Triumph Tigress 1964 User manual

SCOOTER
(COIL IGNITIO MODELS
T
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Part 0 e
COl4
C'P' hf Triumph in ~in Co. Lrd.
1J.s.A.. Pr
'It,- 1964..
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HORN
BUTTON
Fig. I.
COI\'TROLS ON THE RIGHT HANDLEBAR
Tha twist-grip operote. the carbmetter throttle. To
open (i.e. to incr<\aSe tbe engine speed) rutn tbe !:T ip
towards tho ridu. To close toe throttle turn ill t.he
opposite direction. The total movement (rolll throttle
dosed to throttle fuRy open is a qlL."lrter of aturn.
The. lever mOlmted io front or the twi t-I{rip is fol' tho
(roDt brake. To operate, 5(1Ueeze. tbe· h~"'cr tow~rds;
the bar.
Fig. 2.
CONTROLS ON urn LEFT HANDLEJIAR
The lever in front 01 tbe grip is for operating tbe
clutch. Wben it i9 squeelied towards the bar the
clutch is disengaged.
nnd tho drj,.·e to th,e rear wbeel
is discounected. The clute" is! re-engaged when the
lever is released. This lever ilil; also used in. cora-
juctioo witb tbe foot geareb.age pedal (see Fig. 3)
when ebanging gear. Mounted on top of the bandle-
bar dose to tbe grip is tbe beadlamp dJp-switcb
trigger, and combined
with this is tho horn button.
Fig. 3.
CONTROLS ON THE RlGHT-HAND SIDE
OF THE SCOOTER
A. Gea,.hange Pcdlll.
Move lorward to
.h""ge down.
Mo •• 10 the rear to cbaOlle up.
B. Neut .. .>! Fioder Pedlll.
Dep"",. to move gears to neotral (see pago 7).
C. The Starle< Pedal.
2
Fig. 4.
COlll"TROL ON THE LEFT-HAND SIDE 0
THE SCOOTER
Tbe ouly cootrol on tbe lelt-baod side 01 tbe macbine
i. the rear brake pedlll wbich i. loe-operated.
Note tbat this does Dot actuate botb brakes;
only lb. rear.
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G
REMOVAL 01' LAN
REMOVE BUTTON
~I •
u
o
III . 8.
STH
o ifRO
. ~.
n lh Pan I.
f! Ilod rig!> 11(11111 nand II lInll ""ikh
(00 .. flg. 6)
ntr.. Tb p""don\ol~.
STEERI G
LOCK
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Fla. 9.
LUBlU TING TIlE G£ARB ~'
Bemove Ih rigl\t-hand galU co. rand UJUcr ..
lillor ptu (A) DUd level plug (B).
Nil willi oU uDtil it olart 10 no. out tbeouuh
II, I." Iplu hoi at (D). Then replaco bOlb "llIe••
(Drain plu~ at "C" accordiDg 10 In del).
'or oil r~mmmd.atioml.s pRI: 11.
F ... 10.
LUBlU TlNG T T .\US 10.-
R mo .. ~ the left-band ~I .nc:e ( Fl. 8).
Prunary Drivo.-( troke m I only)
scr VI plug (Al and pour on In ualU il reach the
Ic .. er 01 the hole. and ,epl eplu •
Re.... Drive- osc", .. flU r plu~ (D) nod level
pll1Jl (C). Fill wllh all unlll ic la, 10 flow out
throut;b th~ Ie cl plug bole at ( R plac. both plugs.
For oil reeommfllldlllion p. 11.
nm CREASE G
Th Te are ..... &I' ,..., trippl 00 the ICOOI ,0-
J. The frool brake cam Opiodle.
1. Th rr brake CIlIIl sPindle (rema. "boel).
3. The "ellft de swinging arm bevinc.
4. Tbe loorabaage pi val pin.
S. Th Ilarter pedal pivol splodle (2).
45. TI, lork lec (ramov. "heel).
Lubricale thOOf! '1ll:u11lr1y as outUaed On pal' 11.
4
1'H£ OCL
OU exposed jaia cabl Ie. Kid)'.
gloe oil or ordioary cycle 011.
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Illg. 13.
TIRE PRESS R
klT.
ue:-
16 Ibo. (p •• .l.).
Rcar: 14 lb •• (p •••I.).
[[ a pUlion pao,,,,,uo. or IugBRg I carried til
actu .... load on eacb tyr bould be dClomn.ioed. and
the p in<:nllUl!d lA aceord dl Ib lbe DunI! P
LHd nd Press..... OOule.
Th nllator.il IIIDUIlled lIIIlk>r til I fl' of
the Ooorboa.rd.
Brake cnble adjUllICl' Dnd locknut Ire hoWII It 8
&A re!p~ll.ely
EXAMINE TB£ JlATT
Qed< th bat1e:Q' I .cl at 1eas.1 oocc n1!rY
IlDd loP'Up il neccaal')' ., described .. Pig« 29.
Mo. IrequODt xaminlltioo lJ lId"abl. n a
bot clilDale.
When ordering pares or making any enquiry for
your m chine, the Fr me and ngine numbe
should be quoted. Tb Engine number can be
found to the r
8r of th offside cylinder nd the
ram number tamp d on tb kickst rt pivot
bracket.
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Part Two
GENERAl INSTRUCTlolIS
FOR
RIDING
LUBRICATION
AoJUSTMEIITS
oECARBoNISATloN
ElECTRICAl SYSTEM
ETC.
,
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TAKING THE SCOOTER ON THE ROAD
Filling up with Petrol and Oil.- The pelto[ tank is mounted all a
special frame brackct and is seen when the dual seat is raised on its
hinges (see Fig.
7). Its capacity is I! gallons. (See special instruc-
tions on filling up
Wilh pelroil mixture for the single cylinder two·
stroke model on page
33).
The oil sump capacity, 2, pints, is situated under the engine and
the filler
cap (8) Fig. 7, is on top of the rocker box cover. The dip-
stick indicates lhe oil level.
For recommended oils see page II.
The gearbox and transmission will in most cases have been filled
to the correct
level by the dealer before delivery, but if this is in
doubt access to the liller plug for the former can be obtained by
removing the right-hand side gauze cover (Fig. 8). The filler cap
and the level plug willihen be seen
at (A) nnd (8) Fig. 9. The primary
drive filler plug (two-stroke model only) aod the rear drive
flUer and
level plugs areseen in Fig. 10 at (A), (0) lind (e) respectively. Recom-
mended oils
:.Ire listed on page J I. (See also Fig. II).
To Slarl the Engioe.- Turn on the petrol, depress tickler for a
moment and pull out the choke (see Fig.
5). Place tbe gear in oeutral
by moving lhe gearchaoge P'o:dal forward once, or more if necessary,
until bottom gear
is engaged. Then operate the neutral finder pedal
(Fig.
3) once. This will bring the gear iota the neutral position
between
first and second genrs.
Turn the ignition switch to the lGN or Iposition (according to
model) and on models with electric starting pull the knob smartly.
This
"ill cause the engine to rOlate and it should fire at once. Release
the slarter knob immediately the engine
fires.
In the case of models not provided with an electric starter the
Slarter pedal should be operated instead. Depress the pedal gently
until lhe ratchet engages, and then push down sharply.
For starting without abattery or if the battery is discharged see
instructions on page 29, or page
35 (according to model).
When the engine
is running Ihe choke should be pushed in as soon
as possible.
Norn:-Do not use the choke when starting if the engine is warm.
To Engage
Low Gear and Move Ofr.-Pull the clutch lever up to
the handlebar, thus disengaging the clutch, and engage low gear by
moving the gearchangc pedal forwards (see Fig.
3), releasing the
pedal as soon as the gear
is felt to go in. Then accelerate the engine
slightly by means
of the twist griP. and gently release the clutch lever.
The scooter
will move forward smoothly and accelerate as the throttle
is opened further.
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To Change Up.-As soon as the scooter is well under way, whkh
on level ground should amount to no more than ayard or two,
second gear should be engaged by moving the gearchange pedal
to
the rear and releasing it again, at the same time momentarily dis-
engaging the clutch
by meum of the lever on the left handlebar.
Changing
to third gear and finally to top are elTected in precisely
the same manner.
To Change
Down.-Declutch and simultaneously move the gear·
change pedal forward releasing both as soon
as the gear is felt to go in.
This operation
is carried out in the same manner when changing
from top to third, third
to second, Rnd second lO first.
The Art of Smooth Gear Cbanging.- The gearbox is of avery
robust construction. and the gearchange mechanism is positive in
action
so Ihat gearchanges will be made wilhout fail even by anovice
if he follows the inSlructions given above. but wilh practice and the
application
of alittle sk ill to the manipulation of the various controls
asmooth and silent gcarehangc can
be achieved, which will give
satisfaction
10 the rider and bring credit to the scooter, for there is
nothing more gratifying to the experienced rider than the knowledge
that he has the ability to make asmooth
and silent gearchange at
aU times, and that his scooter will respond in this matter to his
expert manipulation of the controls.
For example, when changing up the rider should not only select
asuitable speed
al which to perform the operation, but he should
also time his gearchanges in such away
that engine speeds and the
speeds of the moving parts in the gearbox should be allowed to
coincide as far as possible. This laHer requirement
is mel usually
by momentarily closing the throtlle before dcclutching for
the gear-
cbange. thus removing the power drive from the gearbox and lening
it slow doy,," to the lower speed at whicb it will operate in the higher
gear about
to be engaged. As soon as the gear is engaged and the
clutch
is released the throttle should be opened again smartly. but
without asudden jerk.
If gcarchanges are made in this manner. and
mis applies
to all changes up from low gear upwards. then the opera·
tion can be performed silenlly and smoothly with only an alteration
in
me engine note to indicate that the change has been made.
When changing to alow gear
it will be seen from aconsideration
of the conditions described above that the engine speed has to be
increased relative to that
of the scooter and the throllle should not
therefore
be closed while making the change. As soon as the clutch
is released the engine will automatically speed up and if the change
is made smarlly and confidently, the lower gear selected ",':ill slide
into engagement qujetly at the correct engine speed.
8
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To the novice the above instructions may sound somewhat compli-
catedalthough they are infaet
ex-trem ly simple, and riders of average
potential skill and ability rapidly acquire the correct knack
in avery
short mileage after first acquaintance with the scooter, so
that neat
and precise gearchanging quickly becomes second nature.
It is emphasized that it ide irable to acquire the ability to operate
agearchange mechanism smoothly
not only from the view-point of
personal satisfaction, but also because silent and shock free changes
naturally impose less strain on the rapidly moving parts, with the
result that wear and
tear are reduced to the absolute minimum, and
the scooter will continue to operate in a .tate
of mechanical perfec-
tion throughout its
useFul life.
To Stop the Engine.-Select neutral gear close the tbrottJe, and
turn the ignition switch to the
"OFF" position.
LUBRICATION
SYSTEM (Twin-Cylinder model)
The
Engine.-The engine is lubricated by acirculating system in
which oil
is drawn from a rc crvoir upplied under pressure to
various working
part of Lhe engine, and here·after returned to the
reservoir for Te-circulation. The system operates in the following
manner:-
The reservoir take the fonn of aump bolted to the underside of
the crankca c, and asupply pipc draws oil from this sump through
afilter and carries it to the oil pump. This pump, which
is of the
plunger type
is driven by aconnecting rod by an eccentric on the
camshaft,
and draws the oil through the supply pipe referred to
above, and delivers
it under pressure through drilled passages, first
to the offside crankshaft bearing
and then through oil-ways drilled
in the crankshaft itselfto the connecting rod big-cnd bearings. After
Lubricating the ebearings, the oil emerges into the crankcase in a
finely divided condition which is churned up into mist by the rapidly
rotating parts and spreads over the entire internal structure
of the
engine, thus providing lubrication for the connecting
rod small-ends,
the pistons, the cylinder bores, the nearside crankshaft bearing,
which
is aballrace, and the timing gear. The oil then condenses
into liquid form, and returns by gravity through afilter tray to the
sump. Aby-pas i
al 0taken from the pump supply, and this is
taken first to the camshaft and then through ametering hole in the
ofIside bearing to an external pipe which feeds it to the overhead
rocker spindles.
It then drains back from the rocker box lubric-
ating both primary drive and timing gears before returning
to the
sump.
The Iubrication system
is thus self-contained and [ully automatic
in action. It is quite foolproof and calls for no attention on the part
of the rider apart from the obvious precaution of checking the oil
in the sump at regular intervals by inspecting the dipstick (Fig. 7)
to ascertain
that the correct level is maintained.
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As seen in the maintenance instructions it is recommended that
the sump should be drained and refilled with fresh
oil cvery 2,000
miles. The sump should be removed for cleaning every
6,()(X) miles
and this involves raising the scooter on atrestle or acouple
of suit-
able boxes so that the twelve scrcws by means
of which it is bolted
to the crankcase may
be taken out. When this is done the filter tray
and also the supply filter should
be removed and thoroughly cleaned
by rinsing in paraffin.
Primary
Drjvc.-This consists ora clutch on the engine shaft coupled
to tbe engine shaft pinion which drives alarger pinion on the gear-
box mainshaft, thus giving the primary reduction.
The case forms part
of the engine lubrication system on the lwin-
cylinder models and after the initial filling there
will be no need for
furtber attention.
With the single-cylinder model the primary drive
oil level should
be checked periodically (sec page 4, Fig.
10).
Gearbox.- The gearbox has an entirely independent oil system which
is supplied through afilling orifice on top or the box (see Fig. 9).
There
is also aplug which determines the correct level. It is so
arranged that tbe larger
of mainshaft gears dip into it and piek up
sufficient
oil to churn it into mist for distribution throughout the
entire box, including the gearchange mechanism. The only main·
tenance necessary is to check the level at intervals as described under
"Routine Maintenance", and to drain and refill after prolonged
mileages
by which time the lubricating qualities of the oil may have
become somewhat impaired.
Rear
Drh·e.-The rear drive, which is by chain, operates in acast
aluminium oilbath chaincase, and it
is provided with an independent
oil supply which is controlled
at the correct level by the filler plug
seen
in Fig. 10. The level plug is so positioned that it ensures the
correct quantity
of oil being poured in.
The rear drive lubrication system requires no attention beyond a
periodical check
of the oj] level, together with draining and re-filling
when necessary as described under "Routine Maintenance".
Other
Parts.-Grease gun lubrication is provided for the brake cam
spindles, the front fork, the nearside rear suspension swinging arm,
and the foot gearchange pivot as outlined on page
11.
Other working parts which require lubrication arc packed with
grease during assembly and this should suffice until such time that
amajor overhaul becomes necessary.
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·OIL AND GREASE RECOMMENDATIONS
(twin-cytinder model)
gy oe pg
tUse S.A.E. 40 grade for tropical conditions.
SUMMARY OF ROUTINE MAINTENANCE
Weekly
Check the tyre pressures aud examine the treads (Fig. 13).
Oil atl exposed
joints and cables (Fig. 12).
Examine
the battery (Fig. 14).
Every J,ooO Miles
Grease the foot gearchange pivot pin (Fig. 11).
Grease the starter pedal pivot spindle (Fig. II).
Every 2,000 Miles
Grease the brake cam spindles (Fig. II).
Grease the nearside swinging arm bearing (Figs. 10 and 11).
Grease fork leg (Fig. 11).
Drain
and refill oil sump and check the oil level in gearbox and
rear drive (Figs. 7, 9 and 10). Also primary drive on two-stroke
model (Fig.
10).
Check the rear chain tension and adjust if necessary (page 14).
Check the contact breaker adjustment (lubrication, page 27).
Every 6,000 Miles
Remove
and clean oil sump and filters.
Drain and refill gearbox and rear drive (Figs. 9 and 10).
Drain and refill primary drive (Fig. 10). Two-stroke model only.
We strongly recommend atl scooter owners in the U.K. to take
advantage of the B.S.A. Service Voucher Scheme.
II
OIL
I
Engine, Gearbox, Primary
BRAND
and Rear Drive
GREASE
tSummer
Winter
I
,
B.P. S.A.E.30 S.A.E.20
Energrease
ENERGOL
L2
CASTROL XL
CastroJite Castrolease
LM
Esso EXTRA 20W/30 20W/30 Esso Muti-
Purpose G.H.
MOBILOIL AArctic MobiJgrease
I
MP
SHELL
XIOQ-30
Xl00-20
Retinax A
,
REGENT Havoline HavoJine
Marfak
IS.A.E. 30
S.A.E.20W
MultiourDOse 2
·For sin le-c
hnder two-stroke m d 1see a e 00.
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T E THAN MISSIO
lutch ontrol AdjustmeoL- indicated under Fig. 15 there must
be a po itive but nol "cess! c amount of fr play al tbe cLutch
Ie er in order to en ur that the lutch is properly in engagement.
This should amount to about iin. If it i le sthan thi there ia
Fig.
15.
Clutch
Control
Adjustmellt.
ri k of inadequate clearance at the clutch operating me hanism
in ide the primary dri due ttbe
nonnal wrking temperature
. e with epan ion
of the \\ ithdr \al mechani m and con equently
atendency for the clutch
10 sup. If the play ie c ive the clutch
Fig.
16.
Adjusting
the Clutch
Cable also
Throttle).
may not be free completely \hen the Ie er is pulled towards the
handlebar
or declutcblng and gear changing will be difficult.
There will al 0be atendency for the cooter 1creep forw rd when
12
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held stationary with the clutch disengaged, as for example at traffic
lights.
Adjustment
of the clutch cable to provide the correct amount of
play is carried out by means of the adjuster cable, see Fig. 16.
Fig. 17.
Rear Chain
Adjuster.
Slacken offthe locknut and screw the adjuster
out until the correct
amount of play is felt at the handlebars as indicated in Fig. 15. Then
retighten
the locknut.
Fig. 18.
Draining the
Primary Drive.
Clutch Spring
Pressure.-After very considerable mileages it may
be de irablc to increase the clutch spring pressure slightly in order
to cOllnLeract any wear
of the friction surfaces on the clutch plates.
It will be advisable for this adjustment to be carried out by aB.S.A.
dealer.
13
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rimary ri e.- he prim ry drive mpn 109 a pair of gears,
require no adju tment and the only maintenance needed ia regular
heck on the oil level on 1h t\\ -stroke model (e Fi. 10). To
drain the primary drive tilt the scooter a shown in ig. l .
ear Drive.-The rear drive is by atotally nclos d duplex chain
running in an oilbath and the rear procket incorporates avane-type
cush rive with ynth tic rubber in ert \hich requir no adjust-
ment nor ther ~ rm of maintenance.
n in peli nplug ig. 10 i provided rrt ling the cbain teo ion.
\bi h
should allow total up and down movement olin. 11'
inc rreet the tension can be reset by means I' the tensi ner ~ hieh
has an eteTOallocknut and actju ter. To adju trelease Ih locknut
)Fig. 17 llnd screw the adjuster (B) up or down until the correct
tensi nis btained. hen tighten the I knut and replace the in pec-
tion lug.
aiotain the oil uppl
de
crib d on page 10.
at its orrect Ie cl in the chainca e a
ig.
J9.
teerin
Head
Adjuster.
The teeri g Head.- he leering had is of unusally gcn'rou
dimen ion and robu t can tructi n that ha ing been corre Ily
adju d at th fact ry dUring manufa lur It 1 eldom likely to
require further djustment e cept afler very Ing priod of service.
.a
precaution /10' ever it should be tesled occasionally for play.
and ten ure that the handlebar rotiltc fr Jy. Place the cooter
on i central land. so tha the fr nt wheel i. I ar rom the ground,
tben a p the front ~ rk leg and attempt to push them back ar .
and rnvords. If any pia idetected Ihe sleering head require to
14
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be adjusted. Lf on the other hand there is any indication of stiffness
in the motion when the handlebars arc turned, this
will mean that
the setting
is somewhat on the tight side, and it should, of course,
be cased back slightly.
To adjust, remove the handlebar cover (Fig. 19) which is held by
two screws (arrowed) and release the clip bolt (c) and the locknut
(A). Then screw the adjuster (II) up or down, as the case may be,
until the adjustment is felt to be correct, (i.e. with just the least
perceptible amount
of shake when fhe fork legs are tested as de-
scribed above). Then, still holding the adjuster retighten the locknut
and test again to see whether the tightening process has disturbed
the adjustment. Finally tighten bolt (c) and replace the handlebar
cover.
THE SUSPENSION SYSTEM
Frollt
Suspcnsion.- This comprises two telescopic legs mounted side
by side on the left of the wheel and terminating
in asubstantial cast
aluminium housing which also accommodates the brake and wheel
spindle with bearings. The rear telescopic leg houses the suspension
spring while the other serves
as an hydraulic damper, and is filled
during assembly with grease. No maintenance
is required apart from
greasing (see Fig.
11).
Rear Suspension.- This is of the swinging arm type in which the ann
consists of the rear chaincase swivelling on alarge spigot mounted
concentrically with the gearbox mainshaft, and an auxiliary arm
bolted to it and swivelling on aspigot mounted on tbe primary drive
case, thus providing great lateral rigidity.
In operation under the action of road irregularities the wheel moves
up and down carrying the swinging arm with it and this movement
is controlled by asingle combined coil spring and hydraulic damper
unit, which
is supported at its lower end by asilentbloc bearing
carried on abolt between two lugs on the rear chaincase and
at its
upper end by asimilar silentbloc attached to the frame.
The spring requires neither lubrication
nor other attention, and
the hydraulic unit
is sealed and completely self-contained, so that it
also
is entirely automatic in action, the hydraulic fluid contained
within it being virtually everlasting.
If after considerable mileages
it is felt that the hydraulic damping
may not be functioning at full efficiency, it can
be easily withdrawn
for test by removal
of the two bolts through the silentbloes, but this
is an extremely unlikely contingency. If, however, it is taken out for
tbis purpose it should be submitted to your dealer, as dismantling
and reassembly are beyond the capacity
of the private owner, with·
out the aid
of special tools.
The swivel bearing for the chaincase portion
of the swinging arm
is automatically lubricated from the transmission, and agrease nipple
is provided for the auxiliary arm swivel bearing (see Fig. II).
15
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TIlE WH 'ELS
he wheel filted to th scooter are of the qui kly detachable and
interchangeable type. rc emblin in principl tho efitled to the
majorit of present-day car .
They are fi cd to their three attachment Iud by mean of conical
seated stud •.
oRemo tb Whee .-Plac the machine nits tand and by
maDs of the box- panner suppli din the toolkit undo the three nuts
(A) Fig. 20. ay the co tcr on il ide, and the wheel an then be
lifted clear.
Fig. 20.
Front Wheel
Removal.
o ttach tll ee. alread pointed ut the whe I ar inter-
hangeabl
but it mu tcnoted \ hm attaching that the respective
po 'itions fth front and rear ~ heel are the rever e of each other
i .. the conve ide of he wheel di cfaces the lefl, in the case of
the front wheel and the ri~hl in th ell e of the rear wheel ahown
in ig.21.
heel Bearing .-Tbe front hub i fi ted with ball journal bearing,
which are non-adju table, and pro ided lhat they arc correctly lubri-
cated they will run indefinitely without any at eotion hat oever.
or this pucp e the bub ipacked vitb grea e during em I at
the factory ilnd this should la t Ii rver con iderable mileage. II
can be repleni hed 'i h n necessary by un crewing the end cap Fig.
20 filling it with grease
and sere ing it on again lightly. This cap
110 aleft-hand thread.
Tn the c. of the rear heel thi icarried on aflang forming
part of the rear dri e pindle to which the rear prockel j coupled,
and tIri pindle run on two large ball journal baring hou ed in
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· Th ebearing r quir no adjustmenl nd they
lubricate-d by lhe oiling ytern perating inside
Dr e .-Botb brak are of the cam- peraled internal panding
lyp with cable control and the corr et etring is obtain din the
nonnal mann rby mean of the abl adjustment seen in igs. 13
and 12 for fr nl and rear re p ti Iy. Wb n a bra eiorrect1y
adjo ted
ther hold be asmall am unt of play in the cable. repre-
nted by afre mov ment
of aboul in. at Lbe lever or pdal before
the brake
op Tati n i ~ It to becom fTcctive wben th handlebar
lever
is pulled rth pedal idepre ed. If th r i an execs ive
amount of free mvement due lo wear at the brake ho lining
lhi hould be rtined yreleasin th locking
nut and rewing
adju ter
B) ut until the corr ttling iobtained tber after re-
locking nUl ( ).
Wben all th adju tment ha ben lcn up in lhi manner after
aconsiderabJ mil ge and numerou r - etlings it will ban indica-
tion
that the linings are exces ively worn and require replacement.
Fig.2l.
Right way
roundfor
Wheels.
17
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Valve learnnce dju tin nt.-This is commonly known a ta pet
adjustment, but the name does not properly apply in this ca ebe-
cause the adjusting pin are mounted directly abov the valves at the
ends of the overhead alve r ker. 0tach the parking plug leads.
cce to
the rocker and valve gear is obtained when the rocker box
cover iremoved. It is held b tw nu and joint wa h r i ro id d
frsealing purpo e sec Fio, 23). lfthis .. vasher hould be damaged
\ hen r moving Lhe co r it will ba c to be replaced by a ne one
but jf it is found to adher firmly to the face of the ylindcr head
or to the cover itself so tbat it r mains in osition wl1l.:n the cov r
i Lifted there \\ ill be nneed to di Lurb-it.
ig.22
Rear Bl'okl!
djus/men'.
AB
Turn the engine by mean of th.e kick tarter r by rolating the
~e r \ heel \ith top gear ngaged until va! e number one (Fig. 23
I fUlly open. Valve numb r four will then be in lhe c rreCL po. ilion
for
checking iclearance. heck all the al es in thi way in ace rd-
ance \ ith the tabl below. his operation hould ah t'ys be carried
out when the engine i cold i.e. at almo pheric temperature and
under these condition the correct I c;; clearance ar .003 in.
OR
..... 1&> ......... 1. G
h n . 1 valve jfully open check o. 4val e.
When o. 2
lei
fully open cn ck
0.3
'aJ e.
When
o. 3valve ifully
open heck 0.2
aJ e.
Wh
11 No.4
alve jfully
open cb ck o. 1 val
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The clearances are rna tconveniently checked by means of afeeler
gauge inserted between the end
of the valve stem and the adjusting
pin in the rocker, aseen in Fig. 23.
If the clearance is found to be incorrect it should be adjusted in
the following manner. With the tappet spann rsupplied in the tool-
kit, release the locknut (8), and while holding this
nut with the
spanner apply the other tappet spanner to the square head
(A) on
the adjusting pin.
Turn this to the right or left as the case may be,
until the correct clearance
is obtained when tested with the feeler
gauge. When the correcl clearance has been found in thi manner
retighten locknut
(n while holding the adjusting pin with the other
spanner. After firmly retightening the locknut check the clearance
again to see that it has not altered during the tightening process.
The operation
of valve clearance adjustment is completed when the
rocker box cover
is replaced and its two fixing nuts firmly tightened.
Fig. 23.
Tappet
Adjusfmel1t.
Dccarbonisation.-Decarbonisation should only be carried out when
there arc definite symptoms
that exec sive carbon build-up in ide the
engine is interfering with pcrformance. Thc usual symptoms are an
increased tendency to "pink" (a metallic knocking when under a
heavy load) and ageneral falling off
in performance with atendency
for the engine to run hotter than usual.
It icustomary to attend to the valvc during decarboni ation as
tl1is provides arcasonable intcrval between valve overhaul, and
avoids the necessity for dismantling the cnginc specially for tbis
purpose
at alater date.
Before extensive work can be done on the engine it
is necessary
to remove
the body valances as shown in Fig. 8.
Detach the parking plug leads and remove the rocker box cover
as described above, dctach thc oil feed pipes to the rocker assembly.
Dismantle the
air dncting urrounding the cylinder head and dis-
19
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