BSA Winged Wheel W1 User manual

80504 P
INSTRUCTION MANUAL
for
T5944

Instruction Manual
for
WINGED WHEEL
Model W1
B.S.A. CY CLES LTD.,
Waverley Works, BIRMINGHAM. l0
Dlynflnvt.’
Sm Bmuunn DOCKER. runs“ (Chaumu.
j. LiKK. c.n.x. j. A. T. Dtcxmsan. 0,3.a. S. E DIGBY.
T. P. WHITHNGTONV
Telephone: Birmingham Victoria 37” (6 lines).
Ttlegranu and Cabin: " Sslcyc." Birmingham. ‘
BS A. Cycles Lhi‘ reserve the right to zuzr 1h: dung”: or any
constructional drums of their manu/uturcs a: any time
without givmg non‘u.
\VWAflo-H-xmm-xo Printad in Encaod Revised jan. 1955
Copyright B.S.A. Cc. Ltd.

CONTENTS. ,;
Paps
Brake- ... II. 22
Carburetter :.. 3]
(‘lutch ...9. 10. '3!
Controls ... .. 7, 9
Cylinder Head and Barrel Removal 28
Driving I4
Decarbnnlsmg . . .. 23
Electrical Equipment 35
Exhaust Port 25
Fitting Unit 4
Fuel (Petrml) 12
Hub Brafiugs 18, 23
Ignition Timing ... 3
Lighting 3
Lubrication ... 13
Magneto ... 35
antcnance and Adjusunent 18
Perm] Tank Fitting 7
Piston Rings Gap 3
Runmng-in 15
Silencer Cleaning 26, 27
Sparking Plug ... 30
Starting l4
Technica! Data 3
Transmission Oil 13

TECHNICAL DATA.
Petrol tank capacity (approx.) Hal! gallon
“Petroil” mixture Half galion petrot and two
measures oil (20 to 1).
Gearcase capacity One-eighth pint (1; measures)
Bore 36mm.
Stroke 34mm.
Capacity (swept volume) 3501:.
Piston ring gap .OOGIVOIOin.
Ignition timing Pistnn distance before top dead
centre (Ldn) with points just opening 5/32in.
Plug point gap 020m. to .0221n. (.Slmm‘mjfimm.)
Contact breaker point settmg .OISin.
Gear ratio 18‘? to 1
Rear tyre 26in. x liin. (Dunlap Carrier)
Rear tyre pressure (lb ) 40 43 46 49 52 55
Rider's weight (stones) 7 B 9 IO H 12
Carburetter type Amal 335]]
Standard jet ‘27
jet needle position Centre notch
Dry weight of engine and wheel 26in).
Dry weight of petrol tanklcan'ier 3ilb.
Correct bulbs to use r Front Vamp 6v. 6w
when lamps are fitted {Rear lamp 6v .45A or .SA

HOW TO FIT A B.S.A. WINGED \VHEEL
TO YOUR BICYCLE.
u is quite likely that the dealer from wham’you
purchase the B.S.A. WINGED WHEEL will do
this work for you, but some users may prefer to fit
the unit themselves, ‘in which case the following
notes will be 01 some help.
This work is carried out in three separate stages
which are as follows:—
Fitting the actual unit to the frame.
Installing the petrol tank.
Fixing the three control levers to the handle-
bars.
Since the machine will be ridden at much higher
speeds than when used as a normal bicycleuit will
be subyected to conSIderably greater road shocks.
It is strongly advxsed that the adjustment of the
head and front wheel bearings are carefully checked.
and that such attachments. as mudguards are made
secure. The use of spring mixers is advised.
Fitting the Unit to the frame.
The overall width of the B.S.A. \VINGED “'HEEL
i5 4vllll6' between the face 01 the cone locking
washer and the spindle locknut. This mans that
the unit will fit directly between the fork end: of a
standard bicycle. There may be a slight variation
as between one bicycle and another. amounting to
about one-eighth inch mote or less than this figure.
but the fork ends will easily spring to this extent.
If the width between the fork ends is appreciably
Ins than 4-11/16', it will not be possible to fit the
B.S.A. ‘VINGED WHEEL conveniently, but if.
on the other hand. the width is somewhat grrater
than this dlmcnsivn, thnc the distam'e may be taken
4

up with suitable packing washers, always provided
that there is enough length of spindle Ieft at each
side to allow {or the proper fitting of the chain ten-
sioners. mudguard stays and whee! spindle nuts.
On machines fitted with chain covets or oil baths
it may be necessary to fit a washer on the spindle
and a number 4 Sprocket to ensure that the brake
drum does not rub.
'\
Fig. l. Fitting between fork ends.
Assuming that the width between the fork ends
is suitable, it is only necessary to slacken the Wheel
spindle nuts right back. or better still remove them
altogether, and to slide the wheel into position in
the same manner as that adopted for the fitting of
an. ordinary bicycle rear wheel. Next fit the chain;
adjusters. the mudguard stays. and the wheel
spindle nuts. In the case of a. sports type frame.
5

the fork ends will be oi the drop-out pattern and
no chain adjusters are fitted. Screw the chain
adjusters in or out until the cnrrect tension is
given to the pedalling chain. and then lightly
tighten the wheel spindle nuts. When setting for
chain tension. see that the wheel is alsoin Eori'ect
track alignment.
Fig. 2. Tank filler cap and measure for oil.
Next turn your attention to the torque reaction
clip A, Fig. 7, which fits over the chainstay Alter-
native clips for round and. Dshape stays are pro—
vided with each. engine. When tightening the clip
bolt, it is essential that no side strain is placed on
the unit by forcing the torque arm inwards or out-
wards to contact the face of the clip‘ If necessary,
set the arm slightly, adjusting the 055422: to suit
the individual conditions, or i! the displacement is
very small use washers as a packing between clip
and arm. Tighten the clip bolt securely. It only
remains for the wheel spindle nuts to be given a
6

final turn of the spanner. and the unit will be
correctly fitted in position
Petrol Tank.
This is built into a. separate carrier which is
supported on the backstays by two clips Whose
method of assembly is clearly seen at A, Fig. 2,
and by a. special attachment unit which goes above
the backstay bridge. To attach this it is only
necessary to place the bar B against the rear of
the twin backstay tubes, fit the clip C in the position
shown and insert and tighten up the centre locking
pin D. In order to place bar B correctly against
the backstay tubes it may be necessary to slacker:
the nuts E slightly, tightening them afterwards.
The operation of fitting the tank is completed
when the petrol pipe between the tap and the
carburetter is attached. ‘
See that petrol tank is ievel—or witha slight
downward tilt at rear—when fitted. Otherwise a
quantity of fuel will remain in the forward end
and prevent a full hall gallon being accommodated
when refilling. '
On bicycles having a. bent top rail a special
attachment for the tank is necessary to ensure
level fitting; this can be obtained through your
local dealer.
When filling with fuel for the first time see that
there is no airlock in the pipe.
Handlebar Controls.
When the B.S.A. WINGED WHEEL is delivered
the three con trol cabies are already attached to the
unit, and it is therefore only necessary to lead the
cables along the frame tubes and fix them with
the rubber clips provided.
7

Throttle.
The combined throttle and strangier control A,
Fig. 3, is mounted above the right handlebar. and
attached by a clip in the normal manner as shown.
Fig. 3. Handlebax controls
Brake.
For convenience in driving the brake control
should be mounted on the right handlebar. and
since on the majority of pedal bicycles the rear
brake control is normally on the left, and the front
brake on the right, this will involve moving the
front control lever to the left bar. Fig. 3 shows
this arrangement with the B.S.A. VVINGED
“’HEEL brake control at B,
8

Clutch.
The clutch control C. which also incoiporates a
ratchet retaining device, is mounted, in. a similar
manner to the bra ke lever, on the leit handlebar.
Adlustments.
After the three control levers have been mounted
on the handlebars as described above, it will be
necessary in the case of the clutch and brake levers
to adjust them properly Full instructions for this
are given on pages 21 and 22.
THE CONTROLS .
When fitting the controls. avoid sharp bends in
the cables. It is advisable to fit the cable clips at
the top and bottom of the front down tube and on
the chainstay.
Throttle.
The carburetter throttle, which controls the
amount of gas entering the cylinder, and therefore
the amount of power developed by the engine and
the speed of the cycle. is operated through a Bowden
cable by lever A, Fig, 3, on the fight handlebar.
The throttle is opened when the lever is moved in
a clockwise direction, as indic-Lted by the arrow
in the illustration
The operation of the carburetter Strangler for cold
starting (see pages 10, I4 and 31) is also performed
by the throttle lever when it is moved beyond the
position at which full throttle is obtained. Full
instructions with regard. to this are given undei'
the heading of “Starting" on page 14.
9

The twist grip throttle cnntml which may he
fitted, operates in an nnti-ciock'mse directirm to
open throttle. To start from cold the trigger r;
Fig. 3. is pushed downward giving the necessary
additional movement to the twist gn'p tr) bn‘nxz'the
carburettor strangle! into operation. The trigger
returns tn the normal position as the twist grip is
closed, and thereafte; restrirtt; movement to the
normal operational range.
Note that tho adjuster at the carburettor end of
the throttle cable is for adjustment of cable length
only, and should not under any circumstances. be
used to give.- a "tick over” with the throttle closed,
as this will cause the Strangler to come into operan
tion at full throttle, causing partial choking and
increased petrol consumption.
Adjustment should be set so that the strangle!
flap starts to operate immediater after the lever
or twist grip is taken past the fun throttle stop
when the trigger is lifted.
Clutch .
The clutch control lever is mounted on the Iait
handlebar as shown at C, Fig. 3. and it operates
Fig. 4. Clutch adjustment.
lU

the clutch withdrawal mechanism through a Bowden
cable. the actuating Ievur at the other end of the
cable being seen in Fig. 4
When the clutch lever is pulle'l up as far as it will
go towards the handlebar, the drive is disconnected
between the engine and the rear wheel. The lever is
locked in this position by a ratchet E, Fig. 3. To
engage the clutch it is only necessary to disengage
the ratchet by pressing it inwards, and then release
the clutch lever. This must be done gradually in
order to ensure smooth engagement.
Brake.
The rear brake control lever is mounted under
the fight handlebar and operates through a Bowden
cable. the actuating lever at the other end being
seen in Fig. 5. In common with all handlebar
controlled brakes the large external expanding
Fig. 5. Brake cable adjustment
ll

brake in the B.S.A. WINGED WHEEL is applied
when the lever is pulled towards the handlebar and
released when the lever is released.
PREPARING FOR THE ROAD.
Petroil. r
The B.S.A. WINGED WHEEL engine operate:
on the PETROIL system, which means that engine
oil is dissolved in the pctwl and automatically
provides correct lubrication without any further
responsibility on the part of the rider, beyond that
of supplying a. mixture of a suitable strength when-
ever the petrol tank is refilled.
Instructions for the correct proportions of 'peh'al
and oil are marker] on the tank filler cap (see FigZ).
whichalso incorporates a measure, and it will benoted
that two fills of oil from this measure are correct
{or half a gallnn of petrol, the resultant quantity
of PETROIL mixtme being sufficient to fill the tank.
The mixing of the petrol and oil should preferably
be carried out in a separate container before being
put in the tank. to ensure that the oil is thoroughly
dissolved, but if it is not practicable to do this, the
oil should be poured into the tank first. followed by
the petrol, and the bicycle should be vigorously
shaken sideways a few tima in order to make sure
that the two liquids are properly mixed.
IMPORTANT.—— Do not lay machine on i1: side [or
the purposs of adjustment or tyre repair without
first removing or draining carburetter. The
petroI—oil mixture is liable to drain out of the Ga:-
buretter into the brake drum where the oil content
will reduce braking efficiency.
12

TABLE I.
RECOMMENDED OILS.
(Summer and Winter)
Emmi Grade
Mobiluil BB
Essolube E550 4O
Castro] .. . . .. XXL
13.13. .. Energol SAE 40
Shell X10040
*W‘e also approve the use of the petrol/oil mixture
No. I a supplied by the SheII-Mex and 13.13. Two-
Stroke Petroil Service.
011 for Transmission.
There is a separate oil supply {or the transmission
gear, and before staffing for the first time this must
be filled to the correct level. Filler plug A , Fig. 6,
is provided for this purpose.
The correct quantity of oil is } pint (approle
measures), and the recommended grades are the
same as those given in. Table I above.
Fig. 6. Gearcase filler cap.
13

Starting.
First, tum on the petrol tap by pulling the knob
out. Then if the engine is cold [i.e. if it has not
run for a. few hours, and the temperature has there-
fore fallen to atmospheric level), it will prob‘ably be
necessary to close the strangler in order to ensure
an easy start. To do this, press the trigger D,
Fig. 3, inwards with the thumb and, holding it
thus. Open throttle lever A, by moving it in a
clockwise direction to its fullest extent. The
thumb may then be taken from the trigger,
which will remain out of engagement until it is
allowed to ratchet back.
Release thr- clutch by pulling up lever C, to
its fullest extent. in which position the clutch
will be held out hy the ratchet E. Then mount
the bicycle and pedal off in the normal manner.
‘When a suitable speed has been obtained, depress
the ratchet and gradually release the clutch lever.
This will couple the engine to the rear wheel and
cause the format to rotate. whereupon it should
immediately commence firing.
As soon as the engine is running smoothly, which
should not take more than a second or so. ease the
throttle lever back inghtiy in order to release the
strangler. The machine can then be ridden nor‘
mally as described in the next section.
Driving.
The speed of the engine and therefore oi the
bicycle is controlled by the throttle lever and within
the limits of the performance of the B.S.A. \Vinged
“'heel it gives a uniform range of speed from a
walking pace with the throttle nearly closed right
up to the maximum speed on. the level amounting
to about 25 m.p.h. with corresponding lower speeds
on hills.
l4

I'edzll assistance should never be necessary on
the level except perhaps for starting. and against
a. strong head wind, but it is expected that a small
amount of pedalling will be necessary occasionale
on. gradients, and the rider will rapidly learn by
experience how best to assist the engine in this
respect. The engine should never be allowed to
labour, end it will be found that on quite severe
gradients the pedalling does not call for much
physical c-lfort because it is only a. matter of supply-
ing a little extra pnwer above and beyond. that of
which the engine is capable.
Any temptation to "drive on the brake,” should
be avoided as it is obviously futile to have the
engine generating on one hand, and lot that power
to be absorbed on the other. W'hen the occasion
arises for stopping of slowing down, the throttle
shnuld be closed and the clutch must be disengaged
belnre the brake is applied in order to avoid snatch
in the transmission.
Running-ln.
Running-in is really themost important period
in the life of the engine, and the handiing you give
it during the early part of its life will determine
what sort of service it is going to give you later.
If you try to put it through its paces too soon
you will run the risk of seizure and other troubles
which may have a lasting effect on the engine, and,
in any case, until it is really runein it will not be
at its best. So give your engine a chance to settle
down. during the first 250 miles of its life.
Avoid sudden and sharp acceleration Do not'
force it up hills, when a. small amount of pedalling
would ease the load.
15

C317? out the periodical maintenance details
described later with faithful regularity.
After the first 150 miles. release the drain screw
A, Fig. 8‘ two turns, which will allow any oil which
may have accumuiated to drain out. With. the
Fig. 7. Side elevation of unit.
petmil lubrication system employed there is never
a considerable quantity of liquid oil in the crank—
case, but whatever oil there is should be drained
away, and this is preferably done while the engine
is warm immediately after a run, as the oil will flow
16

more Irecly and carry with it any foreign matter
which may have found its way into the crankcase
during the running-in process.
Make certain on replacing the screw that it is
made quite light in order to prevent loss of crank-
case compression
1' n q u
I9. i! i ,\
Fig. 8. Front elevation of unit.
Note. This drain screw only concerns the crank-
case, and not the gearcase, which can only be
emptied via the plug :1, Fig. 6‘
l7

LIAINTENANCE AND ADJUST}! ENT.
General .
The amount of maintenance and ‘adjustrfient oi
the W'INGED WHEEL has been reduced to a
minimum, but the loilowing points may require
attention from time to time and they should
certainly be checked periodically. say once a week
and rectify ii necessary in the manner zlescribed
below.
Hub bearing adjustment.
There are two sets of hearings in the hub. these
being the cup and cone bail bearings for the spindle
itself. and a. separate cup and cone ball bearing for
the pcdalling gear sprocket and free wheel. These
are all adjusted simultaneously When the following
procedure is adopted.
First support the bicycie, either on. a. box under
the bottom bracket or by a rope slung under the
saddle in such a way that the rear wheel is clear
of the ground. Next slacker: off the offside whee!
spindle nut A, Fig. 9, and then release the locking
washer B by sliding it sideways along the spindle
groove, sufficient to free the spanner flats on ad.-
justing cone. Disengage the ciutch by means of the
lever on the handlebar and lock it in the free position
by ailowing the ratchet E, Fig. 3. to engage. Then
with a spanner on the adjusting cone, either screw
this in or out as necessary until the wheel can still
be revolved freely, although but a slight further
turn of the adjusting cone in a clockwise direction
results in an appreciable tightening of the wheel.
[8

Fig‘ 9.
l9