate
Figure 5- 17.
Co struction of battery
74
5.
ELECTRICA L SYSTEM 3.
0 I ,300 0 I ,280 I , 260 ~ .;:;- I, 240 ·:;: I ,220 ~ I, 200 ""' 1,180 ~ I, 160 '-' I, 140 "'0.. 1,120 en I , 100
( 11
60
::
~:: -
::21 capacity
,es· al capacity Figure 5-1 8.
INSTRUCTION ON USE AND SERVICING
70
80
90
100
(%)
High Charging Rote Output Tap fh e dynamo on t his motorcycle is provided with a high charging ra te output tap. Connectors are installed on the lea ds of both the normal and high charge rate taps to simp lify making the change. When riding constan tly at a speed of 20 t o 25 km/h 112.5-15 m/ hl use the high charge rate tap to maintain the battery in proper charge.
121
C heck specif1c gravity Before using the battery, check the capacity and if the specif1c gravity of the electrolyte is below 1,220 at 20°C 168° Fl (less than 7 5 % capacity) , the battery shou ld be recharged.
(%)
S:oec''ic gravity and residual capacity chart
(Caution)
Maximum Minimum 131
Figure 5- 19.
The relation between the battery capacity and the specif1c gravity (residual capacity) is shown in Fig 5.18. When the specif1c gravity is 1.189 at 20°C 168°Fl lless than 50 % capacity) the residual capacity is small and if continued to be used in suc h a condition, it will eventually lead to tro ubl e as well as shortening the battery life, therefore, the battery sho uld be recharged as soon as possible (Fig. 5-18) Inspecting the electro lyte level. As shown in Fi g 5. 19, if th e electroly te level falls below t he LOWER LEVEL, remove the f11 1er cop with a screw driver or an app ropriate tool and f111 the battery to th e UPPER LEVEL with distilled water or f11tered wate r. Do not f11 1 beyond the UPPER LEVEL. (Fig. 5-19) w ith frequent use of th e turn signa l lamps and stop li ght .
131
Making many short tr ips or w hen considerabl e amount of r iding is don e in relatively heavy traffic, requi ri ng frequen t stop and go .
141
When moto rcyc le is ridden only at fr equently interva ls.
(Note) ( 11
Bat tery electro ly te tends to evapo rate readily when the mo to rcycle is ridde n for an extended period at high spe ed such as during a tou r, ther efo re, a more frequent check of the electro lyte shou ld be made.
121
When constant replenishing of the battery electrolyte is r equired, it is an indication of overchargin g, th erefore, the battery charging lead should be reconnected to the lead for t he norma l charging rate.
Procedure for changing rates Remove the front cover and locate the fandem outer co rd connector located between the wire harn ess ana t the dynamo leads. The wires to t he conn ectors are colo red green and pink. For normal char ging rate, the green cord of the w ire harness is co nnected to the green lead from the dynamo. For high charging ra e the green cord is co nnected to the pink lead. The co nnec tion sho uld be made to the high chargin_ rate terminal to extend th e life of the battery, unclethe following conditions :
Ill 121
When considerable night riding is anticipated. Riding at slow speed, 20 to 25 km/ h ( 12.5-15 m, ~
5.5
- --
~
y
r:
=-
SE
-~-;; --e turn signal lamps beyond necessity.
turn signal lamps w ill discharg e a fully charged bQttery within 40 - -
·=
=
e-· =..; ' -e-e e· ·-e vent pipe is removed during recharging, it must be reconnected w hen the bo-eCo:e s-:J Ia be excersized not to restrict the opening (Fig. 5.19).
5.
BA TIERY CHARGING PROCEDURE The instru ctions for normal and rapid charging ore of follows : Normal charge Connection
\
0
0
Rapid charge Some as left
f------- Charger
8
~
Connect the charger
EB
Battery
~
to th e battery
8
" charging two " ore more batteries" atea When t ime, perf orm th e charging in series. Charging current role Checking for full charg e
Charging duration
Remarks
(1)
Specific gravity : 1.260-1.280 (20°C : 68 ° Fl maintained constant (2) Voltage: Battery attains and maintain a voltage over 7.5V when charged at 0.2A The battery is ful ly charged when the above condition is obtained. During the final phose of cha rging, Iorge volume of gas will be emitted.
Ill
By this method, a fully discharged battery will be fully charged in approximately 12-13 hours.
By thiS method, 0 fully discharged battery will be full y charg ed in approximately 3-4 hours.
(1)
!21 (3)
6.
0 .6- l.OA
0 .2A
(2)
Specific gravity: 1.260-1 .280 maintained !20 ° C: 68°Fl Vo ltage: When Iorge volume of gas is emitted f rom the bottery (in about 2-3 hours for fully discharged battery!, reduce charging rote to 0.2A. Battery is fully charged w hen a vo ltage of 7.5V is maintained
When the charging is urgent, quick charging method may be used, however, the recommended charging cu rr ent rote should be under 2A. If the charger is equipped with a timer, the specified method shou ld be followed. The rapid charge method above refers to battery charging with a o Pdard charger.
TROUBLE SHOOTING AND PREVENTATIVE MAINTENANCE The battery is being recharged all the while the engine is running . Further, while running, the load such as the use of the turn signal lamps horn are placed on the battery (discharged!, as the resu lt, the battery is qeing discharged at the same time it is being recharged. In the long run, the discharge and the recharge is in balance. The system has been designed in this manner. Under certain condition when the balance is upset, then trouble develops. To obtain maximum life from the battery, it is necessary to locale t his trouble and toke the appropriate action early. , The trouble to the battery are mainly exte rnal such as cracked case, broken terminal. disconnected lead wire. The battery condition, trouble, corrective action ore shown in the following table.
figure 5-20.
Sul'o··o-
5.
76 7.
TROUBLE SHOOTING AND CORRECTIVE ACTION Tro uble
A.
ELECTRICAL SYSTEM
Sulfation
The ele ct rod e plates are covered with white layer or in spots !Fig. 5-20).
Probable cause
Corr ect action
1. Charging ra te is too small o r else excessi vely la rge.
1. When stored in a discharged condi tion, the battery should be recharg ed o nce a mo nth even wh en t he moto rcy cle is not-used.
2. Th e specific gravity o r the mixture of the electrolyte is improper. 3.
Battery left in a discharged condition for a long p eriod. !left w ith th e sw it(h tur ned on)
4.
Expo sed to excessiv e vibration due to improper insta lla tion.
2.
Check the e lectroly te peri odically and a lw ays mai ntain the proper - level, 10-13 mm (0.400- 0.5 18 in.l above the plates.
3.
In a lightly discharged conditi o n, the battery may b e restored by overcharging at 20H.
5 . During cold seaso n wh en mot orcy cle is lefi stor ed, the wi ri ng should b e disconnected .
Depending upon t he conditio n, performing recharging a nd discha r ging sev era l t imes may be suffi cient.
1. Dirty contact areas and case.
1. A lw ays maintai n the exterior clean.
Battery discharges in addi tion to that caused by the connected load.
2. Contaminated electrolyte or electr o ly te excessively concentrat ed.
2.
C.
1. The fuse and the wiring is satisfactory; the loads such as turn signal lamp and horn does not function.
1. W hen the specific g ravity falls below 1,200 120°C : 68°FI, the bat tery shou ld be r echarged imm ediately.
B.
Self discharge
Discharge rate large
Specific gravity, gradually lowers and aro und 1.1, the turn signal lamp and hor n no long er functi o n.
D.
High charging rate
The electrolyte level dro ps rapidl y but the char g e is always maintained at 100 % and the condition appears satisfactory. A condition which is overlooked. (specific gravity over 1.2601 E.
Specific gravity drops
Electrolyte evaporates
In this condit ion the motor cycle w i ll operate but w ith pro long use, both the EB and 8 plates wi ll react with the sulfuric acid and form lead su lfide deposits, lsulfationl making it impossible t o recharge .
1. The deposit will heavi ly accumulate a t t he bottom and wi ll cause interna l shorting , causi ng damage to th e ba tt ery.
1. Shorted 2. Insuffici ent charging 3. Dtstill ed water ove r-filled 4.
Contaminated electrolyte
Handl e th e r epl enishi ng fluid w ith ca re.
2 . When th e ba tt ery fr eque nt ly becomes discharged whil e operat ing at normal speed, check the genera tor f or proper output. 3.
If the battery discharges under normal charge o utput, it is a n indication of over loading, remove som e o f the excess load.
1. Check t o assure proper charging rate. 2. W hen overcharg e condition exist with the pr oper char ging rate, place an appropriate resistor in t he charging ci r cuit.
1. Perf orm specific gravity measurement. 2. If the addition o f distilled wa ter causes a dro p in specific g ravi ty, add sulfu ric acid a nd adjust to proper specific gravity .
5 .6 5.6
SP
77
SPARK PLUG
PUG
::: -;; performs one o= ·-e -:::s- - ~portent - · ne engin e igni io s, _ e":l. The high o ·:::;;;e :::r oduced by the mogne·o o· · e ignition coil ·s re::e·· ed by the spark plug O"O causes the high e sio n spark to jump across from he cente r electrode of he spark plug to the side electrode within the engin e combustion cha mber. The spa rk ignites the compressed fuel mixture in the combustion chamber a nd produces on explosion w hich operates the engine. Even under various adverse conditions, durability and reliability is required. (Fig . 5-21) -
-~
-- -
Figure 5-21.
1.
Spork plug
SPARK PLUG The operation o f the engine ca n be determined by the condition of the plug. The firing area of the insulator colored white, gray or light gray indicates good condition and is performing satisfacto rily.
2.
HEAT RANGE OF THE SPARK PLUG The firing area of the spa rk plug insulator is exposed to ca rbon and oil while the engine is o perating, and to prevent its build-up, plugs are designed to burn off any deposits by the heat of combustion. Spark plugs which are too cold wil l not burn off the carbon and oil deposits and wi ll cause shorting of the high tension voltage resulting in the engine to mis- fire . In the opposite case, the power output will be drastically reduced . In order to prevent the above troubles, the surface of the insulator firing area must be maintained at approximately 500-870°C 1932-1600° Fl range. This temperature is referred to as the self-cl eaning temperature. The temperature of the spark plug will vary to a considerable degree with the type engine and design, riding condition, and fuel. In order for the plugs to function properly under the different conditions, it is necessary for the plugs to properly dissipate temperature of the plug caused by the heat of combustion. The rate of heat dissipation of the spark plug is the heat range of the spark plug. A spark plug which readily dissipates the heat and which is difficult to overheat is referred to as a "Cold Type", A spark plug which retains the heat and which will burn readily is referred to as a "Hot Type". On engine operating at high temperature, a spark plug which is difficult to overheat, in other words, the cold type spark plug is used and for engine operating at low temperature a hot type spark plug is used. (Fig. 5- 22, 5- 23)
Metal packing
gap Side electrode Figure 5- 22.
Construction of spark plug
Hot type c -4
c-
CI
6
c - -s st? a o JJse , ., c - g -~ -- -- - ~ c - ~-=~---·~ -~ c - 1;- --- --- g -- ~
c - ~- ______ ::-___} ~
I C - , _ ----- .. ----
Cold tpe
Hot type ( low te~era ra se Figure 5-23.
.iij cr:
Cold type ( high temperature use)
Hea range of spark plug
5.
78
ELECTRICAL SYSTEM The correct spark plugs for the different models ore shown in Fig. 5- 23.
3.
SPARK PLUG REACH The reach of the spa rk plug refers to length of the th readed section. Different model mot o rcycles hove cylind er head designed with different depth of spark plug hole, th erefore, the spark plug with the proper reach shou ld be used. (Fig. 5- 24, 5- 25)
figure 5- 24.
The following unsatisfactory conditions will occu r if plugs of improper reach ore used.
Spark plug reach
CD X
0
X
Carbon wil l be deposited on the exposed thread and cause damages to the threads in the spark plug hole during p lu g removal
b.
The plug tip w ill become overheated, causing p re-ignition.
®
Standard reach Figure 5- 25.
Reach too long
Reach too short
Spark plug electrode
4.
Reach too long
a.
Reach too short
a.
Carbon wi ll be deposited on the threads at the bottom of the plug hole and when t he spark plug of the proper reach is install ed, t he plug hole threads will be damaged.
b.
Du e to the cavity left by the short reach, exhaust gas will accumulate causing decrease in power output, overheating, engine malfunction .
SPARK PLUG REACH The spark plug firing, rega rd! ess of w hether th e primary power supply is f rom on A.C. Generator or a D.C. sou rce, is produced by the high vo ltage seconde ry coil. The voltage generated will vary with t he engine speed, however, with the . proper spark gop, there is sufficient vo ltage to produce a spark for t he required exp losion . If the spark gop is too wide, a very high vo ltage is necessary to produce a spa rk and, in w hich case, a misfire wil l result at low speed.
figure 5- 26.
Sooty plug
Figure 5-27.
Overheated plug
On the other hand, if the gop is t oo narrow, a spark w ill be produced at a very low vo ltage and since the spark will be of a low energy, on in compl ete explosio n wi ll toke p lace, resulting i n engine malfunction.
CO~R ECTI V E
PLUG TRO ~-= ~::· :-: - i ~g,
occass·8-::
79
SIGNA
5.7 ·::::~
- -·:
AC TIO
ci ring acceleration.
•ooabl e Cause :: ... g electrodes 2.
C orrec · ,e
Mis:ire caused by the insulation of the electro des due to carbon deposits o r fo uling w ith oil.
" ug w et with fuel
1. Too ri ch a f uel mi xtur e.
3 . Flushed over
2.
Excessive
i ntake
of
fu el
2.
Dry the spark plugs, c-a-ge ·-e procedu re on the use o· :::~::: e. a nd
properly
ad·u>.
·~e
gap .
starting. 3.
Adjust the spar< go::; ::::: retor.
3 . C lean
during
::::·ou-
1.
Dirty insu lator and excessive spark gap.
B.
Malfunctions when c limbing, backfi res, pre-ignition.
I
Symptom
l. Electrodes
not
noti ce-
able dirty.
2. El ec t rodes excessi ve ly er roded.
3. Small deposi ts o n the insulato r.
I
Probable Cause
l. Insufficient torquing of the spark
Co rrective Acti o n
l. Replace plug gasket o r r eto rque
plug causing exhaust gas lea k.
the plug.
2. Ad just the carburetor. 3. Ad jus ig ni ion iming. 4. Replac e · h spar p lug of higher
2. Too lean a fuel mixture . 3. Ignition timing too far adva nced. 4. Improper plug, heat range too
he a ra nge. !higher numbered p lug]
low.
4. Indi ca tion of burni ng.
I
(Fig. 5- 26, 5-27)
TURN SIGNAL LAMP
5.7
The flasher system wiring is a s shown in circuit diagram Fig. 5-29. A sing le relay whi ch is used for both the right and left flashing o perati on is instal led on the right side of the frame body. There a re several types of fla sher relay f o r t he different functioning principle. Th e so leno id thermo type is used on the Hondo (F ig . 5- 28, 5- 29)
1.
INSTALLATION INSTRUCTION I 1l
Always use the specified turn signal lamp bulbs. Bulb of a different si ze w ill cause a change in
C65 Figure 5- 28.
Flasher relay
the fla shing rate. 121
Make sure that the con nections are good and the grounding secur e. A poo r g ro unding wil l cause th e lamps to fai l in fla shin g.
131
W hen th e turn signa l lamp fail to fl ash, it is an indicatio n of a burned o ut b ulb.
141
The connectors are co lor coded to id enti fy th e wi r es. Inse rt the connecto rs comp letely to prevent loosening du ri ng riding and causing sho rt cir cuit.
Battery 6 V2 AH .-- -- -,
, . . - - - ---1:*--'H , 111111-,:. -- - -
'-----'
ed .,.
e~d Turn signal
relay
Combination s•, i ch
""'
£
Turn signal switch
ri.h ·:.rJ:;
Turn signal I~ lamps, 6V8W
Fi gure 5- 29.
Flashing circui t diagra m
5.
ELECTRICAL SYSTEM 2.
FLASHING TROUBLE AND CORRECTIVE ACTION 11
Burned out bulb Cause : Similar to the head light bulb; due to high voltage generated during riding. Cor r ective action :
121
Couse :
Figure 5- 30.
Une ven height of the socket or bulb conta cts .
Corrective action : Fi le the higher contact to provide a uniform pressure at all the contacts. (Fig. 5- 30)
Turn signal lamp spring contact hol der
131
Headl ight bulb
\
~
Replace wit h new bu lb.
Poor socket contact
The above 1 and 2 will cause on ly the troubled light to be affected, however, when both t he front and rear bulbs fail to light, it is an indica- . lion of a defective turn signal switch or a b reak in the flashing circui t. Locate the trouble and repai r .
5.8 HEADLIGHT The purpose of the headlight is to provide safe riding at night, therefore, make sure that the following conditions are adequate.
Headlight socket Headlight assembly
1. Figure 5-31.
Construction of headlight
HEADLIGHT TROUBLE AND CORRECTIVE ACT ION 11
Burned out Cause :
Headlight bulb
May be due to defective bu lb, however, the main causes are due to high voltage genera ted du ring riding, excessive vibration when riding at high speed over bad roads. (Fig. 5- 31)
Cor rective act ion : Replace w ith new bulb 121
Poor socket contact
131
When poor contact is caused by corrosion, polish the contacts w ith a file or sand paper. (Fig. 5- 32)
Soldered terminals 141 Figure 5- 32.
Soldered terminals
Diaphragm
Broken wi ring Cause :
Wi re br eaking loose at the solde red end due to vibration f rom riding over bad roads.
Corrective action : Resolder the wire p roper contacts.
Resonator Insulator
5.9
to
the
HORN The horn is used to provide an audible warn ing. An electrical current is passed through t he stationary
Figure 5- 33.
Horn
5. 70
SELENIUM RECTIFIER
81
_ =-=- = _
e ectromagnet which causes a steel ::·oie and produce sound. Whe n _ =-=·;:·: ed, th e stee l core is drawn in, at
·-=
-~
--=
::·ea ks the contact which opens the causes deenergizing of the coi l.
:- : ·=- · ::~d --= :-ee
core is conn ected to the r esonator plate
:::-:: :::.:es i. to vib rate , producing the so·und.
--e ·rouble symptoms of th e ho rn are, no sound ::·:::: ced, w eak so und, poor quality o f tone . Perform ··e · .spection in the fol lowing manner. If th e horn does not produce a ny sound, first check to see if the fuse is bl own . (Fig. 5-34) 2
Wh en checking any defect condition, co nnect the horn directly t o the battery w ith seperate leads.
o.
Proper sounding w ill indi cate a defective horn switch.
b.
When t he sound is weak, adjust the sc rew at the back of the horn. (Fig. 5- 35) Turn the screw t o th e right t o de crease the sound. Tut n the screw to th e left to inc rease the sound.
31
H o rn p roduces a sound of poor quali ty. Remove the ho rn a nd check for poor point contacts, rem ove th e wires at th e terminals and measure the resistance of the coi l. The resistance sho uld be appr oximately 1fl.
Battery Installation I 1I
W hen installing a fully charged batte ry, clean
adjusting ' Figure 5- 35. Ad justing
the horn
the exterior tho ro ughly w ith water. 121
Apply a coating of grease o r vaseline a ft er connecting th e leads to the batt ery t erminals t o pr event corrosio n.
131
Make su r e that t he
EB
and
e
connecti o ns are
pro perly made.
5.1 0
SELENIUM RECTIFIER
The function of the rectifier is t o convert A.C. to D.C. and is used o n all A.C. generator o r A.C. generating coil. It utilizes the phenomena of a ll owing the cu rrent to now in one dir ecti on and permitting only a small amount o f current to now in the r eve rse direction. The construction of the rectifier is sho wn in Fig. 5.36 (Fig. 5- 36) w ith a mo isture-proof paint applied. The electro d e a lloy side, co mpar ed to the opposit e side havi ng a st ee l pla t e, is rai sed approximately 1 mm 10.040 in ch) making it easy t o r ecogni zed even w ith the surface paint ed. The C50M, C65M are equipped with a f ull wave rectifier, whereas, th e C50, C 65, S50, S65 ore eq uipped wit h half wove recti fi ers.
Dielectric coating
~r~z~z~?~2~?:~~~~z~z~?:~>~~7.~..~_,~'~'~~~~E;~~~:~i~~ctrode Stee I plate
r ormal lira: ·:·: : ea:~ ·c resistivity Re ;rsairc:: • · : - ='" e.ec ·c resistivity
Figure 5- 36.
r
Selenium rectifier construc ti on diagram
82
5.
ELECTRICAL SYSTEM Selenium Rectifier Inst allation and Handling.
Seleni um wafer
( 1l
Do not bend, cut o r scratch the selenium wafers. (Fig. 5- 37)
121
The rectifier locking nut (painted nut) shou ld not be loosened or the wafers rotated. (Fig. 5.38) Any movement w ill cause the electro d e alloy to peel, affecting th e rectification function, fu rt her, it wi ll destroy t he moistur e-proofing and thereby, shorten the life of the selenium rectifier.
131
T eke adequate caution not to permit rain , sa lt water, wat er or battery electro lyte to get on the selenium rectifier, in which case it will cause the amount of current flowing in th e reverse dir ectio n to increase. Further, if the selenium wafer i f exposed to moisture fo r any length of tim e, oxide will be produce on t he surface, resulting in a shorted condition and the f ollowing trouble will occur.
,--------, I I
\
I
I
I
I I
\
I
'\ Delective scratch
Figure 5- 37.
I
I
Axis \
'
I I
Delective break
Da mages to selenium wafer
,('"Frame
a. b.
0 Selenium rectifier locking nuts Figure 5- 38.
141
Do not misalign the wafers
Battery wi ll become discharg ed. Malfunction of the charging system.
Do not start the engine in a condition where t he battery or the lo ad is not connected. (the circuit being electri cally open ) Exa mple: a. Loose or discon nect ed lead at t he battery terminal. b.
Loose or disconnected terminals on the lead between t he battery and the EB side o f th e se lenium recttfier.
c.
Running witho ut a battery.
Sel enium rectifier i nstallation instruction
d.
Loose o r disconnect ed t ermina ls between t he frame gro und and the side o f the se lenium re ctifie r IC50, C6 5, S50, S65 do es not use a f rame ground, ho w ever, t he C50M, C65M use a full wave rectifier and it is import ant that no looseness at the frame exist!. If t he engine sho ul d be start ed under the above condition o r i f such condition should develop whi le th e engin e is being operat ed , a high vo ltag e wi ll be pro du ce d due to t he absence of any load on t he coil, and this high voltage will cause a large amount of current t o flow through the r ectifier in the r everse direct ion, r esulti ng in th e eventua l pun cturing of t he selenium rectifi er. Therefo re: a. Always maintain al l electr ical conne ctions in t he circuit in a good con ditio n. b. Und er no circumst ances sho uld t he engine b e st a rted without the batt ery connected . Ch eckin g the Condition of th e Se lenium Re ctifi er
8
I 11 121
Use se rvice t est er. Test proced ure a . Set t he se lecto r switch to "R esistance X 100 " b. Use 6V as a power source c. Sho rt a c ross t he EB an d 8 leads of fhe tester and regulate th e adjust er knob so t hat t he t est er indicator need le is pointing to "0" on the "R esist ance X 1 00" sca le. (Fig. 5- 39)
Fi gure 5- 39.
Co nnecting th e test leads
5. 11 -= ,:e e ..,ium
SPEEDOMETER
83
recti!Jer
:-::- ·"e lead wire
from the rect ifi er
:-_:;._--;; in th e normal direction !C50, C65, : 5. Conn ect the side of the tester ·erminals and the white lead of the se lenium -e::-i"er with test lead, connect the side o= he tester "X" terminals and the red lead of the rectifier and then measure the r esist ance.
EB
:~:
e
Wni e-
The selen ium rectifier is in good condition in the norma l direction if it measures less than 15.fl (Fig. 5-40) c.
Measuring in the reverse direction !C50, C65, 550, S65l. Perform the measurement in the sam e manner as for the normal direction measurement but with the tester "X" t erminals connected in reverse, the conn ected to the white lead of t he selenium rectifier and t he side t o the red lead o f the rectifier. The selenium rectifier is in good condit ion in the reverse direction if i t measures over 1500f2 (Fig. 5- 41)
e
EB
EB side of the
Fo r C50M, C65M, connect the tester "X" terminals to the brown leads and the side to the red re cti fier for the normal direction,
e
(4)
Figure 5- 40.
Measuring in the normal direction
......::: "'E E :::1 (/)
"' "' E
Whitel
?:;.
+ Re
a nd y ellow lead of the and for the
_j
EB
reverse direction, connect the side to the red lead and side t o the brown and yel low leads. The sel enium rectifie r is in good condition if the measured resistance values are the some as above. (Fig . 5- 42)
e
6 or 12 V power supply
Figure 5- 41.
Measuring in the reverse direction
Brown
Checking the condition of the selenium rectifie r as described above, the low resistan ce in t he normal directio n and a high resistance in t he r everse direction indicates a good conditio n of the selenium rectifi er. (Note) The service tester will give a co ndition indicati on of the selenium rectifier, however, sin ce the true characteristics will vary wit h the app lied voltage and wave form, on electrical test should be performed by a specialist in acco rdanc e with the specification .
Yellow
-=Figure 5- 42.
Figure 5-43.
Battery
Wiring method for C50
S;oee~ome ·e'
6. 7
6.
PERIODICAL ADJUST
85
DIC ADJUSTMENT
6.
NANCE INSPECTION - e·
die inspections should be performed at regular
s:::·ec le a nd designated mileages in order to obtain scrisfoctory service as well as to extend the useful life from y our motorcycle.
A.
ENGINE ADJUSTMENT
l.
MEASURING COMPRESSION A low responding leak f rom adiustment
compression pressure will result in a cordrop in the engine power output. Pressure any cause may effect the engine speed at low speed and cause engine stal l.
a . Remove the spark plug. b.
Insert the end of the compression gauge into the spark plug hole and hold fir mly to prevent pressure from leaking. (Fig. 6-1}
c.
Operate the kick starter rep eatedly severa l times with both the choke and throttle in the fu ll o pen position. (Caution}
CD
Make sure that the throttle and choke ar e f ully opened, or else, a lower pressure indication will be registered on th e compression gauge.
®
The cylinder compression pressur e indication w ill gradua lly in crease w ith each kick, therefo re, continue kicking until the pressure stabilizes at the highest point.
®
To obtain a true cylinder pressure indication . the measurem ent should be made after th e engine attains ope rating temperature.
@ @
Check for the proper operati on of t he va lves. Make sure that the co mpression gauge is firmly fi tted in the spark plug ho le.
d. The standard spe cified cylinder compr essio n pressure is 12kg/cm2 1172 lb/ in 2). (Fig . 6-2} e.
f.
In case the compression pressure exceeds 14kg/ cm2 1200 lb/in 2 ), it is an indication of heavy carbon deposit accumulation on the cylind er head or the piston. The deposits shou ld be removed by disa ssemblying the cylin der head from th e cylinder. When the compressio n pressure r egist er s less than 9kg/cm 2 1128 lb/ in 2 ) , it is an indicatio n of pr essur e leak. First, che ck th e tappet adiustment and see ifj ~ the condition can be co rrect ed, disassemble th e engine and in spect the condition o f the va lves, the head gasket and piston rings.
2.
TAPPET ADJUSTMENT
Compression gauge
Figure 6- 1.
Measuring co mpression pressu re
k Stanaarcr•q;,r.:r.
6.
86
MAINTENANCE INSPECTION Th e tappet clearance wil l have a great deal of effect on the va lve timing. If the clearance is too small, it may prevent th e valve from fully closing and r esult in pressure leak at the va lve. On the other hand, an excessive t appet c lear ance will produce tappet no ise and resu lt in . noisy engin e operation. The ta p pet clearance w il l ·have a varying degree of effect on th e e gin e power o utput, engine operation at slo w sp eed ~d e gin e noise. V alve clearance
Figure 6- 3.
emove the left crankcase cover and a lign the · i i g mark " T" on the flywheel with the align-:er' mark on the crankcase. (Fig . 6- 3) e-,o e 'he appet adjustin g cop on the cylinder ~eaa_:a 'ld check th e clear ance between the od;us'i g screw and the va lve. (F ig. 6-4) If he o lve is ac ua t ed bv the rocker arm and is in the open position, rotate the flywhee l on e complete turn to set the piston at top dead center of the compression stroke, and t hen
;.
Thick ess gau ge :
perform the check. 2.
Figure 6- 4.
Adjustment
Loosen t he adjusting scr ew locking nut end make the adjustment with th e adjusting screw t o obtain the stan dard c learance of 0.05 mm 10.002 in) for both the inl et and exhaust valves. Turn screw c lockwise for closer clearance.
Adjusting tappet cleara nce
Turn scr ew counter clockwise for wider clearance. The tappet c learance ad ju siment for the C50, C50M, C65, C65M, S50, S6 5 are identica l. (Note) 1I I
The adjustment must be made with a cold engine a nd t he c learance measured wit h a t hickness gauge.
121
When locking the adjus\ing scr ew, hold t he screw to prevent its turning. (Fig. 6- 5)
3 . Inspection
Figure 6- 5.
a.
Check to make sure that t he tappet c lear ance is w ithin sta ndard t o lerance. Too sma ll o clearance wi ll cause t he va lve t o stay open with a consequent pr e ssure leakage and r esulting in hard st arling or no starting a t a ll.
b.
Check for improper valve t iming.
Locking the adjusting nut
3.
c.
Check for stret ch in the cam chain.
d.
Check for any slippage o f the timing sprocket .
IGNITION TIMING ADJUSTMENT An impr oper igni' ion t iming. regardless of the accuracy of the va lve timing o r the p r oper compression p r essure, w ill no t realize a satisfact o ry engin e performan ce. Ignit ion timing out of adjustm ent w il l seriously affect engine power o utput as we ll as t he fuel consumption.
Figure 6- 6.
Aligning to the " F " mark
6.1 1. A lig
-e~·
PERIODICAL ADJUST t 1
87
of th e " F" timing mark
a. ;:e-::he he left crankcase cover and align the " f markin g on the flywheel to the timing mark o n he crankcase. In this position, check to rna e sure that the spark is produced across the spark plug points. (Fig . 6- 6) Perform this test by removing ond pl acing the spark plug on top of the cylinder head. 2. Adjustment Make the adjustment by loosening the breaker lock screw.
3.
contact
0
When the ignition timing is retarded, move the contact breaker toward the right.
0
When the ignition timing is advanced, move th e contact breaker t oward the left.
Screwdriver adjusting point
Figure 6-7.
Adjusting the ·ignition timing
Figure 6- 8.
Adjusting the igniti on timing odv once .
Breaker point gop, 0.3 to 0.4mm (0.012-0.Ql 6 in) max. Improper ignition timing will result in combustion to toke place at the incorrect point of compression, making it impossible to o btain smooth crankshaft rotation; th e throttle grip will require greater opening , consequently, the fuel consumption is increased. Results of retarded ignition timing : ( 1) (2) (3)
Drop in power out put. Drastic increase in fuel consumption. Engine overh eats with a possibility of piston
siezure. Results of advanced ignition timing : ( 1) Produces knocking and drop in power output_ In severe cases, damage to piston, connecting rod, crankshaft may result, therefore, periodic (2)
~ SERVICE TESTER ••
-. /:~~: ··~-
..
inspection shoul d be pe rform ed . Upon completion of the point gop and ignition timing adjustment, c heck for proper operation of the spark advancer with a timing light. (Fig. 6- 8)
~
r . .• - I
(Use of Service Tester ) Checking the operation of the spark advancer with a tachometer ( 1) (2)
(3)
(4)
Conn ect th e battery power, place the selecto r switch to " Timing". Insert the plug end with th e red and white parallel stripes of the timing light into thP. receptacle marked " Timing" . Scr ew t he hexagonal connector, included wit h the timing light, on the top of the spa rk plug and after installing t he rubber cap, attach the hi gh tension cord o f th e timing light t o the conn ector with t he alligator clip. Position the switch on the tachometer to "connect", insert t he p lug from the tachom eter into t he jack on t he tester mar ked "Jack" _ The 6,000 rpm is r ead off the green zone of the meter diaL (Fig. 6-9)
Figure 6- 9 .
Service tester
.·
Figure 6-10.
Filing breo er poi - contact
88
6.
MAINTENANCE INSPECTION 4. CONTACT POINTS
Worn contact point
Normal
Side contacting
Inspect the surfaces o f he contact points; if they are burnt or pitted, dress the surface with an oilstone or a point dressing file so that the center of the points are making contact. (Fig. 6-10, 6-11) After the points have been dressed, wash i n gasoline or trichloroethylene to remove all trace of oil. Insufficient breaker point gap
Dirty contact points Figure 6-11.
Breaker
condition
@
(6)
@
The spark tends to linger, that is the interruption o f the primary circuit is not completed at the points, therefore, the secondary high voltage build-up is reduced. The closed duration of the points is longer, producing heat and result ing in damage. In conjunction with (6) above, the points wil l be late in opening with a consequent delay in t he ignition timing ; this will cause a drop in power o utput.
Excessive breaker point gap
@
Figure 6- 12.
Spark plug clea ner
(6) @
The duration that the points are closed is too short to allow for sufficient current f1ow in the primary circuit with a consequent low voltage build-up in the secondary or the high tension vo ltage circuit. This condition w i ll cause poor engine starting, spark missing at high speed and a consequent loss of power. Engine over-heats readily. The ignition timing is greatly advanced.
5. SPARK PLUG ADJUSTMENT A dirty or damaged spark plugs, or plug electrod e which are er r o ded will not product a good strong spark, therefore, the spar k plugs shou ld be inspected perio dically and cleaning and adjustments made. Spark plugs with sooty, wet electrodes, o r e lectrodes cover ed with deposits w ill permit t he high t ension vo ltage to bypass the gap without sparking. 1. Cleaning
Figure 6- 13.
Measuring spark gop
Spark plug
a. The use o f the spar k plug cleaner is the r ecom mended method of cleaning the plugs, however, a satisfactory cleaning can be perfo rmed by using a needle o r a stiff wire to remove the d eposits and then wash in gasoline fo llowed by drying with a r ag. (Fig. 6- 12) b. Adjust the spark gap aft er clea ning . Set t he gap t o 0.6-0.?mm (0.024-0.028 in) by bending the e lectrode on t he gr oun d sid e. (Fig. 6- 13) Spark Plug Inspection a . Check t he spark intensity produced between t he gap of th e gro und and the center electr odes. (Fig. 6- 14) Blue spor k ..•..... . Good condition Red spark .... ... . . Poor condition
Figure 6- 14.
Checking spark plug
6. 7
PE JODICAL ADJ ST ,
89
Cause due to : 1. Low supply voltage 2. Defective ignition coil 3. Defective spark plug 4. No sparking may also be due to compressio n
(Caution) (1)
Do not remove the deposii s by burning
(2)
When installing the spark p lugs, clean the seating area free of oil or for eign matter and i nstall finger t ight before torquing with a plug wrench.
(3)
The spark p lugs con be tested after adjustment, with the p lug tester. With the high tension vo ltage maintained constant, vary the test chamber pressure and inspect the condition of the spark.
6. FUEL SUPPLY SYSTEM Restriction in the fue l supply system will prevent ·sufficient fuel flow to the carburetor and cause engine to sputter during acce leration or the engine may stall at high speed. a.
Check for sufficient supp ly of fuel in the tank.
b.
Disconnect the fuel feed tube from the carburetor and check the fuel flow with the fuel cock in the ON o r the RES position. (Fig. 6-15)
c.
If the fue l flow is insuffici ent, remove th e fuel tank fr o m th e body and clean internally . Wh en the flow is sti ll inadequate, remove the fuel cock, disassemble and clean .
(Caution)
CD ®
Th e insufficient fu el flow may be caused by th e plugged vent ho le in th e filler cap as we ll as the restriction in th e fue l line. (Fig. 6-16, 6-17)
Figure 6- 16.
Fuel tonk cop c -:::.;
Figure 6- 17.
Fuel tonk cop cross sectio n (550, 565)
65MJ
The fue l cock is switched to RE S (r eserve) from the ON position when the fuel tank becomes empty. Th e reserve fuel supply 7 u.s. pt ) for t he contains approximately 0 · 8 g (1. 1.4 Imp pt C 50, C50M, C65, C65M and appr oximate ly 1 &
2 · 1 u.s. pt) ( 1.6 Imp pt
for the S50 and S65 ' suffici ent t o
trave l approximately 50 km 131 mil and 60 km 137 mil respectively . d.
Fuel strainer cleaning Th e accumulatio n o f dirt and water in the fuel cock strainer cup will cause a restrictio n in fue l flow, resulting in drop in engine sp eed and molfunction of the carburetor. C lean the cock, strai ne r and the fi lter screen at perio!ilic Int erval.
6.
90
MAINTENANCE INSPECTION 7. FUE ST
--=
Poe
I ER C EANING
=::·: ;- s.::-::-ces contained in the fuel e =-o~ · ne fuel tonk and ~ - --e 'o,eign substances and :::-e=-e:: ..• e.,· er the cylinder and
---- -- --= --=
posses enters water, causes
-· Sa· ·-e = e l coc _-::e -
Fu el str a iner c
lever to the STO P position. roiner c up . eo- ·- 'de the s roiner cup and fi lter scr een.
;:a--::: e · e
::
::.
'g . 6-1 8) f i gure 6- 18.
C e::-
-= --
s-:: -:-
~~ LOP
Fuel
coc~·
'~I
OPEN position
Strainer cup -
Overflow Joint
To carburetor
Fuel flow in 0 PEN position Fuel flow in RES position
Fi gure 6- 19.
Fuel flow through the fuel cock
8. OIL FILTER SCREEN CLEANING The engine oil is fi ltered t hr ough o system of double filters befo r e being supplied to the various ports o f t he engine. When the impuri!ies hove accumu lated in t he filters to prevent its proper function , the o il supp ly to the various ports ore starved and eventually resu lt i n seizu re and damage t o the engine. It is t herefore important that the fll:ers be cleaned periodica lly.
I . Cleaning ( 1l Figure 6- 20.
Cleaning oil filter screen
Re move the kick pedal. remove t he oil pipe!.
(for
S50 and
S65.
6. 7 12
~~- -
91
T
s ·-e right crankcase c over, pu ll out the
s.::·Qc n
(Co
PERIODICAL ADJUST
a nd w ash in gasoline.
(Fig. 6.20)
ion) Ins all the oil fiter screen with the narrow opered side toward the inside and the fin on the filter screen toward the bottom.
9 . AIR CLEANER CLEANING An air cleaner clogged with dust restricts the free passage of inlet air and result in power loss or drop in acceleration, therefore , to assure proper performonce, periodic cleaning of the air cleaner should be performed.
Figure 6- 21.
Removing air cleaner cover 1550, 'S65l
l. Removal (C50, C50M, C65, C65M) a.
Loosen the cop nut on t op of the front cover and remove the air cleaner cover, then loosen nut on the inside and detach the air cleaner .
Stiff brush
b . For models S50 and S65, remo ve th e air cleaner cove r on the center right side, loosen the screw and remove the air cleaner. (Fig. 6-21 ) 2. Cleaning c.
Top the cleaner lightly to remove the dust and then blow dry compressed air from the inside or use a brush. (Fig. 6-22)
(Caution) I 11 121
Air cleaner
Figure 6- 22.
Cleaning air cleaner element
Figure 6- 23.
Clutch lever free plot
The air cleaner i s mode of paper and if torn or damaged, replace with a new element. Oil or water on the cleaner element
will
render it ineffective and will cause dust to enter the engine cy linder, resulting in increased cylinder wear.
10. CLUTCH ADJUSTMENT (550, 565) The function of the clutch is to transmit or disengage the rotary power produced by the engine to the transmission. If the gear is engaged without the c lutch bei ng completely disengaged, the vehicle will start moving with a jolt or the engine will stall out. On the other hand, if the clutch is slipping, the speed of the motorcyc le will log in relation t o the engine speed. 1. Lever play (550, 565) There should be 1 to 1.5cm 10.4-0.6 inl of free ploy in the clutch lever befo re the clutch starts to disengage. (Fig. 6- 23)
Figure 6-24.
Ao .s·ing I e cl ch 1550, S65l
92
6.
MAINTENANCE INSPECTION 2. Adjustment
Locking nut
Loosen the lock nut and turn the ad justing screw. C50, C50M, C65, C65M : Tur n to the right to increase the lever fr ee ploy . Turn to the left to decrease the lever free ploy. 550, 565 .. . Turn to the left to increase the lever free ploy . Turn to the right to decr ease the lever free p loy . 11)
For model C50, C50M, C65 a nd C65M check for slippage of the clutch and the disengaging action.
!2 1
For adj usting the clutch on model S50, S65 remove the c lutch cover , loosen the locking nut and adjust with the screw. (Fig. 6.24) The ad justment of the clutch may a lso be performed at the adjuster on t he clutch cable. On C50, C50M, C65 and C65M modeL the adj ustment con be made without remo ving the c lutch cover.
3.
(Fig. 6-25)
Inspection (550, 565) (1)
121
!3)
Check by kick sta rting and see if the engine readi ly starts. Start t he engine, grasp the clutch lever and check to see if t he mot orcy cle starts moving or t he engine stalls when the gear is shifted into low. The mot orcycle should start moving smooth ly as the clutch lever is r e leased gradua lly w hile increasing the engine rpm.
11 . CARBURETOR CLEANING AND ADJUSTMENT A dirty carburetor or carbu retor out of ad justment wil l cause poor engine performance. As on example, a ca r bureto r set to a lean fuel a ir mixtur e will cause the engine t o over heat whil e a rich mixtur e wil l cause engine to run sluggish. An overnowing o f fuel from t he ca rbur etor is a possi ble fire hazard, there fore, periodic clea ning and ad justment shou ld b e per forme d. 1.
Figure 6- 26.
Adjusting the carbu retor IC50, C50M, C65, C65Ml
2.
Cleaning a.
Disassemble the ca rburetor and wash th e parts in gasoline.
b.
Blow out the nozzles with compressed air and after cleaning and reassembly, make the ad justment.
Idle adjustment The idle adjustment is pe rformed with both the thrott le stop screw and t he air screw by the fo llowing procedure. (Fig. 6- 26, 6- 27)
Figure 6- 27.
Adjusting th e c;orbv reto r i$50, S65)
(a) Set t he thrott le stop screw to t he specified idling speed (1ooo~ 1200 rpm) !bl Next, adjust the a ir screw by turning s low~ in bo th directio n to obtain the highest eng ir e speed. Turni ng the screw in will produce a rich fu e mixture. Turning the scr ew o ut w ill produce a lean ' e mixture.
6. 7 (c)
PERIODICAL ADJUS
93
ec_::e ·-e engine speed which has gone up - · o 'he specified RPM by regulating the '!-· - le stop screw.
i-
ldl Ai
his thrott le st op scr ew setti ng , r echeck t he carburetor adiustment by manipulat ing the air scr ew.
lei After the idling adiustment has been co mp let ed, check th e carbur et o r by snapping th e thr o ttl e and also c heck the thro tt le response. The ai r scr ew shou ld be ,78 to 7( t ur n of t he specified setting.
(Note) A ll ad iustment sho uld be ma de after th e engine has attained operating t emperature .
B.
LUBRICATING The purpose of lubricat ion is to prevent dir ect sur face to surface contact of the movi ng parts by providing a film o f oi l between th e surfaces and t hereby, red ucing friction and preventing wear. It also serves to coo l t he parts from the heat pr oduced by fr iction . Furth er, t he lubr icant penetrat es between the piston and cylinder to for m a n o il film which act as a seal t o maintain t he cylinder pressure.
1. PARTS NOT REQUIRING PERIODIC OIL CHANGE OR LUBRICATION
Figure 6- 28.
Removing drain bolt
There are some parts which only require lubrication w henever the pa rts are disassembled for repair or r eplacement. Steer ing stem stee l ba lls a nd cone ra ce} Thro ttle g rip G r ease Main stand
2. ENGINE OIL CHANGE Change· o il at 300 km ( 185 mil driving and at every 1000 km 1620 mi l th ereafter.
1. Oil Change a . Remove t he oil cap and drain t he engine complete ly o f o il by unscrewing t he p lug at the bo tto m of t he engin e. (Fig. 6- 28, 6- 29)
(Note)
·figure 6- 29.
O il cap
The o il shou ld be drained whil e the engine is still warm . b. The proper o il leve l is indicated by the oil between t he leve l markers o n t he gaug e when checked without scr ewing t he cap down.
(Fig. 6- 30)
Oil level
O i l capacity
sz..e
0.8 .e (1.7 U.S. pt, 1.4 Imp ptl After overhau ling the engin e, fi ll crankcase wit h 1.7 u.s. p t ) of o il 0 · 8 .e (1.4 how eve r ' during o il Imp pt ' changes r efill acco rding t o th e level gauge.
f igure 6-30.
Oil le , el gauge
6.
MAINTENANCE INSPECTION Oil Brand and Grade Honda ultra oil is r ecommended . The grade of o il for the season is shown o n the R. crankcase lover . When the Honda ultra oil is not available, use the oil corresp o nding to MS. DG or DM in the A.P. I. service classification . (Fig . 6 - 31) Under 0°C 132°FI ..... . .....•...... SAE 1OW 0° -l5 ° C !32-59 °FI ...... . . .... SAE 20W over l5°C 159°FI ... . . . . ... . . . . .... SAE 30
figure 6- 31.
(Note) I l l Oil plays a prominent role in the life and the trouble free performance of an engine, ther efore, it is very ·important that the oil change be performed periodically and refrain fro m using dirty oil over a long period. The mor e frequent the oil change, the better it is for the engine. 121 When refilling o r adding o il, it should not be filled above the specified level. Overfilling wi ll cause oil pumping and loss of power. 131 Use only recommend ed oil.
Ultra oils
3. GREASING · 1. Lubrication
figure 6-32.
Apply grease to all grease nipples with grease gun until the grease is forced out at the clearances. (Fig. 6-32) UsQ multi-purpose NLGI No. 2 grease .
G reasing
(Note)
(lJ (21 131
C.
figure 6- 33.
Inspecting drive chain tension
Clean the dirt from the nipple befor e greasing . Fit the grease gun nozzl e securely to the nipple when greasing. Excersize ca re and do not permit the grease to become contaminated with dirt, dust or mix with air.
DRIVE CHAIN ADJUSTMENT An excessively slack drive chain will cause cho ir: to whip, whereas an over-tension condition wi ll produce resistance, resulting in lowering the power output a· the rear wheel. Always maintain the chain at the specified t ension.
1. Tension Checking Procedure a . Remove the inspection cover on the chain case and check to see if the total vertical sla ck o= the chain i s between 1 -2cm 10.40-0.78 in. (f ig . 6 -33) b . Perform adjustment by loosening the axle r vand sleeve nut and then adjust with t he adju~e nut. (F ig. 6-34) Tu rn to the right to decrease chain slack . Turn to the left t o increase chain slack. (Caution) The ad justers should be at the same adjus- e· marks for both the right and left sid es. _figure 6-34.
Adjusting the drive chain
6. 7
PERIODICAL ADJUST
~
'T
=;:;-·::::::·:::: clean and lubricate the chain. ;;= oil wil l ca use the chain links to bind .
::-::: c::: se un desirable effect on t he sprocket.
D.
BRAKE ADJUSTMENT Brakes are the lif e-line of t he r id er , t herefore, do not neg lect to perform the periodic inspection, daily inspection and pr e- riding inspection.
1. FRONT BRAKE ADJUSTMENT 1. Lever free p lay a.
Figure 6~35 .
Free play of front b rake lever
The fr ee p lay of the b rake leve r , that is, t he distance between the norma l attitude and t he point where t he brake starts to take ho ld should be 2 - 3cm 10.73 - 1. 12 inl. (Fig. 6- 35}
b . Ad justment is (Fig . 6- 36}
made
by
the
ad justing
nut.
Turn t o t he rig ht t o decrease the free play . Turn t o the left to increase the free p lay.
2. REAR BRAKE ADJUSTMENT
Figure 6- 36.
Adjusting front brake lever
Figu re 6- 37.
Free ploy o f brake pe a
Figure 6-38.
Po· s·;ng rear bra e
1. Peda l free p lay a. The free p lay of the brake pedal, that is t he distance between the norma l attitude and the point where t he b rake sta rts to take ho ld sho uld be 2-3cm. (0.78 -1 .12 inl. (Fig. 6- 37} b . Adjustment is made by the ad justing nut. (Fig. 6- 38} Turn to the right to decrease peda l play. Turn to the left t o increase pedal ploy. c.
When t he braking st roke i s sma ll, t he fo llowing condition is apparent. Il l
Too sma ll a c learance between brake pane l and shoe.
(21
Loss of tension in the brake spring.
!31
Brake lining damaged due to overh eati ng.
95
6.
96
MAINTENANCE INSPECTION E.
MUFFLER CLEANING The function of the muffler is to muffle the noise of the exhaust gases as it is emitted from the combustion chamber. In the process, t he carbon particles in the gas accumulates on the muffler and the diffuser pipe. Excess a ccumul ation of the carbon will restrict th e now of th e exhaust gas, creating back pressure which effects th e engine perfo rmanc e by lowering the power o utput. 1. Clea ning a.
Figure 6- 39.
Removing di';user pipe
b . Top t he pipe lightly to remove the carbon and hen wash in so lvent or gasoline (Fig. 6-40) The c logging of the diffuser pipe will cause a drop in the engi ne power output. A loose connection at t he gasket jo int will produce und esi reab le noise fro m leaki ng exhaust gas.
Diffuser pipe
F.
Fig ure 6- 40.
Remove the diffuser pipe locking bolt and pull o ut the diffuser pipe (Fig. 6-39)
SPOKE TORQUING Riding with loading on the therefore, the and retorqued
Cleaning diffuser pipe
loo se spoke will place on ununiform rim os we ll as on the remaining spokes, spokes should be inspected frequently when they become loose.
Raise the wheel off the ground and check each spoke for tightness, any spoke w hich are noticeably loose should be torqued to the same value as the remaining spokes so that the spokes are a ll of uniform torque. Use the spoke nipple tool and torquing wrench. (Fig. 6- 41)
Fi gure 6- 41 .
Re to rqui ng spokes
G.
BATTERY INSPECTION Lo ss in battery electro lyte o ccurs after lo ng use and sho uld be repl enished perio dically. When the el ectro lyte level drops to the po int wh er e th e plates are exposed, it wi ll result in rapid di scharge t o the battery. The battery, sho uld a lw ays be mainta ined at the pro per electro lyte leve l. 1. Electo lyt e Level a.
Figure 6- 4 2.
Battery
Remove the batt ery box, disconn ect the battery cab le from th e battery, unfasted the battery band and remove t he battery . (Fig. 6- 42) The standard battery used is th e MBC 1-6. !Mfg. by Yuasa Battery Co.l
1
::
- ::·- a in the elec• -
-~-
97
PE ODICAL ADJUSTME T
6. 7
-e ' e. e
cbove
s· electrclyte le ·el ~:::- ·-g on the • hen replenishi g coo cis-i led wa er
·: ·::·se ·he electrolyte (e.e 1 -::- ·.,g. (Fig. 6-43)
•
'he upper
;s::: e ish by removing the ba ery cap at the ·::o and odd the distilled wa er. Al l three ::oo ery cells should be filled to the some level. ::>omaged and Dirty Battery Ca b le Connector lrspect the connectors fo r clean liness and damage. Clean the dirty connectors or replace damaged con. nectars b efore making connection and apply a coating of grease or vase line on the connect ors to prevent co rrosion.
3. Specinc Gravity Check the specific gravity of all three ce lls of the battery wit h a hy drometer, if it measures be low 1.200, t he batt ery should be charged. A fully charged battery should indicate a specific gravity of 1.280 at electro lyte temp erature of 20 ° C f68° Fl. The specific gravity w ill vary somewhat with t he temperoture at the rate of 0.0007 specific gravity variatio n for each 1 ° C (1.8° FI change in temperature. A rise in t emp erature wi ll cause a decr ease in specific g ravity and visa ve rsa . (Fig. 6- 44)
Hydrometer
(Caution)
CD
Do not add any sulfuric acid to the distilled water when r epl enishing.
®
When the drop in electrolyt e level is excessive, check the discharge rate of the battery.
@ Excersize co re not to pinch t he batte ry cable
Figure 6- 44.
Measuring specific gravity
when making the battery installation.
@ A lso, make sure that the vent tu be i s not pi nched @ When the temperatu re drops, the capacity of the batt ery will lowers and cause hard sta rting. In such a case, sto re the motorcycle in a worm place.
H.
SECURITY INSPECTION OF PARTS (CSO, CSOM, C65, C65M)
fi gure 6- 45.
Torquing points on lo.f s oe
CD
Hand le installat io n nuts.
®
St ee ring st em nut.
@ Fran c s ·o- o.·.e bo i. @ 8X~2, hex be fs.
@ Front arm pivot bolts.
6 FroM• c.,d •eo• axle nuts.
6.
98
MAINTENANCE INSPECTION
Figure 6-46.
T o rqui ng points on right side
@ Engine mounting bo lts and nuts. @ Rear brake pivot pipe and c lip. @ Speedometer cable gearbox assembly nut.
(j) Front and' rear wheel spokes.
® ®
Rear cushion installation nuts. Rear brake pivot bo lt nut.
@
nut. @ Rear brake torque link latch clip and \
I.
Front and rear brake ad just nuts.
SECURITY INSPECTION OF PARTS (S50, 565)
Figure 6-47.
CD
Steering
Torquing points on left side
... ... stem nut and handl e installation nuts.
@ Front and rea r axle nuts. @ Front arm pivot bolts.
@ Fro nt cushion upper bolts. @ Fro nt cushio n lower bolts. @ Rear cushion in stallation nuts.
6.2
PERIODICAL INSPECTION A D SE VJCING
99
·.;
Figure 6 - 48.
Torquing points on right side
IJ) Rear fork pivot bolt nuts.
® ® 6.2
Front brake torque link locking. nuts. Rear brake torque link latch clip and nut.
@> @ @
Engine mounting bolts and nuts. Speedometer cable gearbox assembly nuts. Front and rear wheel spoke.
PERIODIC INSPECTION AND SERVICING It is of utmost importan ce to perform periodical inspection and servicing so that troubles can be prevented and the motorcycle maintain in the best of operating condition. The inspection is classified into two types, namely, the pre-riding inspection performed by the rider daily and the periodical inspectional which is performed at a regu lar schedule either by the rider or the service shop.
A.
DAILY INSPECTION The following items of inspection should be performed as a matter of habit . (Fig. 5.50, 5.51)
CD ®
Figure 6 - 49.
Daily inspec tion poin s c~ e'· s ce
C50,
C50M, C65, C65Ml
Check for excessive loosenes or sway of the handle. Check for proper free play of the front brake lever, 2-3cm {0.78-1 . 12 in) is normal.
@ Check for proper free play of the rear brake pedal, 2-3cm {0.78-1.12 in) is normal.
@) Check clutch re lease operation. @ Check for looseness and oil leaks in the front and rear cushions.
@ Check the function of the headlamp, taillamp, stoplamp.
IJ) Check the horn for sound.
® ®
Check operation of the turn in dicator. Correct level and {Q
8t
•
(1.7 u.s. pt) ). 1.4 Imp pt
condition
of the engine oi l
Figure 6 - 50.
~o: •
cs:•.•
-s::ec ::- o c ··s o n right side !C50,
Cc " C ' 5'.'
100
6.
MAINTENANCE INSPECTION @ Check for unusual e xha ust gas color. @ Check fuel leve l. C50, C50M : 3 .0 lit C65. C65M : 4.5 lit S50: 5.5 lit S65 : 6.5 lit
!6 .3 U.S. pt: 5.3 Imp ptl !9.5 U.S. pt: 7 .5 Imp ptl 111.6 U.S. pt: 9.7 Imp ptl I13.7 U.S. pt : 11.4 Imp ptl
:@ Fro nt tire air pressure. No rmal. . .... 1.7kg/ cm 2 124.2 lb/ in 2l For loaded condition or for high spe e d riding . . . . .. 1.8kg/ cm 2 125.7 lb/ in2 l ~ Rear ti re ai r pressure.
orma l. . .... 2.1 kg/cm 2 130 lb/ in 2 l For loaded co ndition or for high speed driving . ... .. 2.3kg/ cm 2 132.8 lb/ in 2 l Figure 6- 5 1.
a te )
C>c , ·"spec!ion points on right side !5.50,5651
After inspecting the above items, attention should be paid o the following points when riding . Ill
121
Figure 6- 52.
Daily inspec.tion pai nts an left side !550, S6Sl
Aft er starting, wa rm up the engine for two minutes a t low spe ed. When t he e ng ine is cold, the viscosity of t he oi l is heavy and d oes not per mit adequate lubrication to all the parts. Do not race the engine need lessly.
131
Refrain from abrupt acceleration or braking , tight cornering.
141
Change oil every 500 km 1310 mil d uring winter driving or when used mostly for short trips.
151
Check battery electrolyte level weekly without foil . Under the following conditions, checks should be made at a more frequent intervals. a . When riding mo re than 50 km 131 mil doily. b . Riding in mountainous area . c.
More frequent inspection is necessary when riding at high speed.
s= c .s
·=· ;; ;.·::_-
--::e=-io - ::-:: :eDistanceM Km I
I
(180
• r•. -f1•
.
Adjust valve clearance
1
-~~;~~;--~-~-~-;~~--
.. __ ..,_. ,.
______.........._ ..
.........
Cle~~- ~~~-;~ -- ~·~·~;
·· ~ ---.
... 1_.. ,. --·· ~
--· -- ~ ·· •
1
.. 1
-
- -~-·
I •
..------···-····-········---. --.. -·-······..·- ····------,----. .. · ,···---· ·----~ -··-···
·--~·-······-·
r•...1. · --·r. ···· · l· ·-· "f "e • • • • • . . - --- r. "T• . ·T -· - • --. --- -. . . . . . • • • • • • f ...... .I··-·· - · .-· --- ,-· -. ...... ... - - ----·· -·- -- - - •
I.•
•
~ --......- I~·. . . . . .J_ ···_-_-_-_... 1 ..-• .... ,
- --- 1
' Clean air cleaner
--- f r····· I I
Clean fuel straine r
..
I
~
. ·--·1··---·· ...1 ·--··--- ~·-··-·-·- - -l-·-· - - . ~ ---······~·······---
- - ~ ···· .. ··· ··· ~··· · · · ····· .............
Clean o il filter
C lean muffler
1
1 •
·-- ~· ··· r····
Adjust fr ont brake
--~~r;;ci
,. _ _. . r·· -r--· .
,-----·--·--- ~-- ..·--·-· ..··r·····-....... 1.. . . . .-.-· r
Adj ust drive chain
~~-j~~~- ;-~~;··~-;~~~
-r ·····-~---· ----- ~ --····· r····- ··· 1 _r • ,--· · ~--···--·r--
. --.. ·~-· - ------ ~ -- -· ··-- ...
r·------- ~------
Adj ust carburetor
• • • • • • . •· . ..,. . . -.. • • • -·. I • I I
~ - -.
r-·········r-······- ~ ---.-
r ·· ~ - -
Adjust cam chain ·-··--·· ___ __ ........ ,
I
1• 1• 1__,_ 1• I 1• I . - -11• I •
-- --- -- -. -·----- I --Adjus ignition timing
= ::
1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 (620) {1,240 )1(1 ,860) (2,480) (3, 100) {3,720) {4,340) {4,960
300
~ es
::e performed in accordance with the
101
...
iight~-~~-~ - ~i
lnsp-~~; -~~~~~~~;~~~
~u·i~--
..
I
·-- ~ -
- ~~~:e~j~~~~i;:·-h·~;~- ~~d··· ··-
I
r ·-·--· ·-·---~ -- - --····---· -
•
I •
...
J
.
l e -,
,.. . I I
I
f•
I
I
I•
·1 • I
r ---·------·1-.... ...- .... -...-- __, ____ ... 1_.. ________ 1_______ ..____.. _.. ______ \..... ·-
r·. ·····r----··-- 1 - - --··r -• r ··---.. 1·
. ··----···l...... ___....
.............. -
r_ . _ _ I ... I .•
r·.. I • I
a-;;d ·--- -..-... ..--..-----T.... ____...,_____....____ 1 -
.
I ..
·1
•
• • • • • • •
T---. .... ..-....... ----··---....-.. l-........ ...1....• .. -.,
1
..
---- , -- -
I
I•
~ -- - ---
-· -··- -· ···-· •
7.1
103
ENGINE
7. TROUBLE SHOOTI G It is most important that the cause o
any trouble be located as soon as pcSSI:::·e
~d ' he o·ooer corrective
action t aken so that the serviceable li'e of t he engine will be extended. In the following table ore listed the troub les, probable causes and t he corredi e :::::-·:::-s..
1.
MAIN ENGINE TROUBLE Troubles
Probable causes
Engine will not continue running.
Corr ective action
1. Clogged fuel cock. 2.
Clean and inspect.
Plugged vent hole in fuel tank cap.
3.
Improper tappet clearance.
4.
The carburetor to intake manifold connecting tube damaged or leaking air at th e jo i nts.
5.
Improper o il level
Engine malfunctions
1.
Defective spark plu g
aher warm-up .
2.
Defective ignition coil
3.
Incorrect flat lev el
1.
Oil being pumped into the combustion
By
engine speed. (oi l pump-
chamber due to excessiv ely worn or
a d, e>r replace the pa rts as requi red.
ing condition)
damaged
Excessive smoke at high
cyl inder,
I . Overheo ed spark p lug, replace
piston,
lit
pluf;s o' correct heo range
diagnosing
the
noise,
rebo re
rings a nd
burned during combustion . Noise produced near the
1. Worn piston and cylinder
top of t he engi ne
I . Inspect and rebore cylinder and
The clearance between the piston and
replace worn parts.
cylind er is increased ca using the pisto n
2 . Replace connecti ng
combustion.
rod,
large
end bearing and crank pin.
skirt to slap agai nst cylinder wall during
3. Adj ust to proper specification.
2. Wo rn connecting rod large end pro duces knocking
Overheating engi ne
3.
Tapp et noise
1.
Carbon deposit accumulati on
1. Disassemble and c lean 2. Clean, d ry fo uled plugs.
2.
Dirty or fouled spark plugs
3.
Improper type spa rk plugs or gap
Inspect carburetor if pi gs con-
4.
Insuffi cient lubrication to dri ve chain o r
tinues to foul.
chain tension too tight. 5 . Oi l l evel too low, poo r o r i mproper grade oi l 6.
Improp er distributor point gap c lea r-
7.
Excessive carbon accumulatio n in com-
anc e, dirty, burnt bustion chamber Engine
does
not
sta rt
1. Foreign object caught between valve and valve seat
!lack of compression)
2. Tappet stuck open 4.
Ignitio n timing out of ad justment
5.
Blown fu se
4.
Adjust pe riodical~{. I o•icote
7.
Adjust period'ccll-f
~·
r
7.
.1 04 Engine suddenly stalls while running
TROUBLE SHOOTING
1. Clogg ed fuel coc 2. Fuel passage · ~ ine carbureto r clogged 3. Dirty spa r o'.:;s ~eavy carbon deposit
Oil becomes
emulsified
(especially during wi nter)
lncreased f e l c -
-p-
tio n. C " 0 ·on :
1. 2. 3.
the
fuel
line
and
check the fuel flow
5. If the fu el is b lown, t he pi lots lamps will not light up
or we pi g
4. Ignitio n (-·-~ 5. Blow- =~se
1. Disconnect
~~'
of adjustment 2 . Use genuine Honda Ult ra O il or equivalent o ils !Caution) The o il, even though cl ean in a ppeara nce, may decompose due to exte nded use and becom e thin, resu lting in loss of lub ri cating propert ies. Shoul d be replaced.
-·:::;;.ro--= ... --= .............. . . l"' ...........
I. Clogg ed a ir clea - e
I. Cl ean ai r cleaner element
2 . Distributor point gap out of ad·us -
2. Adjust gap cl earance, rework or
G) Low exhaust noise,
men!, dirty, burnt
replace burnt po ints
l
low back pressure at
3.
muffl er
®
Excess accumulation of carbon in cylinder exhaust po rt o r i nside muffler.
4 . If ignition timing is reta rded, the distributor points w ill o pen after
Low co mpressio n
4 . Ignitio n timing retarded
the timing mark " F"
noticeable when kick
5. Worn cyl inder, pist on, piston ring .
passed. Ad just to proper setting
·starting. Insuffici ent
engine
rpm .
1. W hen the fuel passag e in clog-
1. Fu el passag e clogged 2.
Defective spark p lug (fo uled)
ges, the spa rk p lugs wi ll b e dry. 4. If
3. Clogg ed muffler
l.
has b een
the a ir
4 . Clo gged a ir cleaner
engine
5.
RPM
Ignitio n t iming o ut of adjustment .
wi ll a nd
cleaner is clogg ed, not the
beco mes dark.
develo p exhaust Clean
high smoke
the
a ir
filter element periodical ly. Poo r
th ro ttle
r esponse
1. C lo gg ed air cleane r
(check first to see that
2. Clo gg ed exha ust po rt o r exhaust pipe
the throt tle cable is p ro-
3. Ignition tim ing o ut of adjust ment
perly adjusted)
4. Tappet cleara nce o ut of ad justment
Dist ributo r po ints bu rnt
I. Poi nts cover ed wi th oi l
Test condenser by met hod d esc ribed
2 . Improp er i gnitio n timing
below.
3 . Defective condense r 4. Cond enser i n poor conditio n
Service tester
Condenser M e asurement With t he distibut or points open, measure the r esista nce between t he primary t ermina l and the ou e• shell, a good condenser should measure at leas5 megohm resistance at standard tempe rature.
e
Fi gu re 7 - 1.
Condenser Test M ethod After ta king the r esistance valu e w it h the megg er, use a co pper w ire to short across t he terminals, a good strong spa rk shou ld be pro duced at the i nstance the leads are conta ct ed.
Measuring condense r capacity
The condense r is defective if it measures bela megohm. Det ermine t he co ndition o f the condenser by he above method. (Caution) A loose ly installed condenser or dirty t erminal cause i gnition to malfunction.
7.2
105
OR TROUBLE
2.
- ·:::~::: e L
CARBURETOR
~
I
:>:ocable cause
L
.... e ! o,.erflow
Co~:crr.-~a:ed
C o rec--'le ac ion
":x:- c'"c~b er cover G'"''' C6.5, C65,
;a-= s
fu el
c.::
rela ed symptom) a.
~.
=
::e-:: ;; se-::;; --e
:: D and d"sas::-a-ber 15651. ::·r- odge in the b . C hec.:: =:::· valve sea- ·s-o.e cy b lowing with cc:-oressed a·r or by unscr ewing e al ve sea, and clean.
• Poor idling • Poor performance i n
;:
~ -~-
~
all speed • Excessive fuel consumption • Hard starting
c.
·L ow power output
a·
Reassemble a fter cleaning in gasaline.
• Poor acceleration
2. Damaged valve or valve seat
2. Rep lace both the valve a nd valve
I 3. Pu nctured float
seat with new parts.
3. Remove the float chamber cover , <
eke out the float and check for uel in the float.
IC' e::ki g proc edure( • Src e . ;.. e
r-
a•
-
· 1--e . . se -- o ::--:::.:c0 w ater 9o-9 - "C "C.!-263" = =o cno ....... xi-c-e .. .:: : c""' :e~o""'ds, e 0 cb es co- c:e c:::e ec float is our:c. r eo.
4. Straighten the c·-
(S 65)
I
a nd use the r.Je e obtain the p o::e· : ~
4. Float arm lip bent
--
Float valve Throttle a e
Slow je
Float cna-.:eFloat
Figure 7-2.
Carburetor cross sectio
diagram
:: : bent ;;::.;ge to eve!.
;
·:
r
106
7.
Trouble
TROUBLE SHOOTING
I
Pr obable cause
I
1. Air screw improper!-{ ad just ed
2. Poor idling (related
Cor rective action
1. Turn the air screw lightly to full close and check to see if the air
symptom)
screw was properly adjusted. Bock off 1 U ± turn from full close. 11 turn f or S65l. Start the engine and turn the air screw in both d irecti on not more than X( t urn I turn for S65l and set at the point where the engi ne rpm is highest (smooth)
• Poor performance at
Ys
Yz
slow speed • Poor speed transition • Poor response to
Yz
throttle snapping • Poor performance at intermediate speed
-
~
- ,... ........
-
~
~:::.:1
s= ... e ~
oo.J.· o< o dius1ment
2. Bock off the thrott le stop screw a ll the way and check for proper oper ation of the throttle, turn th e stop screw in until the proper rpm is obtained.
3. Clogged slow jet !including p;lot je l
3. Unscrew the plug, remov e the p'lot jet for any pressed slow jet manner.
I
·-
!slow jet for S65l, check dirt, blow out w ith comair if dirty. Remove the and clean in the some
Thr o ttle sto p
Fi gure 7 - 3.
'
Adjusting the idling IC50, C50M, C65, C65Ml
Trouble 3.
Probable cause
I
Poor performance at
1. C logged slow jet (include pil ot jet
intermediate speed (re lated symptom)
Figure 7- 4.
Adjusting the id ling 1550, 565)
Corrective action
I
1. Same corrective action
for S65l 2. Jet needle at improper setting
OS
for
poor idling 2. Ad just to the p roper stage
• Flat spot
13 stages, 2 stages for 5651
• Poor acce leration • Excessive fue l
con-
3.
Improper fue l level
3.
Replace worn jet needle with new port.
sumption
Use the fuel level gouge
for S65 and adjust the level by
• Poor speed transition
bending the float a r m lip.
4. Clogged air vent
4. Clean out the air vent
I
7.2
707
CARBURETOR
cs l
Slow jet
Pilot jet
Figure 7- 5.
Trouble
4. Poor high speed performance (related symptom I • Loss of power • Poo r acceleration • Block exhaust smoke
Carburetor cross section diagram
Probab le cause
I 1. 2. 3. 4.
Loose main jet or clogged with di rt
Correcti ve action
I
1. Remove main jet and clean , install
Clogged air vent tube Choke closed Fuel cock improperly positioned
and tighten secu rely.
2. Clean out vent tube 3. Open the choke to fu ll
(S651 5 . Loose jet needle
OPEN po sition
4. Position t he fuel cocl:. le er to
• Poor engine
full OPEN position.
performance
5.
If jet needle locki g c •·o is brok en, replace w ith a r e
5.
Ha rd starting
1. Excessive use of choke 2. Fuel overflow 3. Fuel cock in closed position
1. Start engine
··~
. ""
DO
cho e valve
fully open cleo" spar
2. So me
co · rec· .e
abo e
3. Open
~
e
c~-
plug I
oc' ion as
1
\
II
3.
TROUBLE SHOOTING
7.
108 ENGINE NOISE
C o rrective action
Trouble 1.
l. Tappet noise
Excessive
2. Wo rn 2.
1. Wo -- _ _ _
Pi ston slap
2. 3.
c~----
-
-
~--
3.
Cam cha in noi se
to pro per clearance
Aa;u
-~ --: -
2.
• n.-~;::1 -
=
epair or re place
1. Repa ir o r replace
::e:: :::. -
2. Remove carbo n 3. Repa i r or replace
:.- -
-.... _-
-
- -_.
..... _.
1. Read just
- ---=· .-.-=-.. . .--.. . , -
2. Replace 3. Replace
sproc el
·4. -
C lu' ::
-
---
--
5. Cra nkshaft noise
1. Repair o r replace 2. Repair o r replace
1. Wo rn cl utch pla te o uter l a b a rea
C<
2.
-~-1-. -
Worn clutch cente r spline Crankshaft end play
2. Worn crankshaft bearing 1. Chafing between kick arm and oil seal
1. Repair
2 . Br eaker point noise, defective slipper
2. Replac e A.C generator assembly
-
-
6. Engine noise (magneto noise)
--
1. Repai r o r replace 2. Repair or replace
surface
4.
STEERING SYSTEM Trouble
l. Handle operates heavy
2. Front or rear w heel shimmies
I
Pro bable cause
I
1. Overtorqued steering cone race
Correcti ve action
-1. Readjust
2. Damaged steering steel balls
2. Replace
3. Bent steering stem
3. Repair
1. Loose bearing in front or rear whee l
1. Check for wear and repla ce as
2. Bent rim on front or rear wheel
required
3. Loose spoke 4. Worn r ear fork pivot bushing 5. Twisted frame
2. Straighten by loosening or. tig htening the spokes.
3. Re place if unco rrectable 4. Replace 5. Repair or replace
6. Drive chain adjuster out of adjustment 7. Defective tire
6. Adjust to p roper valu e 7. Replace --
3. Pulls to one side
1. Right and left cushions not balanced,
1. Replace
2. Repla ce
front o r rea r .
2. Misalignment o f f ront and rear cushions
..
3 . Repair 4. Repair 5. Repair
3. Bent front fo rk 4. Bent rear fork 5. Bent front ax le
6. Loose component in steering system
6. Repai r
I
'
I
7. 5.
CLUTC
FRAME
109
SYSTEM
lro-.mle
Co ecti e ac io n
Probable cause
I
-- -
-
-
I 1. Loss of tension in clutch springs
1. C lu ch sli ps
I 2. Clutch w ill not disengage
I
3. Clutch out of
1.
2. Worn or warped clutch plate 3. Worn or warped clutch friction disc
I
1. Excessively worn clutch fric tion disc 2. Improper adjustment
I
1. Warped clutch plate or friction disc 2. Uneven tension of clutch spring
adjustment
~
-s:: ::::e
1. Repair or · e:: :::e 2. Adj ust to prope speci 1ca ion l. Repair
2. M easur e tensi on a nd r epair o r
(engine stalls)
6.
e:= ::::e
2. Rep c::e 3. Repo'r
replace
GEAR CHANGE SYSTEM Trouble
-
Probable ca use
I
Co r ec ·• e ac•ion
- - - - - - - - - - - - - - - - - - - - - --
1. Gears will not engage
1. Br oken lug on shift drum
I . Replace
2.
Br o ke n lug on sh1ft ar m broken
2.
Replace
3.
Unsmooth movement between shi ft d rum
3.
Repa ir
and shift fork
4. Repl ace
4.
Broken shift for k
5.
Replace
5.
Broken
6.
Replac e
lug o n counter shaft seco nd
gear 6.
Bro ken lug on main shaft second and t hird gear
2.
Gear change pedal
1. Broken shift return spring
1. Replace
not returning
2.
2 . Repair
Gear shift spi ndle rubbing against ca se or cover
-
3.
Gear
- - - - - i - - - - - - - - -- - - --
jumps out of
· engagement
-
~~-
-
-~~~~~~~~~~~~-
1. Worn lug on counter sha ft second gear
1. Repa ir or rep lace
2. Worn lug on main shaft secon d and
2 . Repa ir o r replace
third gear 3. Worn o r bent shift fork 4. Broken or loss of tension of shift drum stopper spring.
3 . Replace 4.
Replace
7.
110 7.
SUSPENSIO NS Probable cause
Trouble 1.
2.
3.
TROUBLE SHOOTING
Co r r ective action
1. Loss of spring tension
Soft suspension
H ard suspension
2.
Excessive load
1.
Ineffective front cushion damper
2.
Ineffectiv e rear cushion damper
1. Replace
1. Inspect cushion spring and case
1. C ushio n case ru bbing
Suspension noise
j
I
I
In erf er ence between cushion case and spring
2. Repair 3. Replace
3.
Damaged cushi o n stopper rubber
4. Replace
4.
Insuffici ent spri ng damper oi l
2.
(front and rea r!
----------~------------------~--------------~
8.
BRAKE SYSTEM Trouble
1.
I
Probab le cause
I
No range of
1. Worn brake shoe
1. Replace
adjust ment
2. Worn br ake cam slipper
2. Replace
3. Worn brake cam
3. Replace
1. Worn brake shoe
1. Replace
2. Unusual noise when app lied
3. Ineffective braking
2. Foreign object lodged in brake lining
2. Remove foreign object
3. Pitted brake drum su rface
3. Repai r
4. Worn brake panel bushi ng
4. Rep lace
1. Inoperative front brake cable
1. Remove foreign object from cab le
2. Loose brake rod
9.
Corrective action
and inspect for bends
3. Improper brake shoe contact
2. Inspect and repair
4. Dirt or water inside t he brake 5. Oil or grease on brake lining
3. Inspect and repair 4 . Inspect and repair 5. Inspect and repair
DRIVE CHAIN Troub le
I
Probable cause
I
1. Excessive load applied to chain
1. Drive chain stretch
1. Correct ridi ng technique
2. Perform proper lubrication
!duri ng riding o r gear change!
rapid
2. Due to o il leak, excessive lubrication 2. Excessively worn sprocket
I
1. Driving with worn sprocket 2. Sprocket malfltted to drive chain
Corrective action
periodically
I
1. Clean sprocket area 2. Replace with pr oper sprocke
l
8.
s
8.
S
7 77
CATIO S & PERFO
CES
P C FICATIONS
::::r.::::-
S EC/F/CA T/ 0
C50M
C50
=
::•::· cycl e
H onda 50
Honda 50
--
C65, C65M
I
Honda 65
-
C50M
C50
- :-=:e
--
C65 IC65MI
i v ehicl e
Moto rcycle
Motorcycle
Motorcycle
--
--
:; ~
:...>:
S65 -
-p
- --
Hondo 65 -
::c:
-o
~
--
Motorcyc le
'•' - ·o cycle -
Classification
Light motorcycle
Lig ht motorcycle
Lig ht motorcycle
Riders
1 -
-
Light motorcy cle
Manufacturer Addr ess
--
2
1
2
-
Honda Motor Co., Ltd ., Suzuka Factory_ Hira ta- cho, Suzuka City, Mie Prefectu re, Japan
Ligh· mo orcycle
--
--
1
--
Same as left
Sa me as left
I
----
Same as left
Same as left
___ I
Some a; l eft
Same as left
II
--
Same as left
Same as left
-
i
-
Frame Type
C50
Manufact urer
Honda Motor Co., Ltd., Suzuka Factory
Same as left
1795 170.67 i n.)
1795 170.67 in.)
C50
C65
565
5.50
--
Same as left -
-
---
Some as left
So.,e as le'
1756 169.13 i n.)
1764 169 .45 in.)
610 124.02 i n.)
6 15 124.21 in.)
-
Dimension, mm
Overall length
1795 170.67 in.)
----
-
640 125.19 i n.)
640 125.19 in.)
Ove rall height
975 138.4 i n.)
975 138.4 in.)
975 138.4 in.)
1185 146.65 i n.)
1185 146.65 in.)
-
----
640 125. 19 in.l
Overa ll width
--
--
-
Wheelbase
1185 146.65 in.)
Min . ground clearance
130 15.12 in.)
---
-
-
-
-
-
-
-
-
125 14 .92 in.)
125 14 .92 in .) -
-
-
--
1150 145.28 in.l -
130 15. 12 in.)
-
- --
1150 145.28 in.)
- - - --
130 15.12 in.)
-
9 13 135 .95 in.)
9 10 135 .83 in.)
We ight, kg 69 1152 lbl
Weight, empty
75.5 1166.6 lbl
73 [ 80] 1161, 174 1bl
Empty weight distribution, front Empty weig ht distribution, rear Fu ll load weight distribution, front Full load weight distribution, rea r
30 166.2 lbl
33 172.8 1bl
39 186.1 lbl
42.5 193.8 lbl
50.5 I 111.5 lbl
54 I 119.1 lbl
- -
-
-
76.5 1169 lbl
7 5 km/ h 147 mil e/ hi
7 5 km/ h 147 mph)
-
-- --
31.5 [ 33.5] 169 .3, 73.6 lbl 4 1.5 ( 45.5] 191.3, 100 lbl 55.5 ( 55.8] 1122, 123 lbl 127 .5 135] 1280, 297 lbl
I
33.5 73.5 .::;
34 .0 175 1bl -
-
43
43.5 195 .5 lbl
-
--
9.!.5::
--
-3 ....
55 1121 lbl
- "5 ::>l
--
c
73.5 1162.2 lbl
76.5 ll 68 1bl
77.5 1170 lbl
-
132.5 1291 lbl
ic
90 km/ h 156 mo-
3.5 ~-- h 53 mph)
·;2 al
Performance Max. speed
85 km/ h 153 mph) -
Acceleration fr om dead start: 0-200m Accelera tion from dead start: 0- 400m --
Max. 5m I 16.5ftl from Same as left 20 km / h I 13.9 mph) 90 km / g Fuel consumption : (228 mi/ U.S. ga l) Same as left 254 mi/ lmp gal lkmf & mi/ U.S.Gal.l @ 25 km/ h I 15.6 mph) Climing ability : grade
14°
14°
-
Max. 7 m 123 ftl from 35 km/ h 121.8 mphl 85 km / g (215 mi / U.S. gal) 240 mi / lmp ga l @30 km/ h I 18.7 mob 17 °30' 35 kph 121.8 rrD 67 phon, A waoe
Noise output during driving : phon (
· .:.3 Sec
12.7 Sec.
Stopping distance
N ote :
- --
J
1s for C65M.
-
--
Same as
Se-e ::s
-
'.'nx. 5m I 16.4ftl I rom 20
o;;&
-
-- =-- ,
"-
35 !l~ 2' . rrohJ o3 pnor., A grace
-
\ 2 10 mi /U' S. gal) 252 mi / lmp gal @2~m /11JJ 5.5 mph l 14 ° -
-
35 kph 12 1.8 mphI / 70 phon , max. A grade
8.
712
__________,
SPECIFICATION & PERFORMANCES
C50
Noise output at rear of exhaust pipe: phon Min. turning radius
C65, C65M
S65
5400 rpm / 50 phon, A grade
6000 rpm/ 60 phon, A grade
1.80 m 170.8 in.)
1.96 m 177.17 in.J
C65E IC65El
S65E
C50M
1.80 m 170.8 in.)
1.80 m 170.8 in.)
S50
1.7 4 m 168.50 in.)
Engine Name and model Manufacturer
C50E C50E I-:-H:-o-n-: d_a_ :M-:-o-to - r----:;C:;-o-. -. - - - - - - - -Ltd., Suzuka Fac'o-y Some as l eft
Type fuel used
Gasoline
Type engine
Air ccc eo c c 'e
Gasoline
No. of cylinder
s· ~gl e cylinder, tilted
.!
and arra~geme'"':__
Valve arrangement
Overhead valve
---=----,------ - -- - - -T a tal piston displac ement
49 cc 13.00 cu in.)
Bore X stroke
39 X 41.4
!- - - -- - -- - _1 _1_.4_4_X_1_.6_3_in.l _
8.8
Gasol ine
Gasoline
Gasoline
Single cylinder, tilted Same as left up~from horizontal
Air cooled 4 stroke cycle Single cylinder, tilted forward 80 °
O v erh ead valve
Overhead valve
- - - - - -- Overhead valve
- - - - - - - - - - - - - - - - - - -- 63 cc
49 cc 13.00 cu in.l
49 cc
63 cc
39 X 41.4 44 X 4 1.4 44 X 4 1.4 39 X 41.4 _ _1_1_.4_4_X _1._63_ in.l _ _ __ I 1_.7_3_X _ 1_.6_3_ in_.l_ _ _1..:... 1.73 X 1.63 in_.l_ _ _ 1 _1_.5_4_X _ 1_.6_3_ in_.l_ _ 1 8 .8 8.8 8.8 8.8
0.37 kg-m/ 8200 rpm 12.7 ft-lb/ 8200 rpm)
Max. torque
Same as left
- - Sa_m_e_ a_ s- le_f_t - - -
7
O v erhead valve
rng / cm 2 @1000 rpm Compression 2 ( 170 lb/ in. P_r_es_s_u r_e_'_ _ _ _ _,@1000 rpm) 1 Max. output 4.8 PS/ 10000 rpm
- - - ---
Sa me as left
-
s··o e • ·, coo.ed 4 s rake Air cooled 4 stroke Air cooled 4 stroke _ _cy :.!....:.c"-le:___ _ _ _ _ _c y'-c_le ____........,____......., ..5:1c_ l e_ _
Some as left up10°fromhorizontol _____ _ _
Compression ratio
S50E
l - - - - - ----1-- - - --
12kg / cm3 @1 OOOrpm 12kg/ cm 2 @1 OOOrpm 12kg/ cm 2 @ 1000rpm 12kg/cm2 @1 OOOrpm 2 ( 170 lb/ in. 2 I 170 lb/ in. 2 ( 170 l b/in. 2 ( 170 lb/ in. @1000 rpm) @1000 rpm! _ __ @ 1000 rpm) @ 1000 rpm) 4.8 PS/ 10000 rpm
5.5P.S/9000 rpm
---- 1 ----~---
0.37 kg- m/ 8200 rpm 12.7 ft-lb/ 8200 rpm)
0.46 kg-m / 7000 rpm 13.32ft-lb / 7000 rpm)
6.22 P.S/ 10000 rpm
5.2 P.S/ 10250 rpm
0.485 kg-m/ 8500 rpm 0.38 kg-m / 9000 rpm 13.47 ft-lb/8500 rpm) 12.75ft-lb/9000 rpm)
M in. fuel consu,;;p:-1 250 / PS-h/ 8200 r m 250 g/ PS-h/ 8200 rpm 250g/ P.S-h/ 7000 rpm 250g/ P.S-h/ 7 500 rpm 250g/ P.S-h / 8000 rpm t1on at max. load g p 451 £ X371wX288h 13551 432£ X 348w X 331h I 17.8 X 14.6 X 11 .31 I 17.0 X 13.7 X 13.01 114.01 18 kg 139 .61bl 17.9 kg 139 .41b) 21.2 kg 1251bl_ _ l3..!.2_1_46.61bl) - --------Same as l eft Same as left Same as left
Dimension mm
451 £ X 355w X 291h 451£ X 371wX29 1h
T a tal weight
18 kg (39.6 161
Installation and method
On frame cente r bolted from bottom
Starting method
Ki ck starter
_ __
Kick starter . J clso starting motor)
Kick starter, starting motor
432£ X 348w X 366h I 17.0 X 13.7 X 14.4)
-
18 kg 139 .61bl ------1 Same as left
- - - - - --------Kick starter
Kick starter
Fuel system Carburetor No. and type Manufacturer
-
Air filter type -- Manufacturer
-
-
DP13N13 X 1
DP13N13 X 1
DP13N14 X 1
PW18 X 1
PW17X1
Keihin Seiki
Keihin Seiki, Mikuni Kogyo
Keihin Seiki __ __ _
Keihin Seiki, Mikuni Kogyo
Same as l eft
Dry filter element Same as left Dry filt er element Same as left Some as left ------ - - - - - -- - - - - - - - - - - - 1-.,--,-----=--,---Tokyo Roki To kyo Roki, Tokyo Rok i Tokyo Roki ' Tokyo Roki _ _ _ _ ____ _ _ _ __ _ _ Tsuch-'iy_a_ Se_i_sa_k_u_sh_o_ _T_s_u_ c h_i.:.. ya_ S_e_is_a_ku_s-'-h_o 1
Fu el pump type Manufacturer - ------; ~ (..,.. 6.-=3 u. s pt)Fuel tank capacity 3 0" _ _ _____ ~ 5.3 Imp pt
- - - (6.3 u. s pt) 30g ~ ~ 3 Imp pt _
(9.5 u. s~ ) -(13.7 u .s pt) · 55 "11 ( 11.6 u .s pt\I 4 5g 65g .:____ 7.9 Imp p t · _11.4 Imp pt · 9.7 Imp pt
Lubrication system Lubricati ng method
Pressure and splash
Sa me as l eft
Same as left
Same as left
-Type pump
- -
Gear pump -
-
Screen and centrifuga l filt er Lubrication sy~e-;;;- ~ g- (1.7 U.S pt-) capaci ty 1.4 Imp pi Type oi l fi lter
Gear pump
- - - , - - - - --- - -
--
--
Gear pump
---
Sa me as left Same
as
l eft_ _ _
Gear pump
--- -
Some as left
~ -8 g
--
( 1·7 U.S pt) 1.4 Imp pt
Same as l eft -
--------Gear pump
:- - - -
Some a s left
Some as left
Some as left
Some as left
8.
c-.11
C50
::oil
=- --- .
;t::.r
S?EC/FICAT/0 S
713
C65, C65.11
865
rligh voltage electrical spar<
Some as left
CM61-08
M 61-03B
J390356 IHDAA 2951 (M61 -03BJ
Hitachi Seisakusho
Hitachi Seisakusho
Mitsubishi De nki, Nippon Denso H itachi Seisakusho
- -- ----
High voltage electrical spark
~ U22FW Same as left
.=: =--
Mitsubisr· Denso
;::<-s=-
So'ne as 1e'l
·s...:: s:- • Kokusan,
- -, - - - 1 - - - -
----,------1-- - - - - - - - -
C- 7HS
-=-=
850
C-7HS
U22FW Same as left
Sc~e
as left
- - - -- - - - - -
.•:::-_ roctu rer
Nippon : Nippo n Same left Tokushu Toki: Denso as
N ippon : Nippon T okushu Toki~ D enso Same as left
Same as lef
G2H, MBC1-6, 1 each
MBQB- 6 , 1 each
MBC1-6, 1 each (MBQB- 6, 1 each ]
G 2H or M BC 1-6, 1 each
G 2H or MBC 1-6, 1 each
6-11
6-2
6-2
6-2
:: ecr•ical system 3o•tery No. and
,pe
' olt and A H 6- 2 1---------- - - - · Manufac turer Yuasa battery
( 6V-1 1AH J
-Yuasa Ba ttery
- - ---------------- ·- ------ - - - -
Yuasa Ba te'Y
Yuasa Battery
Yuasa Battery
-
Type generator -
F120 -
HO 160841-ROT- ST
- -----------Hitachi Seisakusho
M anufacturer Type starting motor 1--- -- - - --
SM-1
( SM-1]
- - -- - -- - - - - - - - - - - - -
M anufacturer Type rectifier
Same as left
Selenium
Mitsuba Denki
( Mitsuba Denki J
Same as left
Selenium
M anufacturer -
FAZ =HO 608L -;--:-:----:-:-R-,.,0,.---::-T-_S- :_ _ Mitsubishi Denki Same cs l e=· (Hita~Seisakusho: _
Same as left
---
Same as left
--- - - --
Shin Denge n Kogyo
Same as left
Same as left
Gear
Gea r
Gear
3,300
3 ,300
- - - - -· - -
Power transmission system Primary reduction method
Gear
Gear
-------Reduction ratio
3,722
3.722 -
Automatic wet Clutch type multiple disc Same as left __ ___ _ _ _ _cen trifugal type _______ _ C o nstant meshed Type tran smission Same as l eft _____ ___ _ g eo rs Gear change . Left foot ope rated Same as left method fore and aft
----
-----
3,300 --;-- --,---- - - - A utomatic wet multiple disc ce ntrifugal t~ Constant meshed g eo rs;---,------,-..,Left foo t operated for e and aft - -
- -- - -
Oil capacity - -- - - - --- -- 1------ -------- - - ---G ear ratio, 1st 3.364 3.364 3.364 gear G ear ratio, 2~ _ 1 722 1.722 1.722 gear Gear ratio, 3rd 1.190 1.190 1.190 _JJ_ear __ - - - - - -- - - - - - - - - - - - - - - - - - - Gear rati o, 4th gear Secondary C ha in and sprocket Same as l eft Chai n a nd sprocket reduction method Reduction ratio Total gear ratio Steering system Steering handle turning rad ius
3 .000
,3 .000
- - - -- --
Wet multiple disc type
Wet m
Same as left Left foot operated _: otary typ_e_______
. e- =::o· operated
--------
30.00
:::.:::o
17.65
. 1.65
13.00
13.00
10..!3 Some as left
3.154
33.:5
12.4 112.41
ii ..!
3 1.54 , ..•
12.2 112 .21
SPEC/FICA TJON & PERFORMANCES
8.
174
--------------1 Steering hand le width
C50
632 mm
632 mm 124.9 in.)
5
-
-- -- --·= ---
·- .
-
63°
63°
Caster
2.! .~
I- - - -
- -
Coo, C65:ll
C50~
I
~::
--
--
2.25-17 14PR,
Ti re, rear
--Brake system Type brake, front
- - -- ==-
51::=-=-=
.-.·:--::: ex=::-:::-;
Type b rake, rear
- -
~ --
r
-::~"'0
, e,er
--~~--
-
-
~:::e
e
Sa me OS left
2.25-17 14PRl
--
2.25-17 14PRl
2 .25-17 14PRl
Some as left
Same as left
Same as left
Some as left
-==-~ - -g
e~e::e
--
... c ·-g
--
Some OS left
Same as left
Some as left
Same as left
- --
--
sy stem
Suspension method, front Suspension method, rear Dompe.1ing system, front Dampening system, rear ---
Same as left
Bollom link system
Bollom link type
Same as left
Swing arm type
Same as left
Same as left
- Some as left
Swing arm type
Same as left
--
-
--
Some as left
Hydra ul ic
Some as left
Same as left
Hyd raul ic --
Some OS left
Hyd raulic
Same OS left
Some OS left
Hydraulic
--
-
Same OS left
Backbone type
Frome type
Backbo ne type
Backbone type
-Lighti ~ g
75 mm 12.95 i n)
2.95 in!
2.25-17 J6PRl
Rigri (j:J")Q e;er opera l eo -Right foo pedal opera ted
Some as Je:
:;:::e·ored ighl fo ot pedal o perated
63°
---
s.-=e
5:::-= ::.s ==--
s:--=
Method of !"-.:;-.. appli cation, -M ethod o' __ Jpplica ior rear ~Juspe nsion
Interne shoe
--- --·
-=
-s .....,
-
--·
2.25-17 14PRl
Tire, front
605 mm 123.79 i n)
~,J:
-- --- -- --· ----- -- .!::;
- --- -= ~=~ 75--
75 mm 12.95 in .)
Trail
---- 23.79~1
t::.J .....
--
850
I
Backbone type
-
sy stem
--
ASS 11
--
-
ASSl l
-
Heodlamp rating
Stanley Denki
-
---
Toillomp c ombination with Stop lamp ra ting, color Stop lamp combinati on with Turn signal type Turn sig nal rating, color Turn si gnal combination with
Manutacturer -
--
Speedometer type Manufacturer
-- ---
Rear view mirro r, type -
Manufacture r -
-
Method of insto :lation
Sta nley Denki
6V- 15W/ 15W l 6V- 25W/ 25W)
-
-
9V-15W/ 15W
6V-15W/ 15W
6V- 3W
6V-2W
6V- 2W
License p'ate
Lice.1se p late
License plate
6V- 10W red
6V-6W red
6V- 6W red
Magnetic, heati ng element
Some OS left
Some as left
6V- 8W X 2 amber
6V-8W Y. 2 amber
6V-8W X 2 amber
Same as left
License plate
License plate
6V- 10W red
6V- 10W red
-
--
--
Magnetic , heati ng element
Same OS left
6V-8WX2 amber
6V-8W X2 amber -
6V-1 .5W
6V- 1.5W
-- - --
Instrume nt Horn type
- --
6V-3W
6V- 3W
Toillamp rating
-----
Stanley Denki
Stanley Denki
-
6V- 25W/ 25W
6V- 15W/ 15W
---
-
-
-
C - 2H
ASS ! !
- -
Sta nley Denki
Mo.1 ufacturer
--
--
--
Head la mp ty pe
---
Elec tric flat type
Some OS left
Electric flat type
Sam e a s l eft
lmosen Denki, Mitsuba Denki
Some as l eft
lmasen Denki , Mitsubo Denki
Same as left
Magnetically driven
Same OS left
Same as l eft
Nippon Seiki, Nippo n Denso
Same as left
Same OS left
--
----
Magn eti cally driven
1
-
Nippo n Sei ki, N ippon Den so
--
--
Sam e OS left Some as l eft
--
I- -
I
---
I
I
-Same OS left
Stan ley Denki
Same OS left --
I
I
I
-
--
Magneti cally driven
-
Same OS left ---
I
I
8.
11 5
PE qJRMANCE CU V E E g i e Performa nce (C -
I
I
I
I I
I
I
"'<
~
3
-s"'
f---
t/
VII I
17
----- ~ 7
0
~
(/)
I
v
f.-
I
I
-
I--
4
6
( b)
8
Engine speed ( r.p.m)
Running Performan ce (C 50)
E ci.
..:
0
20
0.4
-
r---:..
1/
t--...
I
40 Driving speed ( km/ Hr
0.3
400 Fuel consump lion 300 (gr I P.S.Hr )
--9
Shaft torque
200 X 103 10
8.
776
SPEC/FICA T/ON & PERFORMANCES Engine Performance (C 65) ~
5
I
I
\
/
p~ I
v
-;
!.---
/""
3
I
I
I
I I
2
I 3
-
---
'
............
"""
I
Shaft - torque
0 4
"'
( Kg- m)
-- -
1--
0.3
400
i
--
"-1---
I
0_5
(T) _l
b
-
4
5
7
6
(gr/ P.S . H r ) 1- 200
lO X 10 3
9
8
Fue\ consumption
300
~
Engine speed( r.p.m)
Running Performance (C 65)
Low 50 9
8
40
7
E ci. ....: -...__..-
6
""C
5
Q) Q)
30
-...__..Q)
'-' ._
(/)
4
20
s::::
l.J..J
0.0
<=
<=
"bi>
0
0.. Q)
--------0'> ..><:
:~ ._
3
0
2
10
20
40
60
0 80
Driving speed (Km/ Hr)
100
Total gear reduction Low : 35.00 2 nd : 18. 95 To p : 12. 40
Effective tire redius 0.274 m ( 107.87in )
= G =-:Jf
B.
~ g- -e
c:=
,...0
117
erformance (C 6 - '·
V\ I
v
7
C/) ------
CL
I
4
r7
'S
.e => 0
-"' ~
.c C/)
1 ....
...........-l-----
v
7
I
I
0.5
(T )
~
I
I
I
7
!
I
1/
I
I t---
I/
I
1---
I
--
(b)
I
3
"' I
:.t
(k6--m)
.3 400
I
I
""""
Shaft
torque
5
4
6
7
8
l..---'
300
Fuel consumtion 200 (gr/ P.S.Hr)
JOX \03
9
Engine speed( r.p.m)
Running Performance (C 65 M)
Low
I
lO X 10 3
'Y /\
Loy 9
8
I
~ 6 "0
)
I
5 4
Q)
-~ 3 c
w
2
I
I / I I / I / /-I I
v
/
"""Top'
/
40
Driving 30 force( k<;)
1--
-
u
II/~~\\i\\\~ \,a\\ce o\\ a ~
If' 0
I
~es\~
20
40
50
/y
7 /
I VI I
7
I
I 2nd
I
Q) Q)
~
I
Top /
1/
17
7
2/d
60
20
To al ear
r~
·io
Low : 35. 00
2nd : l . 95
Top: l . .w
r--...
V'
I0
E' ec·i e ire radius
0.274 m ( 107.87in) 80
Driving speed( km/Hr)
100
0
7 78
SPEC/FICA TION & PERFORMANCES
8.
Engine Performance (S 50)
(P.Jv
L
I
v
II 1- ---;:::::.-::-
~
I I
(T )
0. 4
L::::--,
J
I
........
I
I I
I
7
~ I' I
(Kg- m) 0. 2 400
v
1r ~ I
o. 3Shaft torque
I
-
-~ I
( b)
v
+--
L..
300 Fuel consumption
(gr/ P .S.Hr) 200
I
'
4
7
8
9
II X iQl
10
Engine speed( r.p. m)
Running Performance (S 50)
Low
II X 103
2nd
3rd
10 9 E
8
40
ci_
....: -o a> a>
c._ (/)
a>
s::::
·;;;,
t:
7
.E
6
30
5
4 3
OJ)
s::::
·:;: ,__ Cl
s::::
LLJ
""'
.0.::
"----' a>
3rd
2
20
10
~--~~==~40~--~G~'0-----8~0-----Iolo_j Driving speed( km/ Hr)
0
Total gear reduction Low 35. 48 2nd 20.87 3rd 15. 37 Top 12. 34
Effec tive tire radius 0. 274 m 107.87in
ERFORMA CE C , VE
E Gl E
8.
779
E gi e Perfo rm a nce (S 65
I
4
I
I
2
I
--
-I
I
I
I
I (P./ v ( T)
............
I
I
0. 5
I
I
I
0.3
I
I
400
II
I I
-I..
-- ---
(b)
I
4
I
-......
l,l..--
I
3
'/
6
5
7
Fuel consumption
300
(gr / P.S .Hr) 200 II XJ 0 3
10
9
8
_..--
Engine speed( r.p.m)
Running Performance (S 65)
Low
10
E ci. .....:
I
/
8
c.
7
6
<::: "Q, <:::
w
5 4
1/
I '-/;
/
2
//; ~
~
0
I0
v
v
/
/
/
!---"
40
30 Driving
force( kct ) Total gear r
- --
20
----....
Top
........
50
/
I /
-r-
/i-v- I1
3
0
I
I
I
I
I
I .t~f7 K l''l //v 3rd
Q)
I
v
I I
'----" "0 Q) Q)
I
Low / ;
9 ~
3 rd Top
2nd
II X l0 3
v v
/
3rd : l·t 1
P' 10
1-20
30
40
50
0 60
70
Driving speed( km/ Hr)
80
L ow: 32. 2nd : 19.3
90 I :lO
Top :::.~
Effec i e •i e ra . 0.27 • :
7.87in )
8.
720
SPECIFICATION & PERFORMANCES
( U!S'6 ~----- ---
C)
-z~
L!')
ct
"--..-/
_.--.._
E
.----..
c
<:::
E
~
0
Q
cY)
...ct
r-<.0
c:::
"<:!"--..-/ ----
E E
z
L!')
E E
u-;
oo en
0
..-! ..-!
"'z
Ul
~
Q
WW91t
U!t' Z1) ( U!Z'SZ )wwQv9
6z
~I
I
U
0
UJ
2
<1::
z
0
ll)
-'
UJ
0
0 2
1--- -- - ( u!V' 8 t ) ww SL6- - ---1
-
8.
DIMEN SIO NAL DIAG
121
II
C)
z
~
~~
.£
.~
00
(Y)
""-
11:111:
Q ..1
ll)
0">
""'"
<.D
E E
-
z
-z 0
E E
0
<.D
ll)
ll)
r--
en
Ill
~ Q
_........
- ~
..
w
-'
w
~ ~I
~~~~-~'"'""~=--; g ~ = = -
~ ------1
~ \N'UUNG DIAGRAM (CSO, C65)
"'
1\.) "
Combinat ion switch arrangement
Combination ~ tdt ·rlll11ll ; cctifier
s-
Rear winker
lomp 6V8W
[ff
~
(w~(~
Speedome ter lamp I .5W
Head
co
I
I f' )
1-
'
en
( 1110
(
I I• ( 11110 ) I I{
V\' 111~nr
I
) r:=l {ii .. )
11•l11y
II~>• ).! (
I@
I nl & stop lornp
oV I P/3W
'""h @ , !')
Front winker lamp
:!!
~
:::::!
W inker switch IR
handle!
tN
0 ::z: l(lo ~v<~r \\Iuker
lump (.\I,'W
1
6V8W ~All
rn
Q
Q
~lri1J ~,II) 'if~)
""0
""0
~
0 :::0
~
)>.
z
() Fuse 7A
l,l omototiiON
IR Neutral switch
=
'
Bk .
... Yl Red spiral on yellow
!R ... LGI Red spi ral on light green lBu . .. . l ight blue D/ Br . . .. Da·k brown . Block
LGn . . .. light green
IBu ... tube) Covered with blue empire lube
Bu .... Bule
0
. ... Orange
10 .... lube) Covered w ith orange empire lube
Bn .
. Brown
R
.... Red
!R .. . line) With Red line
G r ... . Gray
W
.. .. While
!Gn ... line) With green line
Gn .. . . Green
Y
. . .. Yellow
!V ... tubeI With varnish tube
~
WIRING DIAGRAM (CSOM, C65M) Bk . ... Black
l Gn .• . . light green
lBu .••. l ight blue
Bu . • •• Bule
0
• •.. Orange
IBu • . . tube! Covered with blue empire tube
Bn. , . . Brown
R
••.. Red
10 . .. tube I Covered w ith o range empire tube
Gr .... G ray
W
. . .. W hi te
IR . . . line) W ith Red line
Gn . .Green Y . Ye llow IR . . . Yl Red spiral on yellow
IR
D/Br . . . . Dark brown
IGn .. . line) W ith g ree n li ne
IV
. . tubel Wi th va rnish tube R
. LGI Red spiral on ligh t green
Rear
R Fron t winker lamp
Meter lamp 6V I .SW
y
&R OJ
~
LG & R
30
z
G)
LG n
0
I loud hgl't
);:
I>V 2~,?SW
G)
~
IY . .. tubal
~ Combi na tion switc h
~
0Jil l
L _ __:======~
hu11p
loVIIW
~~-----------
IH1111 \\Ill~! q
I! IIIII' /.VII ,y
1-:uw wllt~H I
~tv
..--- - ·-:
l ig htinq d 111111lt!l •,wd• II
ollf•ltll)f l!l l(ll11
Sw•lt h1111J ur run!Jt)nu'nl ''Itt 11 ~
ll A I H o rn button lighting dirr.mt!r sw1 tch
A. (
l>ylllllllll
Co ntuct lm.:ul lJI
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~-o--~-1 -oN-il
Off
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WIRING DIAGRAM (550 · 565) 1\,) ~
R Horn button dimmer switch IL handle)
Sto p switch
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z
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0;;:t;J 3::
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switch IR handle)
z
Rea r w inker lamp 8W
()
rn rron l
Swil ching arrangement
Bu
;z
Combination switch Ilk , , , , lllw k' )Ill
llrt
. 1111111
1\r,•Wri
Flywheel generator
1(111, , , , ll(lh l IJ'OO il
G n .... G reen
y
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, , , , Orori(JII
lllu .... l loht bluo
D/B r . . .. Dark b rown
H
f
w
,,
1
1
r
.. line) With red line
. . Yello w
IG n ... lineI Wi th green line IV . . . tubel With varni sh tube
~111 1
lll11 , , 11111111 Cov111od wi th hluo ompir" tubo
IR
... Yl Red spiral on yellow
W htloo
ill
IR
. , , 1(;1 Rod •plrcd on lloht oroon
ltdr"l ( rr\lnl!td wil l! tllllllll" tlll!plrn 1trbf1
OFF
W
I Go
SE
c,
Bo
c,
Hl
Honda 50-65 Series Models C50, C50M, C65, C65M, S50 and S65 SHOP MANUAL Published by
HONDA MOTOR CO., LTD. Foreign Se rvice D eportment
SERVICE DIVISION
4429- 1 N iikura Yamato-Machi Saitama-Ken, Japan
Printed by YAMAGATA PRINTING CO., LTD. 6- 34, 2-chome, Takashima, Nishi-ku, Yokohama , Japan
December, 1966
Copyright reserved
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* HOND.A.l.WOTOR CO.,LT
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