Dnepr MT10-36 User manual

Due to continuous development of the produ ct aimed
at the improvement of its reliability and operating con -
diti ons there may_ be some n eglig ible dis crepan cies bet-
we en the product design and it s d es cri ption in this pub -
l icat i on . •
To the Customer 's Notice
Check the comp let eness of the motorcycle set. Each
motorcycle is sold complete with:
I. Certificate.
2. Operating Ins tructions.
3. Brief
In structions on the Use of Storage Batteries.
4. Tool Kit.
5.
Spare Pads Kit ._ .
Due to the constant· .. 9evelopm~nt of the motorcycle
design some minor modifications not indicated in this
manua l can be expected in the purchased machine.
Before
star ting motorcycle oper ation do not fail to
fill the air cleaner bath with 150 cm3 of oil.
To
avoid burning thro ugh of the silencer in c ase of
the engine operation on too rich mixture and with late
ignition advance angle, care should be taken to c orrectly
adjust the carburattor and to set the ignition advance
angle (see "A djus ting the Carburettor" and "Ignition Ti-
ming").
. ·· ·

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MOTORCYCLE
" Dnepr" MTI0-36
OP ERATING IN STRUCTIONS
VfO AV TOEX PO RT e USSR 0 MO SC OW

CONTENTS
Int roduction
Specifications . . .
Controls
and Instruments .
Pre paring a Motorcycle for Use
Ope rating Instru ctions . . . . . . . . . .
Driving
Pro cedure . . . . . . . . . . .
Design, Operation and Adjustment of Motorcycle B
11sic Units
Tr oub le shooting . . . . . . . . . . . .
Technical Servicing
Stor age . . . . .
Bearings Used in Motorcycle .
Rubber Collars Used
in Motorcycle
P
age
3
5
7
11
12
14
1!1
81
85
89
89
93
8004

INTRODUCTION
The " Dnepr " motorcycle model MTl0-36 is a roadster-type hea-
vy-class vehide designed for operation with a sidecar.
T·he general view of the motorcycle is given in Fig. 1.
Fig. 1. Motorcycle "Dnepr" MTI0-36
This manual is the main guide for c arrying out correct mainte-
nance a nd operation of the MTl0-36 motor cycle. It states, though
briefly but rather clear, the main motorcycle s pe cifications, its de-
sign, and principle of operation of its basic units and mechanisms.
The m anua l . iists the necessary data on troubleshooting. The terms
and scope of the motorcycle mainten ance ope rations are given ta-
king into account t he .peculiarities of its operation as well as the
storage ru les between the operati ng periods.
It should be borne in mind t ha t ne li able and tro ublefree operation
of the motorcycle depend first of all on str ict adheren ce to there-
quirements set forth in these Operating Instructions.
The book · c~mtains the following basic sections:
3

General Information;
Safety Precauti o ns
S.pecifications;
Controls and Instruments;
Preparing a Motorcycle for Use;
Operating Instructions;
Design, Operation and Adjustment of Motorcycle Basic Units a nd
Mechanisms;
Trouble shooti ng;
Te chnical Servicing;
Storage;
A,ppendix.
GENERAL INFORMATION
When buying a new motorcycle be sure to check its comple-
teness.
Each mo torcycle is sold complete with the following:
l. Certificate
2. Opera t ing Instructions
3. Storage battery brief mairut enance inst ructions
4. Tool bag
5. Bag with s-pare parts
Prior to motorcycle operation do not fa il to fill 150 cm
3 of oil
into the air cleaner oil bath.
The storage batteries should be operated in acco rdan ce with their
operating instructions shipped co mplete with the motorcycle.
Never l eave the motorcycle with the ignition switched on, even
for a
short period of motor cycle parking. This will lead to discharge
of the storage batteri es and failure of the ignition coil.
To lubri
cate the mot •o rcycle units a.nd assem blies use should be
made only of oils and lubricants specified in the operating in struc-
tions.
Do not use oils and lubricants not specified in the operating in-
structions.
The jobs of technical . servicing listed in the operating instruc-
ti ons can be performed by the customer himself but if it is possi-
hle, it is
desirable to apply to a service station since it is provided
with special equipment and skilled personnel.
SAFETY PRECAUTIONS
When applying ethylated gasoline for feeding the engin e do not
forget that it is very toxic. The ethylated gasoline, when penetrated
into the gastrointestina l tract, ap plied to the skin · or when its va pour
is inhaled causes heavy poisoning.
When usi ng ethylated gasoline (in contrast to gasoline without
anti-knock dope the ethylated gasoline is of blue, orange or o ther
bright colour) obser ve the following safety precautions:
4

do not suck gasol - ine r through a hose with your mount;
never use gasoline for washing hands and parts of the motor-
cycle;
do not spiil gasoline in closed rooms;
before removing carbon deposit from the surfaces of cylinder
head combustion chambers, piston heads, and valve heads wet the
carbon deposit with kerosene or light oil, this will prevent f, ormation
of lead-containing dust.
When . inspecting the mechanisms and during technical servicing
do not use open flame for lighting or heating oil in the cases of the
motorcycle assemblies.
In mounting a. nd dismounting the motorcycle electrical equipment
first discon11ect them from the storage battery to avoid short circui-
ting.
Before starting and warming the cold engine in a closed room
make sure that the room can be well ventilated. Remember that the
engine exhaust gases are t ~ oxic since they contai .n carbon monoxide.
SPECIFICATIONS
General Data
Wheelbase, mm, not more than . 1500
Road clearance, mm, not less than . . . . 125
Overall dimensions of motorcycle with sidecar,
mm:
length 2430
width 1680
height . . . . . 1080
Dry mass , kg, not more than:
with sidecar . 335
without sidecar . . . . . . . . 220
Weight-carrying capacity of motorcycle with side-
car, including the mass of driver and two pas-
sengers, kg . . . . . . . 260
Maximum speed, km/h, not less than . . . 105
Braking distance at 60 km/h speed, m, not mo-
re than . . . . . . . . . . 30
Average fuel consumption per 100 km run, 1 . 8*
Oil consumption per 100 km run, 1, not more.
than . . . . . 0.15
Noise level, dB, not over 86
Engine
Type of engine
roadster, four-stroke, with
two opposed cylinders, over-
head valve, rod-driven
Displacement,
cm3
Compression ratio
Cylinder bore, mm
Piston stroke, mrn . . . .
Maximum power, kW (h. p.), min
* Consumption can increase by 15 % in winter
time.
649
B.5
78
68
26.5 (36)
5

Number of revolutions corresponding to maximum
power, r. p.
m. . . . .
Maximum torqu
e, N ·m, (kgf·m) .
Number of revolutions
corresponding to maximum
torque, r.
p. m. .
Ignit ion system .
Type of
carbure ttor
Fuel
Air cleaner
Cooling
Clutch
Gear box
Gearshift
Gear ratio:
first
gear
second gear
third gear
fourth gear
reverse gear
Main drive . .
Gear ratio of main
Frame .
. .
drive
R
ea r wheel sus pension
Fr ont fork
Wheels
Brakes
Tyre size, mm (inches)
Side car
frame
Power Transmission
Running Gear
5600 ... 5900
47.0 (4 .8)
4900 ... 5200
battery - typ e, 12 V
I<3 0 1ll
petrol with octane number oi1
76 OJ '/~ ~.3
combined, inertial and oil
b
ath type
air-cooled
dry, double-disk; driven disks
with facings of friction ma-
terial on either side. Do uble
declutching
drive : manual
drive- actuated by lever on
the handle-bar , and foot-
operated drive -interlocked
with
gearshift mechanism
four-speed,
with reverse
spe ed
foot pedal for en~aging
four speeds, hand lever for
reverse
gear engageme nt
3.6
2.28
1.70
1.30
3.67
spiral be ve l gear
4.62
tubular welded, closed-type
levered,
using double-acting,
sp ring-and-hydraulic shock
absorbers
telescopic,
with spri ng- an d-
hydraulic shock absorbers
interchangeable, easily remo-
vable, with cast hous ing s and
adjustable tapered roller be-
arings
shoe-type, adjustable at front
a nd rear wheels
95-484 (3.75-19)
single-seat, passen~er-type
body sprung by means of rub-
ber springs ; the wheel with
lever ed suspension, using
double-acting spring-a nd -hy-
draulic shock absorbers si-
milar to those of r ear sus -
pension
tu bul ar , we lded

Electrical Equipment
Storage battery . . .
12 V, 150 W a. c. generator
Current - and-voltage regulator . . . . .
Ignition system supplied from 12 V battery, with
.automatic regulation of ignition advance angle:
3MT6,2 pes (or 6MTC9,2 pes)
f424
lgnition coil .
Contact breaker
Spark plugs
Horn .
Speedometer . . .
Speedometer flexible
shaft
Stop light switch
Li
ght switch . .
Turn indicator switch . . .
In terrupter-re lay of turn indicator
Emergency oil pressure transmitter
Storage battery charge control lamp
Oil pressure warn ing l amp .
Indi
cator lamp of neutral position of gearshift
mechanism . . . .
High beam sw itched- on lamp
Turn indicator control lamp
Headlamp . . .
Rear lamp of motorcycle
Rear lamp of sidecar
Front lamp of sidecar
Turn indicator lamp
Master switch
Fuel lank
Crankcase .
Gear box case .
Main
drive casing
Front fork blade . . .
Suspension shock ab sorber
Priming Capacities, I
PP330
62&i 6 ff5
~~rfi·~~ t:itet ~A IV. 8
C38
CTI102
f8127
BK854
TI25A
TI2 01
PC427
MM126
TI JJ,20E
TIJJ,2 0E
TIJJ.20.U
TIJJ,20JJ,
n .z:r.zo.z:r.
<I>r137
<I>TI246
<l>TI219B
TI<l> 232B
YTI223B (f0ur)
BK857
19
2.2
1.5
0.110
0.130
0. 105
Basic Adjustment and Check Data
Clearance between rocker a nd valve on cold en- • IS .._ "-!12....,. T AJ
1'
t>
gine (at 15 to 20°C), mm wr
0.4
to CJ
0.6
r•p · _;
1
;:~ ._~E..~ .
Breaker point gap, mm /fd' _... . ~ J
Spark gap, mm . . 0.6 to 0.75
Tyre pressure, kgf{cm2:
of
front and sidecar wheels 1. 5+0.1
of
rear wheel . . . . . . . 2. 6+0 .l
Clearance between discharger and ignition coil
terminal , mm 8 to 9
CONTROLS AND INSTRUMENTS
Clutch release lever 15 (Fig. 2). When the lever is depressed, the
cl ut ch 0·eco mes released. When the lever is ret urn ed to the initi al
position, the cl utch becomes engaged. The clutch is used when star-
ting from rest, braking, and gea r-shifting.
7

Fig. 2. Motorcycle controls and instruments:
I- master switch; 2- oil pressure warning lamp; 3- speedometer; 4- handlebar shock absorber; 5 - parking brake lock;
6 - fro nt brake lever; 7- turn indicator switch; 8- throttle control gr ip; 9- rear wheel brake p edal; 10- reverse lever; /1-
kick star ter lever; 12 - gearshift lever; 1 3- horn button; 14- dimmer switch; 15 -clutch release lever; 16- handlebar; /7-
indi cator lamp of gearshift mechanism neutral position; 18- battery charge control lamp; 19- high beam control lamp; 20-
~urn indicator control lamp

Fr on t br ake lever 6. D epressing this lever causes the actuation
of the fr-ont wheel brake. It is good practice to apply the hand brake
in conjunction with t'he foot brake.
D immer switc h 14 has three positions: middle position- neutral
and two extreme posi1tions at which either high or lower beam of
th e headlamp large buJ,b is switched •on (in this case the master
switch must be turned to the extreme right-han d .position (II).
Horn button 13 is fitited in the body of the high or lower beam
switch.
Tu rn ind icator sw i tc h 7 has three positions: the neutral position
(turn indicators are switched off) and two extreme positi·ons at
which the turn indicators are switche d on either on right- or left-
hand side of the motorcycle.
Thr
ottle con tro l grip 8 is used to control the thr . ottles of the car-
b urettors. When the grip is turned backward ("to the driver") the
throttles are raised and the amount of fuel mixtu re being fed into
the cylinders increases making the engine crankshaft rotate at a
higher speed.
Wh
en the grip is turned f·orward ("from the driver"), the thrott-
les are lowered, the amount ·of fuel mixture entering the cylinders
decreases thus reducing the engine crankshaft speed. T he travel of
the throttles of a new engine that has not been subjected to running-
in is r estricted by the stops . Do not apply force to overcome the re-
sistance of the stops as this may cause rupture of the cable.
Kick st art er lev er 11 is available at the left- hand side of the mo
torcycle a nrl serves to start the engine.
Gearshift p edal 12 is at the left-hand side of the gear box and
has two bearing pads. One is for the driver's toe and the other for
his heel. When the pedal is depressed with the toe, the gears are
ch anged from high to low, and the gear is engaged from the main
neutral position, and when depressed with the heel, they are changed
from !· ow to high.
The sequence of gearshif.ting is illustrated in Fig. 3.
After each depression the peda l automatically returns to its ini-
ti
al position. As the pedal moves away from the middle position de-
clutching is also effected.
Rev
erse l ever 10 (Fig. 2) is located at the right-hand side of
the gear box and has two positi· ons: withdrawn (gear is disengag-
ed) and forwClrd (gear is engaged).
P arki ng br ake l ock 5 is to be found at the right on the front bra -
ke lever base . To lock the front wheel depress the front brake lever
and insert the lock taper into t'he sector formed between the base
and the lever.
Rear wh
ee l b rake pe dal 9 is at the right - hand side of the motor-
cycle frame.
The master swit ch with ignition lock is mounted onto the dash-
boar d.

1'he ignition lock slide can be set by means of the ignition key
into the following four positions (Fig.
4):
1. The key is inserted as far as it will go and the ma ster switch
is
in position 0- all the devices are t urn ed off. )
Fig. 3. Gearshift:
I- first gea r; II- second, third, and fourth gears
2. The key is inserted as far as it will go and turn ed anticlock-
wi
se . The following la mps are lighted: par k ing lamp, rear .lamp of
the motorcycle, front and rear lamps of the sidecar, speedometer
~
~utation diagram
Position of key
I
·t · iif 0 T 7T
qnz ton
HeadIamp - -+
1
--t --,---.~
Marker light5 ,._+--+--+--+-~
"-r• of power ~>--+- -+--+- -+-_.J
supply
Fig. 4. Switch commutation
diagra m
lamp . In thi s position the ignition
key may be tak!en out not di s turbing
the above me ntioned sw itching (night
parking light).
3. The key is in se rt ed as far as it
will go and turned clockwise into
th e first fixed position. The ignition
s ys tem is on, the p ow er supply is
f.
ed to the hom button , stop light
switch , turn indicator switch (riding
in day time ).
The foHowing lamp s on th e dash-
boa
rd are lig hted with engine not run-
ning: charge con tro l lamp 18 (Fig. 2),
eme rg ency oil p ressur e trans mitt er
la mp 2, neutral position indicator
lamp 17 of cha n ge -speed box ( whe n the main neutral position in
i. he change-sp·eed box is turn ed on between the fi rst a nd seco nd
gea rs ), control lamp 20 of turn indicator s (if they are on) .
· 10

With the running engine of the sound motorcycle, charge control
lamp 18 and emergency oil pressure lamp 2 go out.
At low speed of i, dling engine the carge control lamp slightly
_glows or blinks.
4. The key is inserted fully home a.nd turned clockwise into the
second fixed position: Th e ignition system is on, the power s upply
is fed to the horn button, stop light &witch, turn indicator switch,
and light switch (riding at night). The following lamp are lighted:
rear lamp of the motorcycle, front and rear lamps of the sidecar,
speedometer light, parking lamp. The following lamps on the dash-
board are lighted: charge control l amp 18, em ergency oil pressure
transmitter l amp 2, neutral position transmitter lamp 17 of change-
speed box (when the main neutral position in the change -speed box
is
turned on betwee n the first and second gears), control lamp 19 of
the · high beam (if 1he ,Jatter is on), 'Co ntrol lamp 20 of turn indica-
tors (if the y are on).
In the first and s·econd positions the ignition key is not taken out.
The lock of the antijoy ride devi· ce is in the bag of spare · par ts,
to ols and ac<::essori·es. It is to be instal'l ed in the housing arranged
at the left on the steering column. To ins~alil the device put the
spring on the lock insert rod, introduce the insert in the lock hou-
sing and fix ihe housing cove r with a rivet.
The lock is closed by turning tlhe key clockwise wit h simultaneous
si nking of the insert, the handlebar being turned fully to the right.
The handlebar - cannot be turned and thus the motorcycle ridin g
is impossible with the antijoy ride device inserted into the lock,
otherwise the lock shall be broken.
PREPARING A MOTORCYCLE FOR USE
On purchasing a new mo'to-r ·cycle, it is necessary to:
dean off the protective (antirust) varnish coating from the
chro mium-plat ed parts of the motorcycle , using a soft doth moi ste n-
ed with petrol, then w ipe them dry;
check all
the fastenings for proper tightening; particular care
sho uld be taken to ensure that the wheels, sidecar, handleb ar and
fr·ont fork are reliably secured, if not , tighten u·p the fastenings;
fit the s' park plug tips, r ear -vi ew mirror and, if required, mud
gua , rds; .
oheck the operation of the gas throttles, clutch, front and rear
brakes controls, as these may be distur ·bed during transpo rt ation;
check the oil levels in the engine, gear box, main drive and air
filter; add oil, if necessary;
gun grease all the lubrication points of the mot ·orcycle in accor-
dan ce with the Lubrication Chart (Fig. 44);
check the air pressure in the tyres and pump them up, if neces-
sary ;
11

-
prime the moto rcycle with petrol a.nd m ake sure that the fuel
sy . stem does not leak;
charge t:he sto r age b at t ery in compliance wit h the appropriate
instructions and install it on the mo torcycle;
verify
the . operation of the lighting eq u ipment of the motorcy cle.
OPERATING IN STRUCTIONS
PR.EPAR.ING FOR. A R.IDE
A thorough check-up of the motorcycle before starting out will
ensure faultless operation a nd trou ble-f ree t rave l. Prior to starting
out, inspect and check the motorcycle as prescribed by the dail.Y
maintenance instructions (refer to the Secti · on "Technical Servt-
cing").
Particular care should be taken to ensure that the wheels, sidecar
and handlebar are properly secured and the br akes, turn indicators.
sto p light switc h and l ighting equipment are in good working order.
When fill'ing the tank, take care to keep it clean sin ce dir t, Ji.nt
or hairs that have got into the tank during filling may clog the
passage holes and thus block petrol supply. To avoid tlhis, po ur in
petr ol through the filter in the tank or through a gauze-fitted fun-
nel.
During a heavy rain or snow-fall, the motorcycle must be primed
in a location protected against pre cip itation, in order to keep water
out of the petwl ta nk.
When preparing tlhe motor cy cle for a ride, check the oil level in
the engine crankc ase gear box casing and main drive casing. The
oil level is checked w. i· th a di pstick fitted in the plug of the fill ing
hole of each unit. The dips ti ck has two gauge mark s: the upper
full level m ark and tlhe l owe r mark indic at ing the lowest permissi-
ble level.
The dipsticks of the gear bo x and main drive are sim il ar in de-
sign and differ only in t·heir length. To en sure co rre ct oil level do
not fail to insert the s horter dipstick into the gear box case. In
checking th e oil level, in se rt th e pl ug with the dipstick into the
hole up to the thr-ead, but do not screw the plug in. Check the tyre
pres5 ur e with a pressure ga u ge a nd pump up t he tyre s, if necessary.
On comp l eting the in spection and priming of the motorcycle,
proceed t-o starting the engine.
STAR.TING TH E ENGlNE
In orde r to sta rt the engine, do the following:
check
and, if necessary, set the r everse lever to the rear position;
set the gearshift m echanism to tlhe main neutral position (bet-
wee n the first a nd second gears). In this case, if the ig.nition key
is
inserted into the lock, the n eutral position indicat-or lamp fitted
on
the dashboard mu st light up. With a certain amount of skill. t'he
12

neutral position can be found without referring to the light indicator
on the dashboard, just by a specific click produced in the gear box,
when the first or second gear is being •engaged;
open the petrol cock (see Fig. 12) by setting its knob to position
0 - "open". The letters on the cock designate: 3 -t•he cock is clo-
sed; 0- cock is open; P- cock is open for consumpUon of fuel re-
serve;
when the engine is cold, it is n ecessary to overfill the float cham-
bers of the carburettors with petrol by pressing down the depres-
sors and by closing vhe air choke; depress the kick starter lever
several times to feed the fuel mixture into the engin~ cylinders; slight -
ly turn the gas grip backward ("to the driver"). Wi·t·h the engine
warmed up, the float chambers of the carburettors must not be over-
filled, ~he air clean er choke shou ld be left open and the mixture not
be fed. Th e gas grip must be in the above mentioned position;
insert the ignition key as far as it will go and turn to the right
to the first fixed position. This will cause the battery charge control,
emergency oil pressure transmitter and neutral indicator lamps to
light up;
by gradually depr · essing the kick starter !' ever w ith the foot, b ring
the toothed quadrant of the starting mechanism shaft into mesh
with the small gear of the intermediate shaft (refer to the Section
" 'Starting Mechanism") and then, with a sudden jenk, start up the
engine . If the quad r ant fails to be engaged (a hard resistance is
:felt), roll
the motorcycle forward and backwar. d.
Do not try to overcome the starti . ng resistance by applying exces-
sive force as it may lead to some breakdowns f· or wlhich the Manu-
Iacture r will not bear any responsibility. During repeated kicks do
not take away your leg. To avoid blows at eary ignition depress the
]ever with the toe. ·
After the engine has been started, warm up the engine at small
speed. On fini shing the warming -up, open the air choke, if closed.
The warmi . ng-up of a cold engine is mandatory since a thick oil
insufficiently lubricates the friction surfaces of engine parts thus
leading to their premature w ear ing.
Bear in mind that after starting the cold engine (at ambient air
iemperature below 0 °C) it must not be given high speed. This may
lead to the extrusion of the centrifuge gasket and oil will not be de-
livered to the crankshaft bearings which may cause their melting.
Once the engine has been started , the charge control and oil
· pressu re warning lamps will extinguish. Engagement of any of the
forward motion gears will cause the neutral position indicator lamp
to go out. Shifting to re v erse will make the lamp to light up. The
properly adjusted engine must operate steadily at a low speed, with
the gas grip turned all the way forward ("from the driver").
The motor cycle may be started only after the engine has been
warmed up and is steadily operating at a low speed.
13
/

DRIVING PROCEDURE
Before starting off, engage the first gear. For this purpose de-
press the clutch o. perating lever, then engage the first gear by pres-
sing down the front arm of the foot gearshift pedal •Wit h the toe.
Turning the gas grip backward ("to the driver"), increase the engi-
ne s-peed, at the same time gradually releasing the clutch operating
lever. The motorcycle will slowly start off.
Do not allow the engine to develop a high speed with the clutch
disengaged. The speed must be such as not to allow the engine to
die out
at gradual engagement of the clutch.
Under no circu· mstances should the clutc:h operating lev.er be- sud -
denly released , since it ca.n lead to the motorcycle breakdown. Also.
when engaging the first gear, avoid depressing with too great a for-
ce or tapping the front a· rm of the g -ea rshift pedal with your foot.
After the mot-orcycle has rea cJhe d a speed of 10 to 15 km/h, enga-
ge the second gear. To do so, depress the clutch lever and at the
same time decrease the engine speed by turning the gas grip; press
down the rear arm >Of the foot .gearshift pedal and gradually rele ase
the clutch lever, simulbaneously increasing the engine speed.
When the
speed reaches 20 to 30 ·km/h, engage the third gear in
the same manner, then, at a speed of 35 to 40 km/h, the fourth
gear.
t··~
Following that, the speed should be regul ated by operating the
throttles of the carburettors.
Since the gear box has provision for clutch , operating device, so-
me other methods of gearshifting may be used in addition to those
described in this Section (refer to the Section "Gear Box").
Riding at a speed lower than is recommended f, or second, third
and fourth gears is inadmissible, as this will overload the engine ,
making its o· pera :tion erratic.
The friction-type handlebar shock absorber is designed for t•aking-
up the lateral shocks on the front wheel occuring during riding on
a
rough road. This absorber is made up of two movable washers 17
(Fig. 25), fixed washer 18 and wing nut 1 of the shock absorber.
The degree of
tightening of the shock abs·orber depe nds on the
road co ndi: tions and riding speed. When riding at a high speed, es-pe -
cially on a roug.h (cob-ble-stone) road, the handlebar shock abso r-
ber wing nut should be screwed tighter; when riding on a twisty
road at a low speed the absorber wing nut must be rel e.as ·ed beca u-
se, with the shock absorber tightened too much, it will be difficult
to steer the mot.orcycle.
Tra velling for a long time wibh the first or. second gear engaged
is not advisable unless this is necessita ·ted by the road conditions,
since the
engine in this case devel· o.ps a high speed, overheats and
wear.s out more rapidly. Besides, travelling at lower gears leads to
excessive fuel ·consumption. Starting from rest should be performed
only at the first gear.
14

The brakes should be applied gradually since a hard braking
may cause a breakdown. A hard braking is especially danger ·ous on
sHppery roads.
When moving at slow speeds, use the lower gears, maintaining
the appropriate speeds as mentioned below. In case the gears have
to be frequently changed over, avo id altering the speed by partial
engagement of the clutch (.by caus_ing th~ clutch to slip), as this
will lead to premature wear of the clutCh d1sks.
In order to change over from a hig her gear to a lower one, it is
necessary to reduce the engine speed (to throttle down). When the
motorcycle ~peed decreases, disengage the clutch (press down ~he
clutch lever). Then engage the lower gear by depressing the front
arm of the foot gearshift pedal, engage the clutch and increase the
engine speed (give full throttle).
To rapidly reduce the travelling sp~ed of the motorcycle, the bra-
kes should be applied. The following three methods of braking can
be used: applying the brakes; engine braking; engine braking and
applying the brakes at the same time .
The first method (applyi. ng the brakes) may be resorted to when
the motoncycle
has to be quickly stopped, provided there is a good
road adhesion of the wheels. When application of the brakes is inten-
ded, disengag·e the clutch, at the same time reduce the engine speed
(throttle down) and gradually press down the rear wheel brake pe-
dal and the front brake lever. Using two brakes at the same time
ensures a better stabil'ity of the motorcycle. Braking may be also
effected
by using only the foot brake .
In the case of engi.ne braking, it is necessary to redu ce the engi-
ne speed without disengaging the clutch. If the engine speed is con-
siderably reduced during braking, disengage the clutch to prevent
the engine from stopping and, if necessary, stop the motorcycle by
applying the brakes. As a rule, the engine braking must be resorted
to when riding down a continuous J.ow grade or over straight stret-
ches of the road, and also whenever it is necessary to reduce the
speed on a slippery road.
To
slow .down the motorcycl-e by simultaneously applying the bra-
kes and braking by means of the engi .ne, reduce the fuel mixture
supply (throttle down), without disengaging the clutch, then gra-
dually press down the rear wheel brake pedal and the front br .ake
•lever. In doing so, take care that the driving wheel is not comple-
tely stopped as this may result in · the engine stoppage and even a
breakage of the power transmission components . This method of
braking (by simult·aneously applying the brakes and braking by
means of the engine) is used when riding down steep grades a.nd
over a sJi.ppery road, in order to avoid skidding. The brakes must
be applied ~are fully as there is a great risk ·Of the motorcycle
~k idding and ov ertu rning during hard braking. Par ticularly dan-
gerous is a hard braki · ng in the winter time and on a slippery
road.
15

When moving uphill, rate your actions and the motorcycle speed
so as to avoid a forced stoppage. If the gr . ade is low, speed up the
motorcycle before upg r adin g in or d er to pass the e ntir e grade or the
greate r part of it with the high gear engaged. In case the speed
sta r ts to decrease n ot iceably du ring upgra ding, ch ange over to a
low g
ea r. Avoid partial d ise n gagemen t of th e dutc h in an attempt
to neg oti ate the u pgrade by increasing ihe engine speed at the ex-
pense of the clutch slipping . This method will l ead to a r. apid wear
of the clu tch compon ents.
If the motorc ycle approaches a high upgrade at a speed that is
not enough .to over-come i-t, engag •e one .of the l ow gears and do not
cha ng e it until the u pg r ad e is overcome. If the e ngin e dies out du-
ring upgrading, actuate the f ront br . ake to hold back the motor cycle,
start the e ng ine, engage the first gear and at the same time release
the br ake lever and clutch operating lever.
The stretches of dry qui cksand or mellow snow should be over -
come wi th the seco nd or first g ea r engaged, at a high speed, main-
ta ining a consta . nt speed of the engine an d rectilinear motion. When
passing over th e sa n d, avoid sharply turnin g the handlebar, relea -
sing the clutch, shifti ng the gears and ab rup tly incr eas ing the e ngi -
ne speed.
This may cause 1fu e rear wheel to slip and the engi n e to
stop.
When overcoming the s tr etch es of thick sticky dirt, follow the
same pro ce dune as when c rossing the quicksan d. If mu ch dirt piles
up under the fe nders thus hinderi ng t.he rota tion of the wheels, stop
the mo tor cycle an d clean off dirt.
The motorcycle
stability is not the sam e at the right- and left-
hand cornering. When tu rning to the right, i. e. in the direction of
the side - car, the motor cycle loses more of its stability and is more
5ubject to ov e rt urning than when t urning to the left.
It must be borne in min d th at the maximum permissible a ngle of
the han dlebar turni . ng is dependent on the motorcycle speed. As the
t
ra ve lli ng speed i nc rea ses, the permissible angle of turning dimini-
shes. The handlebar sho uld be turned gradua lly, avoiding jerks, es-
· pe ci ally when tu rning to the righ t.
Par ticular cau tion sho uld be exercised when tr avelling under
poor visibility cond it ions (at night, in a fog, etc.).
When us ing the motorcycle, proper attention should be given to
ihe therm al conditions under whic h the en gine, power transmissio n
un i ts a nd th e runni ng gear mechan i sms operat e. If the the rmal
con ditions of th e engine are norm a l, the te mp er atu re of the ·
c.y lin der head ( under the spark plug) does not exceed 200 °C in
s ummer time, ope rati on due to self-ignition is not obs: erved in
this cas e.
· The normal operation of the engi ne is evidenced by good pick-
up of the motorcycle and the absence of knocks in the crank gear.
The sympto ms of the e ngine overheating are the followi ng: the en -
gin e operates under self-· ig nit ion conditio ns; power loss by the en-
16

gine, as a result of which the motorcycle is slow in gaining speed;
shrill metallic knocks in the ·Cr• ank gear.
When listening to the engine, try to distinguish the knocks cau-
sed by overheating from those caused by the advance ignition set-
ting. ln case the advanced ig.nition is set, knocks are produced si-
multaneously in the both cylinde rs. The knocks caused by the engi-
ne over heating are first heard in the left-hand cylinder. This is at-
tributed bo the f, act that the temperature of the left-hand cylinder
(when operating the motorcycle with a sidecar) is always 20 to
30 oc above the temperature of the right-hand cylinder. The nor-
mal temperature of the crankcase oil must not be higher than
90 °C. A lengthy ride with the oil temperature exceeding 90 oc is
inadmissible.
It must be remembered t.hat a long-time travel with the engine
overheated may lead to a breakdown or accident.
To avoid
the overheating , the driver should run the motorcycle
over those parts of the road that are most favourable for riding and,
therefore, excluding the possibility of engine overloading. In order
to cool an overheated engine, sto ·p the motorcycle, switch out the
engi ne and allow it to cool down.
Avoid
using water for cooli ng purposes, as this may cause da-
mage to the cylinders or their heads.
To stop an overheated engi ne, reduce ~he engine s peed to a mi-
nimum and, without switch' ing off the ignition, fully close the choke
of the air corrector. The engine must stop wiJ!: hout knocks and back
·impacts. Following that, switch off the ignition.
It is not advisable to stop an overheated engine by switchi ng off
the ignition, since the engine usually co ntinu es running with the
ignition switched off, owing to f! he fuel mixture being ignited from
the high temperature surfa ·ces of the spark plugs, valves and cylin-
der heads. Besides, stopping lhe engine in this way may cause back
impacts and damage to the compo nents of the crank gear.
Operation of the engine at a slow speed under overload condi-
tions, (errati c operation of the engine) is harmful to the engine it-
self
an d to the motorcycle tr . ansmission.
The overheating is equally detrimental to bo rt: h the engine and th e
transmiss ion units. The temperature of oil in the gear box and the
main dr ·ive casing must not oxceed 85 °C.
In service, take care to keep water out of the petrol tank, crank -
case, gear box, and main drive casing. Always keep the motorcycle
units clean, especially this requi rement applies to the electrical equip-
ment devices and cooling fins of the heads and cylinders of the
engine .
When parking the motor cycle, close the petrol cock. P articula r
attention should be given to the tyre condition. The tyre pressure
must be strictly maintained within the limits specified in the rele -
vant instructions. If the tyre pressure has increased due to their hea-
2.8004

ting dur i ng motorcycle run, do not reduce it. Low pressure will lead
to excessive heating of the tyroes and their premature wear. .
Clean the motorcycle after eac:h ride. For cleaning the engine
and the gear box, it is preferable to use a bris'tle brush mo istene d
wi.th
kerose ne. The chromium - plated parts should be washed wit h
water using a soft cloth or spon· ge, and then wiped dry with cotton
wastes, rags or chamois leather. To make the ch romium-plated parts
lustrous, it is advisable to polish them after drying with a piece of
chamois leather .
On ly a coo led engiine may be flus:hed with water from a hose .
When flu shing, avoid using too strong a water jet, do not aim th e
jet directly at the generator, cur - rent-and- volta ge regulator, head-
lamp, air filter and canburettor. The mois ture that gets inside some
of the units may cause corrosion and lead to difficult-to-repair da -
mage. The air choke of the air filter must be closed during washing .
Avoid
driving the motorcycle into water for washing pur .poses or
stopping the engine while overcoming the ford, if the water level
is
above the silencer openings .
RUNNING-IN TH E NEW MOTORCYCLE
The correct running-in of a new motorcycle prolongs its service
life.
The running - in of the motorcycle is divided into two stages: an
up to 1000 km run and 1000 to 2500 km run.
Speed gears
first
second
third
fourth
Pe rm issible speeds during R unning (km /h)
up to 10!)()
10
20
35
55
Running, km
from 1000 to 2500
15
35
50
65
The carburettors are provided with motorcycle speed - limit devi-
ces. After
the first 1000 km run, these de vices should be made shor -
ter,
and, after 2500 km, remov ,ed at all. However, the throttles must
not be fully opened, since the speed-limit devices cannot be com-
pletely relied on. D uring the entire running - in period, the load
on the motorcycle must not exceed 50 per cent of the maximum
figure.
The
motor cycle must n ot be overloaded by · riding over h eavy
road s.
18