Matchless 1964 G3 350 User manual

INSTRUCTION BOOK
MATCHLESS
SINGLE CYLINDER
Model G3 350 c.c. O.H.V.
Model G3S
350 c.c. O.H.V. Sports
Model G80 500 c.c. O.H.V.
TWIN CYLINDER
Model G12 650 c.c. O.H.V.
Model G12CSR 650 c.c. O.H.V. Sports
Issued by:
MATCHLESS MOTOR CYCLES LTD : L O N D O N S.E.18

Factories :
BURRAGE GROVE and MAXEY ROAD
PLUMSTEAD, S.E.18
Telephone: WOOIwich 1223 (7 lines)
Telegrams : "MATCHLESS, WOL-LONDON"
Cables : "MATCHLESS, WOL-LONDON" TELEX 22617
Codes : A.B.C. 5th and 6th Edition; Bentley's; and Private Codes
Registered Offices:
PLUMSTEAD ROAD, PLUMSTEAD
LONDON S.E.18 .. ENGLAND
Issued by:
MATCHLESS MOTOR CYCLES LTD : L O N D O N S.E.18
INSTRUCTION BOOK
MATCHLESS

CONTENTS
2
Carburetter
Controls
Data
Driving
Electrical Equipment
Engine
Forks and Frame
Free Service
Guarantee
Index
Information
Lubrication
Maintenance
Repairs and Service
Spare Parts
Tools and Special Equipment
Transmission
Wheels and Brakes
44
7
4
9
74
26
56
95
98
99
89
12
24
92
96
97
47
63
Page
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2

HEMODERNMOTORCYCLEunquestionablyprovidesoneofthe
mosthealthy,economicalandpleasantmeansoftransport.In
addition,byreasonofitssuperbbraking,highpowertoweightratioand
easeofcontrolitis,ifusedwithduecare,oneofthesafestvehicleson
theroad.
Itisoursinceredesirethateveryownershouldobtainfromhismount
theservice,comfortandinnumerablemilesoflowcosttravelthatwehave
earnestlyendeavouredtobuildintoit.
Itmustbeborneinmind,however,thatalthoughofsimpledesignand
construction,itisneverthelessa highlyspecialisedpieceofengineering
andmustinconsequencebeintelligentlyandefficientlymaintainedin
ordertoprovide unfailingreliability.
Inthisbookweprovidenon-technicalinstructionsforcarryingoutallthe
maintenanceoperationslikelytobecalledforinnormalservice,together
withassistingillustrations.
Toownersoflongexperiencewetenderapologiesfortheelementary
natureofsomeofthecontentsofthishandbook,butowners,whether
noviceorexpert,areadvisedtoreadthecontentsfrombeginningtoend.
Weareatalltimespleasedtogiveownersthefullbenefitofourwide
experienceinmattersrelatingtomotorcyclesofourmanufactureand
elsewherewillbefounddetailsoftheparticularsrequiredwhenmaking
enquiriesofourServiceDepartment.
Safety on the Road
NtheinterestofSafetyontheRoad,a fewwordsofwarningwillnot
beoutofplace.
Theoutstandingmanoeuvrabilityofa motorcycleovermostother
vehiclesontheroadmakesitnecessarytoexercisecautionatalltimes.
Thereare,unfortunately,a fewmotor-cyclistswhoserecklessdriving
constitutesa menacenotonlytothemselvesbutalsotootherroadusers
resultinginthetotallyfalseimpressioninsomequartersthatmotor-
cyclingisa dangerouspastime.
REMEMBERITISNOTTHEMOTORCYCLETHATCAUSES
ACCIDENTS,ITISTHEMANWHOISRIDINGIT.
Takea prideinyourridingtechniqueandneverrelyupontheother
fellowdoingtherightthing.
Yourexampleofcarefulandcourteousridingwillmateriallycontribute
toroadsafetyandtothereputationofa finesportingpastime.
NOACCIDENTSPLEASE
Yourmotorcycle,asissuedfromthefactory,isfittedwithanefficient
silencingsystem,andwithcarefulandunobtrusivedriving,particularly
inbuilt-upareas,willnotcauseannoyancetothegeneralpublic.
Ownerswhointerferewiththesilencingsystembyremovingthebaffles
arepurelyexhibitionistsandsuchconductcanonlybringmotor-cyclists
ingeneralintodisrepute.
3
3

DATA
Identity—Singles
Engine Number
Frame Number Stumped on left-hand side of crankcase
Stamped on main frame head lug
Identity—Twins
Engine Number Stamped on crankcase left in front of cylinder
Frame Number Stamped on main frame head lug
Engine Capacities
350 c.c. Single
500 c.c. Single
650 c.c. Twin
Bore 74 mm.
Bore 82·5 mm.
Bore 72 mm.
Stroke 81 mm. =348 c.c.
Stroke 93 mm. =498 c.c.
Stroke 79·35 mm. =646 c.c.
Cylinder Sizes
Cylinder bore size
Cylinder bore size
Cylinder bore size
–350 c.c.
–500 c.c
–650 c.c.
Singles 2·9135 ins.
Singles 3·250 ins.
Twin 2·8345 ins.
(All measurements subject to a tolerance of + or – ·0005 ins.)
Carburetters—Singles
Main jet
Mainjet(airfilterfitted)
Pilot jet
Throttle valve
Choke size
Needle position
Needle jet
350 c.c.
389/68 size 230
230
25
3½
18in.
Central notch
·106
500 c.c.
376/100 size 300
300
376/076 size 25
389/060 size 3½
1·5/32 in.
Central notch
376/072 size ·106
Carburetter. (Standard, De-Luxe and Sports Twins)
Main Jet
Main jet air filter
Pilot jet
Throttle valve
Needle position
Needle jet
Choke size
650 c.c.
390
340
20
4
4·106
18in.
650 c.c. Sports
450
390
20
4
4
·106
18in.
Capacities—All
Location
Gear box
Front fork (each side)
Rear wheel fork hinge bearing
Fuel tank
Oil tank (to top level mark)
Front chain case—Singles
Front chain case—Twins
British
1 pint
6½ fl. ozs.
1½ fl. ozs.
4 gallons
4 pints
12 ozs.
8 ozs.
Metric
568·2 c.c.
184·6 c.c.
42·6 c.c.
17·04 litres
2·5 litres
340 c.c.
230 c.c.
Compression ratios—Singles
Model
350
500
Normal ratio
8·5 to 1
7·3 to 1
Low ratio
According to piston.
See Spares List for
ratios available.
Compression ratios—Twins (Standard and De-Luxe models), CS and CSR model
With standard pistons
With alternative pistons
Race kit pistons
650 c.c.
7·5 to
1
6·75 to 1
CS and CSR Model
8·5 to 1
7·5 to 1
10·25 to 1
Ignition coil
Make
Lucas
Type
MA6
Point gap
·014—·016 in.
4
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4

Ignition (Magneto)—Twins
Make
Lucas
Type
K2F
Rotation
Anti-clock
Point gap
·012 in.
Sparking Plug
Model
Std.
CSR model
Hake
K.L.G.
K.L.G.
Type
FE80
FE220
Thread
14 mm.
14 mm.
Reach
¾ in.
¾ in.
Point gap
·020 to ·022 in.
·020 to ·022 in.
Connecting rod—Twins
Internal diameter small end
¾ in. + ·0005 in. (H)
¾ in. – ·0000 in. (L)
Gudgeon pin diameter
¾ in. – ·0001 to – ·0003 in.
NOTE—The 650 c.c. con rods use chamfered end caps. Early type rods will not interchange.
Crankshaft diameters
Crankpin
H—1·62575 in.
L—1·62525 in.
Centre bearing
H—1·62675 in.
L—1·62625 in.
Pistons (standard size). Top skirt diameter (Twins)
650 c.c.
H—2·8295 in.
L—2·8287 in.
Pistons (standard size). Top skirt diameter (Singles)
350 c.c.
2·9071 in.
+ or – ·0005 in.
500 c.c.
3·2437 in.
+ or – ·0005 in.
Piston rings
Normal gap ·006 in. maximum permissible ·030 in.
Engine shaft location—Singles
If the flywheel driving side shaft is removed it must be correctly located otherwise the efficiency of the
alternator will be impaired.
On the face of the driving side flywheel is a mark In the form of a "dot". The key for the rotor must
line up with this marking, for correct location.
Valve guide projection (top of guide to boss)—Singles
Inlet—½ in. Exhaust—½ in.
Valve timing pinion—Singles
Retained by nut, threaded vin. by 26 threads per in. Left hand thread. Part number 000221.
Valve springs—Singles
Free length (between centre of wire)— 2 in.
Renew when xto ¼ in. less than normal free length.
Valve springs—Twins
Outer valve spring
Free length Part number
2 33/64 in. 018348
Inner valve spring
Free length Part number
2Qin. 018347
Renew valve springs when xto ¼ in. less than normal free length.
The following are the only "oversize" variations provided for the 350 and 500 c.c. Single Cylinder machines
Big-end rollers: Cylinder re-bore: Pistons and rings:
·001 in. oversize ·020 in. and ·040 in. oversize ·020 in. and ·040 in. oversize
Oversize parts—Singles
Oversize or undersize parts—Twins
The following are the only "oversize" variations provided for the Vertical Twin machines.
Big-end and crankshaft centre main bearings:
Undersize ·010 below normal. (Journals to be re-ground to suit)
·020
·030
5
Cylinder re-bore: notsiP s and rings:
·020 in. and ·040 in. oversize ·020 in. and ·040 in. oversize
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5

Camshaft gears
Gear ratios—Singles
Engine sprocket size
16 teeth
17 teeth
18 teeth
(a) 19 teeth
(c) 20 teeth
21 teeth
(b) 22 teeth
First gear
17·63 to 1
16·6 to 1
15·65 to 1
14·85 to 1
14·11 to 1
13·42 to 1
12·81 to 1
Second gear
11·7 to 1
11·05 to
1
10·39 to 1
9·86 to 1
9·37 to 1
8·93 to 1
8·52 to 1
Third gear
8·41 to 1
7·91 to 1
7·46 to 1
7·07 to 1
6·73 to 1
6·41 to 1
6·11 to 1
Fourth gear
(top)
6·89 to 1
6·48 to 1
6·12 to
1
5·80 to 1
5·51 to 1
5·25 to 1
5·01 to 1
(a) Standard for 350 c.c. Touring Models. (b) Standard for 500 c.c. Touring Models.
(c) S/C Engine Sprocket.
Gear ratios—Twins
Engine sprocket size
(c) 19 teeth
20 teeth
(a) 21 teeth
22 teeth
(b) 23 teeth
First gear
14·85
14·11
13·42
12·81
12·23
Second gear
9·86
9·37
8·93
8 52
8·15
Third gear
7·07
6·73
6·41
6·11
5·85
Fourth gear
(top)
5·80
5·51
545
5·01
4·79
(a) S/C Engine Sprocket 650 c.c. b( ) Standard 650 c.c. Engine Sprocket.
Gear ratios—Models CS. & CSR.
11·51:1 7·45:1 5·49:1 4·5:1
Sprockets
Location
Clutch
Gear box
Rear wheel
Number of teeth
42
16 or 17
42
Gear box ratios (internal)
First gear
2·56 to 1
Second gear
1·70 to
1
Third gear
1·22 to
1
Fourth gear (top)
1 to 1
Chain sizes
Front (all Models)
Rear (all Models) ½ in. by ·305 in.
ain. by sin.
Chain length
Front—350 Single
500 Single
650 Twin
67 links Rear—350 Single
69 links 500 Single
68 links All Twins
98 links
98 links
97 links
1960-62 Models
1963 Models
Front—350 Single
500 Single
650 Twin
650 C/S/R
68 links
69 links
69 links
68 links
Rear—350 Single
500 Single
650 Twin
650 C/S/R
98 links
99 links
96 links
97 links
Twin carburetter settings
Bore size
Main jet (2)
Pilot jet (2) .
Needle jet (2)
Slide (2)
18in.
280
25
·106
No. 3
6
1963 Models fitted with 18" wheels, use a larger engine sprocket, to the extent of one extra
tooth to those shown in the tables, given below.
Retained by nut, Left hand thread.
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6

CONTROLS
Refer to Illustration 1
(1) Throttle twist grip. On right handlebar. Twist inwards to open. When
fully closed engine should just idle when hot.
(2) Air lever. Small lever on right handlebar. Pull inwards to increase air supply
to carburetter. Once set, when engine has warmed up, requires no alteration
for different road speeds. Should be fully closed when starting engine from cold.
(3) Ignition lever. Small lever on left handlebar. Advances and retards ignition
point. Pull inwards to retard. Retard two-fifths of total movement for starting.
(4) Magneto cut-out switch. Push switch on magneto contact breaker cover. A
press action switch which, when operated, short circuits the magneto, thereby
stopping the engine from firing. Place gear foot lever in neutral position before
using cut-out switch to stop engine.
(5) Clutch lever. Large lever on left handlebar. Grip to release clutch so that
drive to rear wheel is disconnected.
(6) Front brake lever. Large lever on right handlebar. Grip to operate front
wheel brake and, for normal braking, use in conjunction with rear brake application.
(7) Rear brake lever. Pedal close to left side foot rest. Depress with left foot to
apply rear brake. Apply gently and use increasing pressure as the road speed
decreases.
(8) Gear change lever. Pedal in horizontal position close to right foot rest. Con-
trols selection of the four speeds, or ratios, between engine and rear wheel
revolutions, with a "free", or neutral, position. See illustration 2, page 10.
(9) Kick-starter lever. Vertical pedal on right hand side of gear box.
(10) Lighting switch. In top of head lamp. Controls lamps by a rotating lever which
has three positions:
(1) "OFF" Lamps not on.
(2) "L" Pilot lamps, rear lamp and speedometer lamp on.
(3) " H " Main headlamp, rear lamp and speedometer lamp on.
(11) Ammeter. In top of head lamp. Indicates flow of electric current, in, or out,
of battery. ("Charge" or "Discharge".)
(12) Horn switch. Press switch on left handlebar.
(13) Gear box filler cap. Located on top edge of kick-starter case cover. Allows
insertion of lubricant and access to clutch inner wire and internal clutch operating
lever.
(14) Footrest for rider.
(15) Petrol tank filler cap. Located in top of fuel tank. To release, slightly depress,
turn fully to the left, and then lift away. There are two locking positions. The
middle position, between the fully tightened down and "lift away" positions, is in
the nature of a "safety" device to prevent loss that might be occasioned by
unauthorised meddling.
(16) Oil tank filler cap. Located on top edge of oil tank. To remove, unscrew.
(17) Dipping switch. Trigger switch on left handlebar. Used to select normal or
"dipped" beam of head lamp when main lighting switch lever is in the " H " position.
(The main head lamp bulb has two filaments.)
(18) Dummy grip. The fixed grip on the left handlebar.
(19) Speedometer hand. The rotating hand in speedometer head. Indicates speed
in miles per hour to a maximum of 120 miles per hour. (Certain machines for
export have the head calibrated in kilometres per hour to a maximum of 180 k.p.h.)
(20) Total mileage recorder. The top set of figures located in the speedometer dial.
Indicates the number of miles (or kilometres) travelled to a total of 100,000 and
then automatically re-sets to zero.
7
7

(21) Trip mileage recorder. The bottom set of figures located in the speedometer
dial indicates the number of miles (or kilometres) travelled since the recorder
was set to zero. Can be re-set at any time. Used to measure the length of
individual trips. The red figures indicate tenths ofa mile. Unless re-set, indicates
a total of 1,000 miles and then automatically re-sets to zero.
(22) Re-set knob. Protrudes from lower part of speedometer head. Pull and turn
to right till "000·0" appears to re-set the trip mileage recorder.
(23) Gear indicator. Moves under the control of the gear change lever and the
number registering with a line on gear box indicates gear in engagement (or
neutral).
(24) Pillion foot rest. Fold upwards to a vertical position when not in use.
(25) Fork top bolt. One at top of each fork main inner tube. Must be raised to
allow insertion of hydraulic fluid.
(26) Ignition switch. (See page 73.)
(27) Valve lifter. Small lever on left handlebar.
Two separate switches are now used in the head lamp, the right switch
is for ignition.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
THROTTLE TWIST GRIP.
AIR CONTROL.
IGNITION CONTROL.
MAGNETO CUT OUT (on
Magneto Contact-Breaker
Cover) (Twin).
CLUTCH LEVER.
FRONT BRAKE LEVER.
REAR BRAKE PEDAL.
GEAR CHANGE LEVER.
KICK-STARTER PEDAL.
LAMP CONTROL SWITCH.
AMMETER.
HORN BUTTON.
GEAR BOX FILLER CAP.
RIDER'S FOOTREST.
PETROL TANK FILLER CAP.
OIL TANK FILLER CAP.
HEADLAMP DIP SWITCH.
DUMMY GRIP.
SPEEDOMETER, MILES PER
HOUR DIAL.
SPEEDOMETER, TOTAL
MILEAGE.
SPEEDOMETER, TRIP
MILEAGE.
SPEEDOMETER, TRIP
RECORDER RESET KNOB.
GEAR POSITION
INDICATOR.
PILLION FOOTRESTS.
FORK TOP BOLT (Remove
to
add oil).
IGNITION SWITCH.
VALVE LIFTER.
Controls
Before using the machine, sit on the saddle and become familiar with the position and
operation of the various controls. Pay particular attention to the gear positions.
If any adjustment is made to the rear brake pedal make certain the brake does not bind
and also see there is not excessive free pedal movement before the brake comes "on".
8
NOTE
Illustration 1
8

DRIVING
FUEL
Although various quality fuels are again available owners are advised to use only the
best. The small economy that might be considered to accrue by using the cheaper
grades is more than offset by the advantages obtained by using only Premium Grades.
FUEL SUPPLY
A two level petrol tap which gives a reserve supply of fuel is situated at the rear end of
the petrol tank on the left side. To turn on the fuel supply press in the hexagon portion
of the petrol tap.
The short lever, incorporated in the tap, is operated to bring in the reserve fuel (approxi-
mately two pints).
For normal running move this lever to the right. To use the reserve fuel supply, move
the lever to the left in register with the word RESERVE embossed on the petrol tap.
Refuel as soon as possible after using the reserve and then move the lever on the tap
to the normal running position.
Always turn off the fuel supply when the machine is stationary.
STARTING THE ENGINE FROM COLD
Check that there is sufficient fuel in the petrol tank.
Check that there is sufficient oil in the oil tank.
Check that the gear pedal is in the neutral position.
Pull outward the plunger of off-side petrol tap.
Check that the air control (ever is in the fully closed position.
Open the throttle not more than one-sixth of the total movement of the twist grip.
Depress the plunger on the top of the carburetter float chamber until it can be felt the
chamber Is full of petrol.
SINGLE CYLINDER MODELS
Turn ignition switch to ON. Open the throttle to the smallest amount possible.
Raise the valve lifter lever and, while keeping it raised, turn over the engine several
times by depressing the kick-starter pedal, three times, the object being to free the
engine. (This only applies if the engine is cold.)
Depress the kick-starter until compression is felt, then raise the valve lifter lever and
ease the engine just over compression. Then, after allowing the kick-starter pedal to
return nearly to its normal position, give it a long swinging kick with the valve closed.
Flywheel momentum will carry over compression and the engine should fire immediately.
if it fails to do so repeat exactly the same process.
TWIN CYLINDER (DE-LUXE MODELS)
Fully advance the ignition, then pull inwards the control lever one-eighth of an inch.
Operate the kick-starter by giving it a long deliberate swinging kick and the engine
should start.
The first slow and gentle movement is essential to avoid damage to the teeth of the
kick-starter pinion.
After the engine has started, slowly open the air lever until it runs evenly. Then set
the throttle so that the engine is running at a moderate speed (neither racing nor ticking
over) and allow to warm up. While doing this, check the oil circulation as detailed In
page 13. The machine can then be taken on the road.
TWIN CYLINDER (STANDARD MODELS)
Turn the switch to IGN, open the throttle to the smallest amount possible. Operate
the kickstarter by giving it a long deliberate swinging kick and the engine should start.
NOTE—Do not race up the engine from cold and do not flood the carburetter to such
an extent that petrol is dripping because then, in the event of a backfire, there
is a danger of such loose petrol igniting. This cannot possibly happen If the
starting instructions are carefully followed, but, in the event of a fire, there is
no cause for panic. Merely turn off the petrol tap to isolate the main supply,
open wide the throttle and turn over the engine by operating the kick-starter
pedal when suction will extinguish the fire.
9
9

Illustration 2
Showing gear pedal indica-
tor which upon assembly is
set to record the various
gears also neutral position.
Upon re-assembly after
dismantling for any pur-
pose the indicator pointer
should be correctly re-set
for future reference.
STOPPING THE ENGINE—SINGLES AND STANDARD TWIN
To stop the engine, close the throttle, TURN OFF IGNITION. Before leaving the
machine, turn off the fuel supply.
STOPPING THE ENGINE—MAGNETO MODELS
To stop the engine, close the throttle, depress the magneto cut-out press switch on the
contact breaker cover and keep it depressed until the engine has ceased to revolve.
ON THE ROAD
Having started and warmed up the engine, take the machine off the stand, sit astride it,
free the clutch by pulling up the large lever on the left bar and engage the lowest gear.
Next, slowly release the clutch lever and the machine will commence to move forward.
As it does this, the engine speed will tend to drop as it picks up the load so It will be
necessary to increase the throttle opening, gradually, to keep the engine speed gently
rising.
When well under way, disengage the clutch, slightly close the throttle, engage second
gear and release the clutch lever, then open up the throttle to increase the speed of
the machine. Repeat these operations in order to engage third and top gears.
To engage a higher gear the pedal is pressed downward with the toe and a lower gear is
obtained by raising the pedal with the instep. To engage first gear from the neutral
position, the pedal is therefore raised. After each pedal movement, internal springs
return the pedal to its normal horizontal position.
The pedal must be moved to the full extent of its travel when selecting a gear, either
up or down. It must not be "stamped down" or jabbed, but firmly and decisively
moved till it stops. A half-hearted movement may not give full engagement. Keep
the foot off the pedal when driving and between each gear change because, unless the
lever can freely return to its normal central position, the next gear cannot be engaged.
RUNNING IN THE ENGINE
Selective assembly of parts, such as pistons, cylinders and big end assemblies, etc., are
used in the process of manufacture. It is an established fact that if the engine, when
new, is run in as it should be, engine trouble or seizures will not occur.
It is a natural desire to learn the capabilities of one's machine, similarly it can be irritating
to be overtaken by a rider of a machine fitted with a smaller capacity engine. Never-
theless, the owner of a new machine must. In his own interest, strictly adhere to the
principles of running in, which will result in a quieter engine, with a better performance
than a similar machine owned by a rider who is unwilling to drive with restraint during
the initial stage of running in.
The load imposed on the engine is governed by the amount of throttle that is used, and
the makers of your machine, know from experience, that if the throttle or twist grip is
not opened in excess of one-third of its total movement for the first 1,000 miles independent
of road speed, the engine cannot be overloaded.
After this distance the amount of throttle can be progressively increased until the
machine has covered 2,000 miles.
10
10

forconveniencea limitmarkcanbeusedonthetwistgripandgripbody.
Therecommendationoflimitingtheroadspeedto30m.p.h.ismostunsuitablefor
runningin,forwiththisprinciplethemachinecouldbedrivenuphillintopgearat
30m.p.h.andtodosothree-quarterorfullthrottlewouldbeused,whichcouldseriously
andunnecessarilyoverloadtheengine.
Specialattentionmustbegiven,duringtherunninginperiod,tosuchdetailsasvalve
rockeradjustment,chains,brakes,contactbreakerpoints,andsteeringheadbearings,
allofwhichtendtobeddowninthefirsthundredmilesorso.Particularnotemustbe
madeoftheadjustmentofsteeringheadbearings,which,ifrunina slackcondition,will
bequicklyruined.Afterthisbeddingdownprocesshastakenplace,adjustmentsto
suchdetailswillonlybenecessaryatlengthyintervals.
Donotoverlookinstructionsforchangingoil(seepage24).
NOTESONDRIVING
If,atfirst,thelowestgearwillnotengage,releasetheclutchleverandaftera secondor
two,makeanotherattempt.Thisconditionmayexistina newmachine,butittendsto
disappearaftera littleuse.
Alwaysendeavourtomakethemovementsofhand(ontheclutch)andfoot(onthegear
pedal)assimultaneousaspossible,andremember,inallgearchanges,a steadypressure
ofthefootisdesirable.Thispressureshouldbemaintaineduntiltheclutchisfully
released.Itisnotsufficientjusttojabthefootpedalandthenreleasetheclutchlever.
Whenactuallyinmotion,itwillbefoundsufficienttomerelyfreetheclutcha trifle,
toeasethedrivewhenchanginggearand,withreasonablecare,changesofgearthen
canbemadewithouta sound.
Donotunnecessarilyracetheengineorletintheclutchsufficientlysuddenlytocause
therearwheeltospin.Takea prideinmakinga smooth,silentget-away.
Whenchanginguptoa highergear,astheclutchisfreed,thethrottleshouldbeslightly
closedsothattheenginespeedisreducedtokeepinstepwiththehighergearratio.
Conversely,whenchangingdowntoa lowergear,thethrottleshouldberegulatedso
thattheenginespeedisincreasedtokeepinstepwiththelowergearratio.
Donotsliptheclutchtocontroltheroadspeed.
Theclutchisintendedtobeusedonlywhenstartingfroma standstillandwhenchanging
gear.ItmustNOTbeoperatedtoeasetheengine,insteadofchanginggear,orbeheld
out,inorderto"free-wheel".
TheexhaustvalvelifterisNOTusedinnormaldrivingonmainandsecondaryroads.
Whentravellingslowly,suchasmayoccurintrafficorona hill,andtheenginecommences
tolabour,itisthennecessarytochangetoa lowergear.Engine"knocking**or
"pinking"anda harshnessinthetransmissionaresymptomsofsuchlabour.A good
driverisabletosensesuchconditionsandwillmakethechangebeforetheenginehas
reachedthestageofdistress.Thegearboxisprovidedtobeusedandconsequently
fulluseshouldbemadeoftheintermediategearstoobtaineffortlessrunningandsmooth
hillclimbing.
Keepthefeetclearofthebrakeandgearpedalswhennotactuallyusingthemandkeep
thehandofftheclutchleverwhennotinuse.
Driveasmuchaspossibleonthethrottle,makingtheminimumuseofthebrakes.
Whenusingthemachineonwetorgreasyroads,itisgenerallybettertoapplyBOTH
brakestogether,becausesuddenorharshapplicationofeitherbrakeonly,undersuch
conditions,mayresultina skid.
inallconditions,itisadvisabletomakea habitofalwaysusingbothbrakestogether
ratherthanhabituallyusingtherearbrakeandreservingthefrontbrakeforemergency.
11
11

LUBRICANTSTOUSE
Efficientlubricationisofvitalimportanceanditisfalseeconomytousecheapoilsand
greases.
WerecommendthefollowinglubricantstouseInmachinesofourmake.
FORGEARBOXLUBRICATION
12
LUBRICATION
HOT
above50°F
SAE50
MobiloilD
CastrolGrandPrix
EnergolSAE50
Essolube50
ShellX-100MotorOil50
RegentAdvancedHavo-
line50
COLD
32°F to50°F
SAE30
MobiloilA
CastrolXL
EnergolSAE30
Essolube30
ShellX-100MotorOil30
Reg.AdvancedHavo-
line30
EXTREMECOLD
belowfreezingpoint(32°F)
SAE20
MobiloilArctic
Castrolite
EnergolSAE20
Essolube20
ShellX-100MotorOil
20/20W
Reg.AdvancedHavo-
line20
NOTE—FortheBritishIslesandmuchofEuropetheColdandHotrecom-
mendationsapproximatetoWinterandSummerconditionsre-
spectively.TheExtremeColdrecommendationsrefertowintry
conditionsin partsofNorthernEurope,Canada,theBalticand
Scandinaviancountries,andhighmountainousdistrictswhereex-
tremecoldis theaveragecondition.
FORENGINELUBRICATION
HOT
above50°F
SAE50
MobiloilD
CastrolGrandPrix
EnergolSAE50
Essolube50
ShellX-100MotorOil50
RegentAdvancedHavo-
line50
COLD
32°F to50°F
SAE50
MobiloilD
CastrolGrandPrix
EnergolSAE50
Essolube50
ShellX-100MotorOil50
Reg.AdvancedHavo-
line50
EXTREMECOLD
belowfreezingpoint(32°F)
SAE30
MobiloilA
CastolXL
EnergolSAE30
Essolube30
ShellX-100MotorOil30
Reg.AdvancedHavo-
line30
EnergolSAE20
Reg.AdvancedHavo-
line20
NOTE—FortheBritishIslesandmuchofEuropetheColdandHotrecom-
mendationsapproximatetoWinterandSummerconditions
respectively.TheExtremeColdrecommendationsreferto
wintryconditionsinpartsofNorthernEurope,Canada,theBaltic
andScandinaviancountries,andhighmountainousdistrictswhere
extremecoldistheaveragecondition.
FORHUBLUBRICATIONANDALLFRAMEPARTSUSINGGREASE
MPMobilgreaseCastroleaseHeavyEnergreaseC3
RegentMarfaxShellRetinaxA.orCD.
FORTELEDRAULICFRONTFORKS
MobiloilArctic(SAE-20)Castrolite(SAE-20)EnergolSAE20
Essolube20(SAE-20)ShellX-100MotorOil20/20W(SAE-20)
FORREARCHAINS
MobilgreaseNo.2 EssoFluidGreaseEnergreaseA.O.
CastroleaseGreaseGraphited
HeatedUntilJustFluid.
WhenbuyingoilsandgreasesitisadvisabletospecifytheBrandaswellasthegrade
and,asanadditionalprecaution,tobuyonlyinsealedcontainersorfrombrandedcabinets.
12

CHECKING OIL CIRCULATION—ALL MODELS
Provision is made to observe the oil in circulation and it is advisable to do this before
each run.
if the filler cap on the oil tank is removed the end of the oil return pipe will be noticed
below the level of the filler cap orifice and the returning oil can be seen running from
it. This check should be made immediately after starting the engine from cold. This
is because while the engine is stationary, oil from all parts of the interior of the engine
drains back into the crankcase sump, so that, until this surplus is cleared, the return
flow is very positive and continuous. Therefore, if the oil circulation is deranged, the
fact is apparent at once by the lack of a steady return flow.
1
2
3
OUTLET IN OIL RETURN PIPE.
LEVEL INDICATOR LINE.
OIL RETURN PIPE.
4
5
6
OIL FEED PIPE.
OIL FEED GAUZE FILTER.
DRAIN PLUG.
7 VENT PIPE.
Interior view of the oil tank showing the metal strainer mounted on the entry end of
the feed pipe union, the return flow pipe from the engine to tank via the small spout,
located so that it can be inspected by removing the tank filler cap, and air vent pipe,
provided to ensure freedom from air-locks.
After removing oil pipes verify location before refitting. With exception of
CSR Models the return pipe is outside, before 1963 Models.
ENGINE LUBRICATION SYSTEM—SINGLES
This is by dry sump system. Oil feeds, by gravity, from the oil tank to the pump In the
crankcase. The pump forces oil to various parts, which then drains to the bottom of
crankcase sump. The pump then returns oil to the tank. This process is continuous
while the engine is revolving. The pump is so designed that it has a greater capacity
on the return side to that on the delivery side to ensure that all oil is extracted from
the crankcase. A magnetic filter in the sump removes foreign matter collected by
the oil in its passage through the engine. A metal gauze strainer is fitted to the oil
feed pipe in the oil tank to prevent pieces of fluff, etc., which may find their way into
the tank when replenishing, from entering the oil pump. (See illustration 3.) It should
be cleaned in petrol each time the oil tank is drained.
13
Illustration 3
13

SEEWARNINGONPAGE15BEFOREREMOVAL
The rotating oil pump plunger is here shown in situ,
together with the guide screw which registers in the
plunger profiled groove, thereby providing the recipro-
cating movement.
1
2
3
4
5
DOWELPEG,LOCATINGTIMINGGEAR
COVER.
TIMINGSIDEFLYWHEELAXLEWITH
INTEGRALGEARFORDRIVINGOILPUMP
PLUNGER.
OILPUMPPLUNGER.
SCREW(ONEOFTHREE)WITHFIBRE
WASHER,PLUGGINGOILPASSAGESCAST
INCRANKCASE.
GUIDEPIN.FOROILPUMPPLUNGER.
INSERTEDRELIEVEDTIPDOWNWARD
ASSHOWN
6
7
8
9
SCREWEDBODYTOACCOMMODATE
THEOILPUMPPLUNGERGUIDEPIN.
BODY,WITHGUIDEPININPOSITION
ENGAGEDINPROFILEDCAMGROOVE
OFOILPUMPPLUNGER.
TAPPEDHOLE,FORPIPEFEEDINGOILTO
OILPUMP.
TAPPEDHOLE,FORPIPERETURNING
OILTOOILTANK.
14
Illustration 4
14

ENGINEOILPUMP(seeIllustration4)
Thepumphasonlyonemovingpart.Thisistheplungerwhichrevolvesandreciprocates.
Rotationiscausedbythewormgearonthetimingsideflywheelaxle.Reciprocation
iscausedbytheguidepinwhichengagesintheprofiledgroovecutontheplunger.
Oilisfedtothepumpthroughthelowerofthetwooilpipesbetweentankandcrank-
caseandisreturnedthroughtheupperpipe.
If,foranyreason,thecrankcaseisdismantledtheoilpumpplungermustberemoved
fromitshousingbeforeattemptingtoseparatethecrankcasehalves.Itis
notnecessarytoremovethesmalltimingpinionwhichwillpassthroughinsitu.
Important
Under nocircumstances must either the pump plunger orguide screw bedisturbed
in ordinary routine maintenance.
ENGINEOILCIRCULATION—SINGLES
Theoilpumpforcesoilthrough:—
(a)Passagesdrilledthroughthetimingsideflywheelaxle,timingsideflywheelandcrank
pintolubricatethetimingsidebearingandthebig-endbearing.Thesplashpasses
tointeriorofcylinder,tolubricatethecylinderandpiston,andthenfallsintothe
crankcasesump.
(b)A passageintiminggearcasewhereit"buildsup"toa predeterminedlevelto
lubricatethetiminggearsandthenoverflowsintothecrankcasesump,
(c)Througha pipefromthefrontofoilpumphousingtotherockerboxbywhich
allrockergearandvalvestemsarelubricatedandthenfallsthroughthepushrod
covertubesandtappetguidestothetiminggearcaseand,fromthere,drainsinto
thecrankcasesump,asdetailedin(b).
Theoilpumpextractsoilinthecrankcasesumpandreturnsittooiltank.Onitsway
itpassesthemagneticfilterlocatedinthecrankcasesump.
ENGINELUBRICATIONSYSTEM—TWINS
Thisisofthedrysumptype.Twoseparategeartypeoilpumpsareused,onefor
deliveryandtheotherforreturningoiltothetank.Oilfeedsbygravitytothedelivery
pump,bywhichitisforced,underpressure,tovariouspartsoftheengine,fromwhence
itdrainsbacktothecrankcasesumptobecollectedbythereturnpumpandreturned
tothetank.Thereturnpumphasa muchlargercapacitythanthedeliverypumpto
ensurethatthecrankcaseiskeptclearofexcessoil.
ENGINEOILPUMPS
Eachpumpisindependentlydriven,thewidestofthetwoisthereturnpump.Large
capacitypumpswerefirstfittedtoenginesafter8084.Thesenewpumpscanbeusedon
earlierengines,byusingalsoa newtimingcover,witha setoflongerfixingscrews.
ENGINEOILCIRCULATION—TWINS
Oil,fromtheoiltank,isfedbygravity,througha coarsemeshmetalfilter,viaanexternal
pipe,tothesuctionsideofthedeliverypump,fromwhenceitisdischarged,under
pressure,toa largeandeasilydetachablefilterthatishousedinthecrankcase.
Afterpassingthroughthefilterthemainsupplyisdirectedtothecrankshaftcentre
bearingandthence,throughpassagesinthecrankshaft,toeachbig-end,thesplashfrom
whichprovidesadequatecylinderlubrication.
Theoilsupplytorockersandpushrodsisa by-passfromthemainfeed,controlledbya
cylindricalblockwhichisrotatedbytheexhaustcamshaft.Thisishousedinthe
drivingsidecrankcasetotherightandabovethenon-returnvalve.(Seeillustration9).
Oilfedtotherockergeardrainsintothecamshafttunnels,whichhavea spilllevel.
Surplusoiloverflowsintothetiminggearcompartment.Thefourdrilledoilways
inthecylinderheadsareintentionallyrestrictedbymeteringplugs.Intheeventof
anoilshortagetotherockergear,theseoilwaysshouldbecheckedforobstruction.
Oilisbuiltupinthetiminggearcompartmenttoa pre-determinedleveltolubricate
thetrainofgears,thesurplusflowsIntothecrankcaseandisreturnedtothetank.
Aspecialcopperwasherisusedunderthecapcoveringtherotatingblock,whichmutt
notbesubstitutedbya differenttype.
15
15

Illustration5
DeliveryOilPump(ontheright)
1
2
3
4
5
6
7
8
9
10
11
12
BALL.FORNON-RETURNVALVE.
SPRING,FORNON-RETURNVALVE.
PLUG,RETAININGNON-RETURNVALVE
SPRINGANDBALL.
BLEEDHOLE.
PLATE,CARRYINGOILFEEDANDRE-
TURNPUMPS.
PAPERWASHERFOROILRETURNPUMP.
BACKPLATEOFOILRETURNPUMP.
DOWELPIN,LOCATINGPUMPPLATES
ANDBODY.
BODYOFOILRETURNPUMP.
DOGENDOFPUMPGEARTOENGAGE
INENDOFCAMSHAFT.
DRIVINGGEAR,FOROILRETURNPUMP.
DRIVENGEAR,FOROILRETURNPUMP.
13
14
15
16
17
18
19
20
21
22
23
24
FRONTPLATEOFOILRETURNPUMP.
SCREW(1OF6)USEDTORETAINPLATES
ANDBODIESOFOILPUMPSTOTHE
CARRYINGPLATE.
BACKPLATEOFOILFEEDPUMP.
DOWELPIN,LOCATINGPUMPPLATES
ANDBODY.
DRIVENGEAR,FOROILFEEDPUMP.
FRONTPLATEOFOILFEEDPUMP.
SCREWDRIVERSLOT,TOENABLEDRIVING
GEARTOBECORRECTLYPOSITIONED
DURINGASSEMBLY.
DRIVINGGEAR,FOROILFEEDPUMP.
BODYOFOILFEEDPUMP.
BACKPLATEOFOILFEEDPUMP.
PAPERWASHERFOROILFEEDPUMP.
BLEEDHOLE.
ReturnOilPump(ontheleft)
Pressurereliefvalvenotillustrated.
THEOILTANK—ALLMODELS
Thelevelofoilinthesupplytankshouldneverbeallowedtofallbelowthelowlevel
markand,uponreplenishment,shouldnotbehigherthantheuppermarkline,atwhich
leveltheoilcontentis4 pints.
Afterthefirst500miles,againat1,000miles,andsubsequentlyat5,000mileintervals,
itisrecommendedthattheoiltankisdrained,theoilfiltercleanedinpetrolandthe
tankreplenishedwithnewoil.
THEOILFILTERS
Therearethreefiltersfortheoil.
(A)Themetalfilterlocatedinthefeedpipeinthebottomoftheoiltank.
Thisisa thimbleshapedfilterofcoarsemetalmeshinserted,fromtheexterior,
intheshortmetalfeedpipelocatedinthebottomoftheoiltank.Ithasanopen
endfinishedwitha turnedovermetalring,locatedbytheoilfeedpipe.
16
16

(B)Thefeltfilterlocatedina chamberinthefrontpartofthecrankcaseandparallel
totheexhaustcamshaft.
Theblowoffvalveisincludedwiththefilter(enginesafter8089)seeillustration7.
(C)Themagneticfilterinthecrankcaseoilsump.
NOTE—FilterB isusedontwincylindermodelsonly.
Illustration6
EngineOilCirculation
17
17

ADJUSTMENTOFOILFEED(SINGLES)
Theinternalflowofoilisregulatedbyfixedrestrictions.Noadjustmentisprovided
exceptfortheoilfeedtotheinletvalvestem.Thisadjustmentismadebya needle
pointedscrewlocatedintherightsideofcylinderhead.(Seeillustration16).Itis
lockedinpositionbya nut.Theapproximatecorrectsettingisone-sixthofa complete
turnfromthefullyclosedposition.Oncesetitrequireslittle,orno,adjustment.
Inletvalvesqueakindicatestheoilfeedadjustmentisnotopenenough.Excessiveoil
consumption,a smokyexhaustoranoiledsparkingplug,generallyindicatestheoil
feedadjustmentisopentoofar.
EXHAUSTVALVESTEMLUBRICATION(SINGLES)
Theexhaustvalvestemislubricatedbyoilflowingthrougha passagedrilledinthe
cylinderhead.Noadjustmentisprovided.
CLEANINGOILFILTERS—ALLMODELS
Toremoveandcleanthefeedpipemetalfilter:
DrainTank.
Thenremovetheoilfeedpipefromthemetalfeedpipeprotrudingfromthebottom
oftheoiltank.
Themetalfiltermaycomeawaywiththefeedpipe,inwhichcasethereisnoneed
todisturbit.Ontheotherhanditmayremainintheoiltankbottompipe,inwhich
caseitmaybewithdrawnbygraspingtheringedopenendandpullingaway.
Afterremovalthefiltershouldbecleanedinpetrolandallowedtodrybeforere-fitting
Reversetheaboveproceduretorefitthefilterandpipes.
WARNING—MakesureOilPipesarenotreversedbeforestartingtheEngine.
Illustration7
Twincrankcasefilterassembly
18
18