Royal Enfield CRUSADER 250 User manual

RoyalEnfield
CRUSADER
TECHNICAL
DATA
250
CLIPPER
CRU
SAD
ER
250
SPORTS
FOR 1960 MODELS
Engine
type
...
Four-stroke
Fou
r-stroke
Four-stroke
Number
of
cylinders 1 o.h.v. 1 o.h.v., 1 o.h.v.
Cylinder head
Cast
iron
light
alloy*
light
alloy
Cubic capacity (c.c.) 248 248 248
Bore and
stroke
(mm.)
70x64·5
70 x64·5 70 x64·5
Compression
ratio
7·5
to
1 8
to
1 8·5
to
1
B.H.P. x R.P.M. 13
at
5,750
13!;-
at
5,750 17
at
6,250
Carbu
rettor
...
Amal Monobloc Amal Monobloc Amal Monobloc
Lighti
ng
and chargi
ng
set
Lucas A.C. Rectifier Lucas A.C. Rectifier Lucas A.C. Rectifier
Ignition D.C. Coil D.C. Coil D.C. Coil
Primary
è~ive
chain ... i" pitch i" pitch i" pitch
Final
drive
chain
!;-"
pitch
!;-
" pitch kH
pitch
-Pivoted fork Pivoted
fork
Pivoted
fork
Rear suspension hydraulic damping hydraulic damping hydraulic damping
Telescopic Telescopic Telescopic
Front
fork
automatic
lubrication
automatic
lubrication
automatic
lubrication
Hubs:
Front
light
alloy full width
light
alloy full width
light
alloy full
width
Rear Standard
Q.D. Q.D.
Gear
ratios (solo) 6·14. 8·29,
11
·
0.5,
18·0 6·14, 8·29, 11·05, 18·0 6·14, 8·29, 11·05, 18·0
Tyre
sizes:
Front, Dunlop ribbed (ins.) 3.25 X17 3·25 x17 3·25 x17
Rear, Dunlop
studded
(ins.) 3·25 x17 3·25 x17 3·25 x17
M.P.H.
per
1,000 r.p.m. in
top
gear 11·3
11
·3
11
·3
Approx.
maximum speed (m.p.h.)
...
70 70 75-80
Approx.
petrol
consumption
(m.p.g.) 100 100 95
Petrol
tank
capacity (gallons) 3 3
);!
4
Oil
tank
capacity (pints) 3 3 3
Brake
diameter
and
width:
Front
(ins.) 6 x 1 6 x 1 7 x
1!;-
Rear (ins.) ... 6 x 1 6 x 1 6 x 1
Seat height
approx.
(ins.) 29 29 29
Wheelbase
(ins.)
52
52 52
Overall
width
(ins.) ...
25!
25!;-
26
Ground
clearance (ins.)
5
1.
51. 51.
2 2 2
Weight
(lbs.) 300 305 305
Equipment Stop light Stop light
Air
cleaner
*Cast iron on
Crusade
r
"Airflow"

INSTRUCTION BOOK
for
the
1951-s8-s9-60 "CRUSADER 250"
1958-59-60 "250 CLIPPER"
~-
and
1959-60 "CRUSADER SPORTS"
MOTOR
CYCLES
THE
.
-
ENFIELD
CYCLE COMPANY
LIMITED
Head
Office
and Works :
REDDITCH, WORCESTERSHIRE
Telegrams: Telephone:
"Cycles, Phone, Redditch" Redditch 4222
(9
fines)

ILLUSTRATIONS
Fig. No. Description Page
Plan
of
Controls 5
2 Exploded View
of
Felt Oil Cleaner
li
3 Valve Clearance Adjustment
20
4 Timing Chain Adjustment
22
5 Clutch Adjustments
30
6 Exploded View
of
Q.
D.
Re
ar
Hub
31
7 Reassembly
of
Cush Drive
33
8
Rear
Wheel Adjustment
34
9 Section
of
Front
Fork
35
10 Steering Head Adjustment
37
11
Removal
of
Rear Mudguard
Unit
39
2

..
CONI'ENI'S
Page Page
Foreword 4 Reassembly of Engine after
Decarbonising
19
OPERATION OF THE
Valve Clearances
19
MOTOR CYCLE
Engine Bearings
20
Con trois 4 Removal and Dismantling
of
Starting the Engine 6 Engine
21
...
Timing Chain Adjustment 21
'
To Start the Machine 7
Driving Hints 7 Valve Timing
21
Running-in 8 Ignition Timing
23
...
· Sparking Plugs
24
Lighting Set
25
LUBRICATION
Carburettor 27
Lubrication of the Engine 9 Air Cleaner
28
Lubrication Routine for the
Engine 9 TRANSMISSION
Felt Oil Filter
11
Multi-grade Oils 11
Enfield Four-Speed Gear
29
Detergent Oils
12
Clutch 29
Lubrication of the Gearbox ... 13
Adjustment of Clutch Contrai 29
Lubrication of Chains • 13
Quickly Detachable Rear Hub
32
Grease Gun Lubrication 13
Adjustment of Chains
32
Lubrication of the Front Fork 14
FRONT FORK
TROUBLE ON THE ROAD Construction ...
33
Engine Stops owing tci Jack of
.Steering Head
36
Petrol
14
Engine Misfires or
Stops
REAR SUSPENSION 36
owing to Faulty Ignition ... 14
Other Causes of Engine Stop- ·
page
15 . MISCELLANEOUS
Clutch Trouble
16
Removal of Front Wheel 37
OVERHAULING THE
Removal of Rear Wheel 38
ENGINE
Removal of Re ar Mudguard
Unit...
39
Decarbonising 17
Fitting a New Rear Chain 40
Removal of Cylinder Head 17
Removal of Tyres
40
Remo val
of
Cylinder and Expanding
Hub Brakes
41
Pistop ... 17
Wheel Bearings
41
Removal of Valves 18
Cleaning
41
· ~
Reinoval of Carbon ... 18
"Dont's" for Drivers
42
Grinding-in Valves
...
i8 Guarantee
43
3
. .. .
.. •,- .
..

"Crusader 250," "250 Clipper"
and " Crusader Sports "
1 Foreword. These 248 c.c. O.H.V. models incorporate the
latest advances in modern motor cycle practice. The
short-stroke,
70 mm. boreX 64 ·5 mm. stroke engine is
of unit construction, the four-speed foot-operated gear-
box and oil tank being integral with the crankcase.
It
has dry sump lubrication, completely enclosed, and
lubricated valve gear and a very rigid one-piece, high
strength cast iron crankshaft. The complete engine and
gearbox, except for the crankshaft and connecting rod,
can be dismantled without removal from the frame.
An A.C. generator enclosed within the off-side crankcase
cover supplies current for lights and ignition coil. The
ignition switch, coil and battery are grouped together in
one box which also has compartments for
an air filter
and tools. Pivoted fork rear suspension and telescopic
front forks provide a high degree
of comfort and road
holding. The headlamp, speedometer, ammeter and
lighting switch are built into the "Casquette" which
shrouds the top
of the front forks.
Other items are full-width aluminium-alloy quickly
detachable rear hub on the two "Crusader" machines,
incorporating the Royal Enfield cush drive, full-width
aluminium-alloy front hub, 3·25" X
17" tyres and fully
enclosed rear chain.
Legshields and pannier equipment, specially de-
signed to fit this machine, are available as extras.
OPERATION OF TIIE MOTOR CYCLE
2 Controls. A rider should familiarise himself with
the positions and method of operation of the various
controls so that their use becomes automatic. The
controls are shown diagrammatically on page
5, and
in most cases the method of operation
is obvious. The
following notes may, however, be of assistance: -
4

"CRUSADER
25
0
,"
"250
CLIPPER"
AND
"CRUSADER
SPORTS"
CLUTCH
DIPPER
REAR BRAKE
IGNmo'
SW
I
TGe'
)
ON
TOOL
BOX
y
0
"
KICK STARTER
Fig.
1.-Plan
of
Controls.
BRAKE
Gear Control.
Move up for change to a lower gear.
Move down for change to a higher gear. A small pointer
on the outside
of
the crankcase cover indicates which
gear
is
engaged, neutral
is
between first and second gears.
Kickstarter.
Operate with a long swinging kick.
Lighting Switch.
Position " L " gives headlamp
pilot bulb. tail lamp and speedometer light. Position
"H"
gives headlamp main bulb, tail lamp and
speedometer light. A dipper switch on the handlebar
5

"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
determines whether the main bulb
gives
a horizontal or
a dipped beam.
Ignition Switch.
Situated in the nearside toolbox
cover. Ignition
is
off
with the key in a vertical position.
Turn key clockwise for normal ignition, anti-clockwise
for emergency ignition. The emergency position
is
used
when the battery has become discharged; when the
engine has started, move the switch to the normal
position.
Petrol Filler.
To
open, turn to left till catch
is
felt,
push down and turn again to left
as
far as possible, then
lift
off.
To close, push down and turn to right as far
as possible.
Oil Filler.
On engine crankcase. Operates the
same way as petrol tiller.
Petrol Tap.
To
open, push hexagon end.
To
close,
push round end. A small lever above the petrol tap,
when turned clockwise, retains a reserve supply of fuel.
If
the reserve fuel
is
needed, turn the lever anti-clockwise.
The following contrai
is
not
shown in the
diagram:-
Carburettor Tickler.
On top of float chamber.
Depress to increase fuel supply before starting from cold.
3 Starting the Engine.
Fill the tank with petrol and
the oil tank in the engine crankcase with oil. Always use
one of the oils recommended in Section
8.
Turn on the
petrol. Depress the tickler of the carburettor once or
twice
until petrol can be felt in the float chamber,
but
do not flood the carburettor.
Place the gear control in
the neutral position, close the air lever, open the throttle
control about one-eighth, and smartly depress the kick
starter.
If
the engine fails to tire first or second time,
repeat with a slightly different throttle opening. The best
position for starting will soon be found from experience.
When starting a warm engine, do not flood the
carburettor or the mixture will become too rich.
Should any difficulty be found in kicking the engine
over, put the machine in gear and gently wheel the
machine backwards a
few
inches until compression can
6

"CRUSADER 250," "250 CLIPPER" AND "CRUSADER SPORTS"
be felt. Put the gear in neutral then administer a good
swinging kick to the starter pedal.
4 To Start the Machine. Pull up the clutch lever.
Engage the lowest gear by pressing the foot control up
as far as possible and then releasing it. Slowly release
the clutch lever, at the same time accelerating the engine
by opening the throttle slightly and the machine will
move away without jar or jerk. When the machine bas
attained sufficient speed (about
10 m.p.h.) de-clutch, at
the same time closing the throttle and changing to second
gear by pressing the foot control downwards as far as it
will go and then releasing it. Let in the clutch gradually
and open the throttle again until the speed of the machine
is sufficient to require a change into third gear (about
20 m.p.h.), when the foregoing operations are repeated.
Finally, change up to top gear when sufficient speed has
been attained in third (about
30 m.p.h.).
Note. The above speeds are intended only as a
rough guide for making a normal get-away on a level
road. When starting up a steep hill rather higher speeds
should be used in the intermediate gears.
Once top gear
is engaged and the machine is nmning
at a comfortable speed, the air lever should be fully
opened.
5 Driving Hints. For normal running on the level the
air lever can be left fully open, the speed being controlled
by the throttle, but when accelerating or climbing a hill
it may be necessary, especially while the engine
is cold.
partly to close the air lever
in order to prevent "pinking"
or knocking.
Never allow the engine to labour on a hill.
If the
machine will not climb comfortably
in top gear, change
down by de-clutching and moving the gear lever upwards
as far as possible and then releasing it, leaving the
throttle control open during the change. When in the
lower gear, the air lever may be opened
to suit the higher
engine speed.
If a hill is long and steep enough to
demand a change
to a lower gear, it is always desirable
to make this change before the engine has commenced
7

"CRUSADER
250," "250
CLIPPER"
AND
"CRUSADER
SPORTS"
to labour. One change low down may save two higher
up and at the same time enable a faster climb to
be
made.
To
stop the machine, close the throttle and apply
the brakes; lift the clutch as the machine cornes to rest.
The engine may be kept running with the clutch out,
if
the stop
is
of only short duration, but neutral should be
found
if
the engine
is
kept running for any length of
time.
To
stop the engine, switch
off
the ignition. Engines
are sent out from the Works with the carburettors set at
a tick-over rate.
lt
is, of course, possible to set the
throttle stop to close the throttle completely, in which
case the engine
will
stop whenever the throttle
is
closed.
Note that the positions of the handlebars, footrests
and all controls (including the gear lever and the brake
pedal) are adjustable. A rider cannot have proper
control of
his
motor cycle unless he
is
comfortable and
the controls are conveniently situated. Riders should
set the controls to suit their individual requirements.
6 Running-in.
Ali Royal Enfield motor cycles have a
special oval formed piston which minimises the risk of
seizure with a
new
engine. Nevertheless, careful running-
in
is
highly desirable
if
the best results are to be obtained.
lt
is
recommended, therefore, that a
new
machine
should not
be
driven at a speed exceeding
30
m.p.h. for
the first
200
miles, and, until at least
500
miles have
been covered, the throttle should not be opened above
half way, except for very short periods. After this
distance short bursts of speed are desirable in order to
hasten the bedding down of the thrust faces of the piston.
Gradually increase the duration of these speed bursts
until the machine will stand large throttle openings for
indefinite periods. Note the importance of progressively
increasing the work done by the engine. Running 1,000
miles at
30
m.p.h. will
not
bed down the piston to
enable it to withstand continuous high speed running.
Piston temperature
is
the important factor and this
depends not only on speed and throttle opening, but
also on how long that particular throttle opening bas
been sustained. Thus a machine after the preliminary
8