R E P A I R MANUAL

for the MZ RiIotor-cycle

ETZ 250

v i t h 201 i l l u s t r a t i o n s

2nd

29 d r a w i n g s of s p e c i a l t o o l s

VEB MOTORRADWERK ZSCHOPAU

Bttrieb des IFA-Kombinats Zweiradfahneuge
The ETZ 2,5O'hIZ Motor-cycle is a product from VEB Motormdwerk Zechopau,
Betrieb dea IPA-Kombinate Zweirad Pahraeuge

Thia Repair Msnual was m i t t e n by a group of engineers i n t h e enploy of

t h e manufacturer.

A l l r i g h t s reaerved

VEB FACHBUCEIQERLAG LEIPZIG

Dead l i n e : &y 15, 1981

Photomechanical print: Salzland-Druckerei StaSfurt

SG 157/40 /82
RH ET2 250, engligch
I n t h e h i g h l a t i t u d e s o f Finland, i n the parching heat of Africa, an,d under t h e most
d i f f e r e n t o p e r a t i n g c o n d i t i o n s , MZ Motor-cycles run t o t h e s a t i s f a c t i o n of t h e i r

To ensure t h a t t h e v e h i c l e s remain In p e r f e c t working o r d e r and r e l i a b l e in s e r v i c e

a f t e r a l o n g period o f o p e r a t i o n , i n v o l v i n g a c e r t a b arnonnt o f wear, we i s s u e t h i s
Repair Manual t o g i v e t h e n e c e s s a r y i n s t r u c t i o n s t o o u r MZ-Workehops a t home and abroad.

Repair work i s a m a t t e r of confidence i n s e v e r a l r e s p e c t s :

The s a f e t y o f t h e d r i v e r depends on t h e r e l i a b i l i t y o f t h e mechanic and h i s

e x c e l l e n t workmanship.
F i n d i n g t h e a c t u a l cause o f t h e *trouble ensures t h a t no m a t e r i a l i s wasted and
l a b o u r c o s t s a r e r e s t r i c t e d t o a minimum.
From t h e s e items, t h r e e advantages r e s u l t :
1. no retouching work,
2. s h o r t times o f i n o p e r a t i o n and
3. low r e p a i r c o s t s !

Good workmanship i n r e p a i r s l a r g e l y depends on t h e use of t h e s p e c i a l t o o l s and means

recomended by NZ. We should l i k e t o u n d e r l i n e t h a t e s p e c i a l l y s e l f - s e r v i c e workshops
and amateur c o n s t r u c t o r s should b e a r t h i s i n mind t o avoid c o n s i d e r a b l e a d d i t i o n a l
e x p e n d i t u r e of l a b o u r and m a t e r i a l .

O u r a u t h o r i s e d IldZ-Workshops may purchase t h e s p e c i a l t o o l s from t h e MZ Spare S a l e s

Department - f o r amateur c o n s t r u c t o r s and t h e l i k e , however, t h e r e i s only t h e
p o s s i b i l i t y of c o n s t r u c t i n g them w i t h t h e h e l p of t h e s k e t c h e s given i n S e c t i o n 8.2.

We hope t h i s Reference Book o f f e r s t h e r e q u i r e d information t o t h e s t a f f s o f t h e

workehops c o n t r a c t e d f o r s e r v i c i n g our products a t home and abroad, and t o t h e f r i e n d s
of MZ motor-cycles throughout t h e world; and we r i e h good s u c c e s s t o each and a l l .

VEB NBD'PORRADWERK ZSCHOPAU

B e t r i e b des IFA-Kombinah Zweiradfehrzeuge
S e r v i c e Department
 Page

1.2. ~aiburetter ................................................

1.3. .......................................
....................................................
E l e c t r i c a l Equipment
Y
9
1.4.
1.5.
t 6..
Gearbox
Power Transmission
Cycle P a r t s
.........................................
...............................................
50
10
10
1.7. Weights ....................................................
................................................. 11
' 8.
i 9... Capecities
Dimensions. Measured Values. Diagrama ..................... 11
11
2 . Fuel. Lubricenta md Fluids ..................... .........
.................................................. A 13
2.1.
2.2.
Fnnl
.... ............
...................................
!l%-stroke Engine O i l f o r Fuel-Oil Mixture ;
13
'3
2.3.
2.4.
O i l Capacity f o r Gearbox
.................................
L u b r i c a n t s f o r Cycle F a r t s
-- ......................
13
13
2.5.
2.6.
Shock-absorber O i l
Shock-absorber O i l ......................
Telescopic Fork
..............................
Suspension U n i t s
13
13
2.7. Lubricant f o r Contact Breaker 13
2.8. Brake Fluid .......................................... 13
3
3.1.
Di$assembly of t h e Engine
Preliminaries
..................................
..............................................
3.1.1.
3.1.2.
Notor-cycle Right-hand Side ................................
...................................
~ e m o v i n gt h e c a r b u r e t t e r
3.1.3.
3.1.4.
Unhooking t h e Clutch Cable Control and Replacement
Demounting t h e Engine
.........
.....................................
3.2.
3.2.1.
Diemantling t h e Engine
Preliminaries
.....................................
3.2.2. Removing t h e Clutch Cover ..................................
............................................a.

Dismantling t h e Clutch and Primary Drive ...................

3.2.3.
3.2.4.
3.2.5.
...............................
Dismantling t h e K i c k - s t a r t e r
Dismantling t h e Clutch Actuating Mechanism .................
3.2.6.
3.2.7.
Demounting and Mounting the Clutch
Demounting t h e Cylinder Assembly
.........................
...........................
3.2.8. Dismantling t h e Engine Dynamo S i d e .........................
................ .........
3.2.9.
3.2.10.
3.2.11.
S e p a r a t i n g t h e Two Housing Halves
Dismantling t h e Gear-shift Mechanism and t h e Gearbox
Pressing-out t h e Crankshaft
.......
.................................
3.2.12.
3.2.13.
Dismantling t h e Geerbox Bearing: ............................
...............
P u l l i n g t h e 6306 Bearing from t h e Crankshaft
3.3.
3.4.
Cleaning a l l Engine Partls
Checking f o r Wear
..................................
..........................................
3.4.1.
3.4.1.1.
Clutch and Clutch Operating Mechanism
Primary Drive
......................
..............................................
3.4.1.2.
3.4.2.
............................
I n e v i t a b l e Wear on K i c k - s t a r t e r
...........................
Gears. S h a f t s and S e l e c t o r Forks
3.4.2.1.
3.4.3. Crank Assembly
.......
Gear-shift S h a f t w i t h Control Member a n d Control Stop
.............................................
3.4.3.1.
3.4.3.2.
Cylinder and P i s t o n........................................
Control Measurement o f P i s t o n and Cylinder .................
3.4.3.3.
3.4.3.4. P i s t o n Rings
...........................
Removal of S l i g h t P i s t o n S e i z i n g
...............................................
3.4.3.2.
304.3. . Cylinder Head
Crankshaft
..............................................
.................................................
3.4.4.
3.4.5.
Case and Packings ..........................................
Radial Grooved B a l l Bearing f o r Crankshaft and Gearbox .....
4 . ......................................
Aesernblina t h e E n ~ i n e
..............................................
4.1.
4.1.1.
4.1.2.
Preliminaries
...........................
S e l e c t i o n of P i s t o n and Cylinder
Regeneration of t h e Cylinder ...............................
4.1.3.
4.1.4.
4.1.5.
Bearings and S e a l i n g Rings
Pre-assembly of t h e Gearbox
.................................
S e l e c t i o n of t h e Needle Bearing f o r t h e Gudgeon P i n (New P a r t s
................................
4.1.5.7.
4.1.5.2. Completing t h e Output Shaft (B)
.............................
Completing t h e Drive S h a f t ( A )
............................
4.1.5.3. P l a c i n g t h e Twu Gear S h a f t s i n t o t h e Asaernbly C o n t a i n e r
4.7.5.4.
29-50.017 ..................................................
Preassernbly of t h e Left-hand Housing Kalf ..................
4.2. Motmting t h e Crankshaft, t h e Gearbox and t h e FooB-operated
Gear-shift Shaft ...........................................
.................
4.3.
4.3.1.
4.4.
Momting t h e Right Housing R a l f ...........................
Pre-assembling t h e Right-hand Housing Half
Mounting Pieton. Cyiinder and Cylindza Head ................
4.401.
4.4.2.
........................................
P i s t o n and C y l i n d e r
Cylinder Head and R a t i o of Compression ....................
4.5. Momting t h e Primary Drive .................................
 Page
Drive Gear for Gearbox (68 teeth) .........................
............................................. 37
Clutch Driver
Measuring and Adjusting the End Play of the Clutch Driver .. 37
38
38
Mounting the Clutch
..................
................................b......

........................
Completing and Mounting the Clutch Cover 38
Mounting the Kick-starter Assembly
...................
.................................
Mounting the Clutch Actuation Mechanism
38
$0
40
Mounting the Clutch Cover
Rough Adjustment of the Clutch ............................
.................................... 40
Clutch Fine Adjustment
Drive for Speedometer .....................................
Oil Supply for the Lubrication of the Crankshaft Main
41
41
Bearings and Shaft Seal Rings
Lubri'cation of the Gearbox
.............................
................................ 41
42
Assembling Faults .........................................
Mounting the Engine in the Cycle Parts .................... 42
42
Cycle Parts ...............................................
...... 43
44
Mounting of the Rear-wheel Swing-fork .....................
Rear wlheel Springing and Rear Elastic Engine Mounting
Replacement of the Rubber Bearing .Rear-wheel Swing-fork .. 44
44
Demounting and Mounting the Swing Bearing Bolt ............
Mounting the Rear Swing-fork Including Engine Suspension .. 44
45
Rear Engine Suspension ....................................
Repair of the Suspension Units ............................ 45
46
Engine Suspension at Cylinder Head
Telescopic Fork
........................
........................................... 47
47
Steering Bearing .........................................
Criteria for Dismantling the Telescopic Fork .............. 48
49
Demounting and Mounting the Complete Telescopic Fork
Demounting and Mounting the Telescopic Fork Members
......
....... 49
50
Dismantling the Telescopic Fork Members Removed from
the Vehicle ...............................................
Mounting the Telescopic Fork Kembers Removed from the
50
Vehicle and Checking for Wear .............................
Funotional Test of Telescopic Form ........................ 52
Fuel Tank .................................................
Fuel Shut-off Cock ........................................
53
54
54
Rear-wheel Drive and Rear-wheel Hub
Dismantling the Rear-wheel Drive
........................
.......................... 55
56
Speedometer Drive .........................................
Changing the Wheel Bearings ............................... 56
Brakes ....................................................
Internal Shoe Brake .......................................
57
57
Disk Brake for the Front Wheel
Secondary Chain
............................
...........................................
57
a:
Exhaust System ............................................
Aligning the Wheels. Balancing the Front Wheel ............ 63
64
Cable Controls ............................................ 64
Electrical Equivment ......................................
Three-phase Dynamo ........................................
65
Mode of Operation .........................................
65
Technical Data ............................................
65
Technical Characteristic
Fault Diagnoses ...........................................
.......d.......................... sa
68
Behaviour of the Charging Control Light ................... 68
Measuring Instruments ..................................... 68
Measurements at the Vehicle ............................... 68
Use of an Oscillograph .................................... 68
Fault Localisation ........................................
Demounting from the Vehicle ...............................
71
Demounting the Three-phase Dynamo .........................
72
Demounting the Rectifier ..................................
72
Demounting the Three-phase Dynamo .........................
73
Stator with Retaining Cap .................................
73
Rectifier .................................................
73
Checking the Components ...................................
74
Checking the Rectifier ....................................
74
Testing the Stator .......................................
74
Testing the Rotor .........................................
75
Checking the Length of the Carbon Brush ...................
75
Aseembling Instruction ....................................
75
Important Information .....................................
75
75
 Page
Regulator .................................................. 76
.................................................. 16
Mounting
Maintenance . .............................................. 76
)
................................................. 76
Adjuatrnent
.......... ......................... 76
r
....................................................
Damagesand their Causes
77
Battery
Ignition ..................................................
Ignition Coil ............................................... 77
77
Contact Breaker ............................................ 78
............................................ 7808
Ignition Timing
Sparking-plug ..............................................
Ignition Line Connector (Sparking-plug ConnecCor) ........... 80
Troubles in the Ignition System ............................ 8810
.............................
Headlamp ...................................................
Lighting and Signalling System
........... 81
Ignition-light Switch ......................................
Combined Stop-Tail-Number-plate Lighting Fitting
..........................
83
83
84
Stop-light Switch ..........................................
Switch Combination at Handle-Bars
Flashing-light Direction Indicator System
84
................... 85
Horn ................................?....................
............................................ 85
Circuit Diagram
Instruments and Tell-tale Lights ...........................
7 . Induction Byetern ........................................... 89
Description and Function of the System ..................... 89
Air Filter ................................................. 90
'(.l.
7.1.1.
7.1.2. Intake Silencer ............................................ 90
7.1.3. Connecting Piece at Carburetter ............................ 90
7.1.4. Carburetter ................................................ 90
7.1.4.1. Design and Function of the Carburetter ..................... 90
Fuel Level Basic Adjustnenf ................................
Fuel Level - Fine Adjustment ..........+ .................... 93
7.1.4.2. 92
7.1.4.3.
7.1.4.4. Idling Adjustment .......................................... 94
7.1.5. Intake Connection .......................................... 94
7.2. Fault Localisation ........................................ 94
Too Lean a Mixture .......................................... 94
Too Rich a Mixture ......................................... 95
7.2.1.
7.2.2.
S~ecialTools .............................................. 96
List of Special Tools ...................................... 96
8.
Drawings of Special Tools .................................. 98
8.1.
8.2.
9. Tightening Torques .Engine ................................. 120
10 . Tinhtenina Torques .Cycle Parts ........................... 120
 Fig. 1. ET2 250 w i t h d i s k b r a k e

Pi, 2. ETZ 250 w i t h drum b r a k e i n s t a n d a r d d e s i g n

Fig. 3. Exploded v i e w of the engine EM 250
1.1. En~ine
Engine type EM 250
Cycle two-stroke reverse scar'enging
Cooling system air-cooled (relative wind)
Number of cylinders
Stroke / bore
Swept volume
Ratio of compression
Compression volume of cylinder head
(when assembled) about 26 cm3
Maximum output (at about 5,500 rpm) 15.5 kW (21 hp)
Maximum torque (at about 5,200 rpm) 27.4 Nm (2.8 kpm)
Lubrication petroil lubrication 50 : 1
(or, for selected export countries, by means
of oil proportionating pump)
Connecting-rod bearings cage-type needle bearings for big end and
gudgeon pin
Crankshaft' main bearings 2 bearings 6306 C 4 f
1 bearing 6302 C 3 f
Timing angle
Induction 155' crank angle
Transfer 123' crank angle
Ekhaust 180' crank angle

1.2. Carburetter BVF' 30 B 2-5

Transfer port 30
Matn jet 130
Needle jet 70 (with cross bore)
Partial-load needle C 6 with 5 notches
Needle position from top 3 to 4 l) (4th for running-in period)
Starting jet 90
Slow-running jet 45
Float valve 20
Slow-running air screw about 1 revolution open
Throttle-valve, valve opening 5 mm

1.3. Electrical Eauipment

Ignition battery ignition
Ignition timing 3*0-~.5 mm before T.D.C. G 22'
V 15' -2' angle
crank
1mm
Contact breaker points gap 0.3 e.
Sparking-plug M 14-260
Electrode gap 0.6 mm
Dynamo 12 V, 210 W, three-phase current
Rectifier silicon semi-conductor in three-phase
bridge circuit
%gulator single-syetem regulator, temperarure-compen-
sated, poeitive-regulating
Battery 12 V, 9 Ah
Ignition coil 12 V, miniature ignition coil
Headlamp light opening 170 mm in diameter,
aeymmetrical passing bemm
Stop, tail and number-plate lighting
-
fitting light opening 120 mm in diameter

1) Besides the driving habit, the sparking-plug appearance is decisive

for the setting.
 Ha rn under t h e f u e l tank
Direction i n d i c a t o r 4-lamp f l a s h i n g - l i g h t eystem
Switchee
Ignition-light switch i n Fns%rament pod
Switch combination a t handle-bare dimmer e w i t c h , d i r e c t i o n i n d i c a t o r syetem,
e l e c t r i c horn, by-pass l i g h t s i g n a l
s t o p - l i g h t ewitch i n rear-wheel hub and fro&.-wheel hub o r
brake master c y l i n d e x
E l e c t r i c bulbs
Headlamp W (twin-filament) TGL 11 413
Parking l i g h t W cap pa 9 s FGL 10 833
Stop l i g h t W cap Ba 15 S TGL 10 833
Direction i n d i c a t o r W cap Ba 15 e TQL 10 833
Tail light W cap Ba 15 e TGL 10 833
Charging c o n t r o l l i g h t . W cap Ba 7 e TGL TO 833
Idling indicating light W cap Ba 7 e TGL 10 833
High-beam h e a d l i g h t i n d i c a t o r W cap Ba 7 S ML 10 833
C o n t r o l of d i r e c t i o n i n d i c a t o r W cap Ba 7 S TGL 10 833
Speedometer i l l u m i n a t i o n W cap Ba 7 s TGL 10 833
Fuse a
Main p r o t e c t i o n ( 2 f u s e s ) f u s e l i n k 16 A
D i r e c t i o n i n d i c a t o r system fuselink 4 A
Dynamo (l$ne DF) miniature fuae 2 A

. 1.4, Gearbox
Clutch on t h e left-hand end of c r a n k s h a f t - in oil
b a t h ( 5 f r i c t i o n d i a k s w i t h cork p o r t i o n s )
G e a r - s h i f t eystem foot-opereted
Number o f speeds 5
Gear r a t i o s
l e t speed
2nd speed
3rd speed
4 t h apeed
5% speed

1.5. Power Transmiseion

Tranemission
Engine -gearbox 2.43 : 1
by h e l i c a l g e a r s 28 : 68 t e e t h
~r&mnieeion
gear -r e a r wheel 19' : 48 t e e t h E 1 : 2.52 ( s o l o o p e r a t i o n '
1 : 3.2 (side-car operation)
15 : 48 t e e t h f
by r o l l e r c h a i n 0.8 B-1-130 TGL 11 796
(12.7 mm X 7.75 mm X 8.51 mm, 130 r o l l e r s )
f o r solo operatian
0;8 B-1-128 TGL 11' 796
(12.7 mm X 7.75 mm x 8.51 mm, 128 r o l l e r s )
f o r side-car operation
Total gear r a t i o
f s t speed
2nd sgeec?
3rd apead
4th s p e s d
5 t h speed
1.6. Cycle T a r t s
Frame c e n t r a l t u b u l a r frame (welded r e c t l m g u l a r
section)
Engine suspeneion t o p a t c y l i n d e r head and r e a r a t o a e i n g
Steering angle 63 degrees
Caetor 95 mm
 !Cype o f e p r h g i n g
front C.elescopio f o r k n l t h o i l - h y d r a u l i c damping,
bpring d s f l e c t i o n l 8 5 mm .
rear suspension u n i t e w i t h e p r i n g load and
o i l - h d r a u l i c -ping, s p r i n g pre-load
a d a b , s p r i n g d e f l e c t i o n 105 mm
Wheels wire-epoke wheele w i t h n o n - o f f e e t spoke8
Rfm s i z e
' front
rear
!Pyres
front
rear
Tyre i n f l a t i o n p r e e e u r e
solor front
re-
w i t h p e r m i e s i b l e t o t a l load:
front
rear
Brakes
front drum brake, diameter 160 mm
width of l i n i n g 30 mm
a c h t s t l o n by c a b l e c o n t r o l
o r h y d r a u l i c s i n g l e - d i s k f i x e d e a d d l e brake
brake d i s k diameter 280 mm
rear drum brake, diameter 160 mm
width o f l i n i n g 30 m
a c t a & i o n by l i n k a g e
?

1.7.. . Weights
W.eight unladen ( w i t h f u e l and t o o l s ) 157 kg ( d e s i g n with drum brake, f r o n t )
153 kg ( d e s i g n with d i s k brake, f r o n t )
p e r m i s s i b l e t o t a l weight: 330 kg

1.8. Ca~a-cities
Gearbox 1,000 cmJ o f g e a r o i l SAE 80
Fuel t a n k 17 1 of f u e l - o i l mixture, i n c l u d i n g
1.5 1 o f r e s e r v e
O i l reservoir f o r o i l proportionating
system 1.3 1
Telescopic f o r k 230 cm3 of damping f l ~ i d ' ~ emember.
r

1.9. Dimensions. Measured Valaee. Mamams

M a x i m u m speed 125 t o 130 km/h depending on load, weather
c o n d i t i o n s and s i t t i n g p o u i t i o n
~ c c e l e r a t k o nfrom 0 t o 80 km/h 6.6 S
Fuel consumption 3.5 t o 5 1/100 km
 Fig. 4
Pull load characterietice
of the engine EM 250
Drshzahl in U/min = speed in
rpm
Dr ehmoment = torque
Kraftstoffver-
brauuh = fuel
conaumption
Leist ung = output

Pig. 5
~peed/gear diagram
ETZ 250 -Solo
Geschwindigkeit v in km/h =
epeed v in km/h

Pig. 5t%
Speed/geer d i a g r c l l ~
BTZ 250 -
aide-car dsefgn
Qeechwlndfgkeit v in km/h P

apeed v in km/h
2.1. Fuel
According t o t h e d e s i g n o f t h e engine, a
p e t r o l of an octane r a t i n g of a t l e a s t
88 ( i n t h e GDR a b b r e v i a t e d a s "VK 88")
should be used.
I n c o u n t r i e s o t h e r t h a n t h e GDR, t h e use
of a f u e l w i t h a s i m i l a r r a t i n g i s
recommended.
2.2. Two-stroke Engine O i l f o r
Fuel-Oil lYlfxture
Engine ofE i s added t o p e t r o l i n t h e
RATIO o f 1 : 50
(e.g. 0.2 l i t r e s of engine o i l a r e
added t o 10 l i t r e s of f u e l ) .
The mixing r a t i o of 1 : 50 a l s o a p p l i e s
t o t h e running-in period.
The two conrod b e a r i n g s , t h e c y l i n d e r
l i n e r and t h e 6306 c r a n k s h a f t main
bearings a s well a s the piston a r e
provided w i t h o i l by t h i e simple and
r e l i a b l e system o f pe*oil lubrication.
Experiences g a t h e r e d i n t h e course o f
many y e a r s have shown t h a t i t i s a d v i s -
a b l i t o use
TWO-STROKE ENGINE OIL MZ 22
i n t h e GDR. T h i s a d d f t i v e - t y p e o i l
meeta t h e f o l l o w i n g requirements:
v i s c o s i t y a t 50 'C 20 t o 25 c S t
pour point' maximum - 30 O C
It c o n t a i n s a d d i t i v e s which e f f e c t a
high t e m p e r a t u r e and p r e s s u r e re-
s i s t a n c e . Limited tendency t o coking;
prevention of carbonaceous o i l depo-
s i t s o r d i s s o l v i n g them. Wear r e d u c i n g
and c o r r o s i o n p r e v e n t i n g p r o p e r t i e s .
Contains l e a d - s e p a r a t i n g a g e n t s pre-
v e n t i n g whisker formation i n spcrrk-
ing-plugs.
FOR MZ MOTOR-CYCLES I N OPERATION I B
COUBTRIES OTHER THAN THE GDR
i t i s a l s o a d v i s a b l e t o use only
tow-stroke engine o i l s which p o s s e s s
t h e s e p r o p e r t i e e (e.g. S h e l l 2 T,
C a s t r o l 2 T Aral 2 T, Mix01 "Sw,
LT-2T, 8 t c . j .
2.3. O i l Capacity o f Gearbox
For gearbox and rimary d r i v e , an
m o u n t o f 900 cm9 o f IGL 60. g e a r
o i l i s r e q u i r e d . This i s an a d d i t i v e -
t y p e g e a r o i l which i s u i t a b l e f o r t h e
l u b r i c a t i o n o f change-speed gearbox and
a x l e d r i v e s . It i s an a g e l n g - r e s i s t a n t
refined lubricating o i l with additives
f o r an i n c r e a s e o f t h e load-bearing
c a p a c i t y and a r e d u c t i o n o f wear.
It has f a v o u r a b l e low-temperature
p r o p e r t i e s and meets t h e
f o l l o w i n g t e c h n i c a l requirements:
v i e c o s i t y a t 50 'C 53 t o 6 8 c S t
(correeponds t o
8 06 roughly)
poar p o i n t maximum - 25 'C
f l a s h point 180
water content 0.1 %
En-co_uyt~ies-other-t_ha~4hg GDFJ,-egggg o_ii
SAE 20-0: 40-0: gegr-o&l_SqE-80 wiih-simi-
l a y ~ r g 1 p r 4 i e s - s h o g l 4 be-used,
2.4. L u b r i c a n t s f o r Cycle P a r t s
The f o l l o w i n g l u b r i c a t i o n p o i n t s of t h e
c y c l e p e r t s must be l u b r i c a t e d w i t h
"Cenitol +k2" o r " C e r i t o l +k3" a n t i f r i c t i o n
b e a r i n g grease:
S t e e r i n g b e a r i n g , wheel b e a r i n g s , bearing
f o r r e a r wheel d r i v e , secondary c h a i n , brake
cams and brake shoe b e a r i n g s , foot-operated
brake s h a f t and speedometer d r i v e ( t h e two
l a t t e r i t e m s o n l y when being mounted o r
repaired).
This a n t i f r i c t i o n b e a r i n g g r e a s e has a drop
p o i n t o f about 130 t o 150 C , can be used
f o r a temperature range from - 20 t o + 100
'C, and i s w a t e r - r e s i s t a n t a t + 50 OC.
Ihr COUBTRIES OTHER THAN THE GDR, an a n t i -
f r i c t i o n b e a r i n g g r e a s e of s i m i l a r
c h a r a c t e r i s t i c s should be used.
2.5. Shock-absorber O i l -
T e l e s c o u i c Fcrk
A s damping l i q u i d , a mixture o f
45 p a r t s of shock-absorber o i l and
1 p a r t o f molybdenum d i s u l p h i d e
should be used.
Shock-absorber o i l v i s c o s i t y :
8 t o 11 c S t a t 50 'C corresponde t o
1.65 t o 1.92 'E a t 50 'C.
2.6. Shock-absorber O i l - Susvension U n i t s
Shock-absorber o i l WITHOUT ADDITIVES of t h e
above v i s c o s i t y i e only used. The damping
v a l u e s of t h e Celeecopic f o r k and t h e s p r i n g -
loaded suspension u n i t s a r e based on t h i s
v i s c o s i t y . S p r i n g i n g and r o a d a b i l i t y w i l l
be impaired i f shock-absorber o i l s o f a
d i f f e r e n t v i s c o s i t y w i l l be used.
2.7. Lubricant f o r Contact Breaker
wUnterbr81ws p e c i a l o f 1 f o r c o n t a c t breaker,
v i s c o s i t y 700 t o 1,300 cSt a t 50 'C.
2.8. h a k e Fluid
For t h e d i s k brake, t h e brake f l u i d known
$8 "Karipol grtinw o r - i n c o u n t r i e s o t h e r
than t h e GDR -
brake f l u i d SAE 70 R 3 o r
SAE J 1703 ( f o r d i s k brakes) have t o be
used.
The a b b r e v i a t i o n "'RfoF" used below means
width o v e r f l a t s of t h e t o o l ( s p a n n e r )
kequired.

3.1. Preliminarie~
It i s a d v i s a b l e , b e f o r e s t a r t i n g t h e d i s -
assembling o p e r a t i o n s , t o d i s c o n n e c t t h e
b a t t e r y and t o remove i t . During t h e
r e p a i r p e r i o d , i t can be s e r v i c e d . When
t h e motor-cycle i s k e p t i n t h e workshop,
t h e two f u s e s must be removed from t h e
f u s e s t r i p under t h e right-hand
panelling.

During t h e f o l l o w i n g work, t h e o i l i s
allowed t o d r a i n from t h e gearbox
(remove t h e o i l d r a i n p l u g (2) and
unscrew t h e lower f a s t e n i n g s c r e w ( 1 )
o f t h e c l u t c h cover). .
NOTE: The g e a r - s h i f t mechanism
d e t e n t screw (3) does n o t
serve f o r draining o i l !
Fig. 7 . Right-hand s i d e o f motor-cycle
A f t e r having p u l l e d o f f t h e c a b l e s ( l ) ,
unscrew t h e b r u s h h o l d e r ( 2 ) . A f t e r
l o o s e n i n g t h e f a s l e n i n g screws (31, t h e
e t a t o r can be removed. Using a box
s p a n n e r (Wol 131, l o o s e n t h e f a s t e n i n g
screw o f t h e cam of t h e dynamo. Sense of
r o t a t i o n o f t h e spanner i s o p p o s i t e t o
t h e r u n n i n g d i r e c t i o n of t h e engine.
Then, t h e cam can be p u l l e d o f f when
s l i g h t l y s h a k i n g t h e f a s t e n i n g ecrew
(thread M 7 ) .

Fig. 6. Draining t h e l u b r i c a n t from

gearbox and c l u t c h

3.1.1. Motor-cycle Right-hand S i d e

A t t h e ringht-hand s i d e -of t h e
motor-cycle, t h e o p e r a t i o n s f o r removing
t h e exhaust system a r e s t a r t e d :
( 1 ) Remove t h e union n u t from t h e Fig. 8. Removing t h e s t a t o r
c y l i n d e x by means of a hook s p a n n e r , from t h e dynamo
( 2 ) Remove t h e exhsust p i p e clamp from
t h e f r o n t of t h e engine (WoF 131,
( 3 ) Take o f f t h e h o l d i n g b r a c e from
t h e s i l e n c e r r e a r (WOF 13) a d
( 4 ) t h e dynamo cover (hexa o n a l
socket-head b o l t WoF 5f.
 Extractor 02-MIR 39-4( 1) loosens rotor
from cone of crankshaft (apply a blow with
your hand on handle in the direction of
rotation of engine). For the amateur con-
structor, a M 10 X 100 mm hexagon-head
screw will do good service.
Pnll the carburetter togethgr with induo-
tion socket from the stud bolts at the
cylinder, turn to the left and pull out
of the induction tube (rubber).
3.703- Unhookin~the Clutch Cable
Control and Replacement
Remove protective cap (rubber) from cas-
ing of cable control holder (21, push
along Bowden cable and take out the plug-
type-nipple.
'Unscrew casing for cable control holder (2)
from clutch cover (WoF 19) and u ~ halong
cable for 5 cm. ndw the n i m l e ?4) of
the ~owden-cablecan be nnhooked from the
tie rod.
In the "deluxe modelw, the drive shaft for
speedometer must be unscrewed before
removing the engine

Fig. 9. Removing the rotor of dynamo

Open the secondary chain.connectipg link
at front end of sprocket on drive shaft,
using flat-nosed or combination pliers.
Pull chain protecting hoses with chain
from the engine towards the rear.
3.1.2. Removing the Carburetter
After closing the fuel shut-off cock and
withdrawing the fuel feed hose, the
carburetter can be dismantled. Pig. 11. Clutch cable control
Tequence of operationsr
(1) Pall the protective rubber cap and 3.1.4. Eemountinn, the Engine
unscrew starting carburetter actuation
(WoF 14) under it
(2) Unscrew carburetter casing cap and
draw it out with piston valve
( 3) Loosen the clamping connection carbu-
retter/induction pipe (screwdriver)
(4) Loosen nuts (WoF 10) of the in-
duction pipe connection

Fig. 12. Dismantling the engine or

Fig. 10. Dismantling the carburetter replacing the cylinde='
 Demo tinting t h e engine : L2.3. Dismantlina t h e C l u t c h an&
- Remove two n u t s (WoF 13) ( T ) w i t h washere
Primary Drive
from t h e s t u d s o f t h e c y l i n d e r head.
Prop t h e engine from below;
1
Screw t h e c l a t c h p u l l e r ( l f u l l y on t h e
t h r e a d of t h e c l u t c h ( 2 ) . he e p i n d l e (3)
- Unscrew t h e two f a s t e n i n g screw8 (2) from p r e s s e s t h e c l u t c h from t h e cone o f t h e
c r a n k e h a f t . P u l l t h e c l u t c h from t h e
t h e r e a r engine shoee (WoF 1 3 ) ;
- A f t e r lowering t h e e n g i n e , draw it out
i n forward d i r e c t i o n .
i n t e r n a l d r i v e r . Remove c o r r u g a t e d waeher
(5) and t h r u s t washer ( 4 ) ' remove d r i v e
g e a r w i t h i n t e r n a l d r i v e r ( 3 ) and n e e d l e
Replacement o f c y l i n d e r : b e a r i n g ( 2 ) and e p a c e r ( 1 ) from t h e
The c y l i n d e r head, t h e c y l i n d e r and t h e e l a - c r a n k s h a f t ( s e e Fig. 21).
s t i c engine suspension c a n be changed i n t h e
p o s i t i o n shown i n Fig. 12.
For t h e replacement o f t h e c y l i n d e r , t h e
e l e c t r i c horn (1) and t h e f u e l tank m u s t
be removed. For changing t h e f u e l t a n k ,
s e e S e c t i o n 5.4.

3.2. D i e m a n t l i n ~t h e Engine
3.2.1. Preliminaries
I t goes without s a y i n g t h a t t h e demounted
engine m u s t be cleaned e x t e r n a l l y b e f o r e
i t i s dismantled. N a t u r a l l y , a l l p a r t s m u s t
be k e p t i n such a way t h a t no p a r t w i l l be
l o s t o r damaged.
Before mounting t h e engine i n t h e engine
assembly d e v i c e , remove t h e f r o n t clamp-
i n g screw (WoF 13) and t h e f i t t i n g s l e e v e
under i t hy means of mandrel I f MW 3-4.

3.2.2. Removin~t h e Clutch Cover

A f t e r l o o s e n i n g t h e clamping screw w i t h n u t
(WoF 101, remove t h e g e a r - s h i f t pedal.
The k i c k - s t a r t e r crank remains a t t h e engine
and i s p u l l e d o f f t o g e t h e r w i t h t h e c l u t c h
cover.
Remov t h e c a s i n g f o r t h e speedometer d r i v e
(2). t h e n demount t h e ad j u e t i n g p l a t e under- Fig. 14
n e a t h and t h e d r i v e gear f o r t h e speedo-
meter (WoP 22). Pulling off the clutch
A f t e r removing t h e 5 f a s t e n i n g screws of t h e
c l u t c h c o v e r , a l t e r n a t e l y apply blows a t
p o i n t s ( 3 ) by means o f a p l a s t i c o r r u b b e r A f t e r bending Up t h e l o c k i n g p l a t e , b y
m a l l e t and remove t h e c l a t c h cover t o g e t h e r means o f t h e assembling d e v i c e (1)
w i t h t h e k i c k - s t a r t e r aasembly. 22-50.430, block t h e d r i v e g e a r and,
using t h e s o c k e t wrench ( 2 ) (WoF 2 4 ) ,
l o o s e n t h e n u t , unscrew i t and remove t h e
l o c k i n g p l a t e . The arrow-heads i n t h e
i l l u s t r a t i o n show t h e f a s t e n i n g screws
of t h e assembling device.

Fig. 13. Removing t h e c l u t c t cover

Fig. 15. Loosening t h e n u t f o r t h e

drive gear
 P u l l o f f t h e d r i v e g e a r d t h 68 t e e t h by
means o f p u l l e r ( 1) 0 5 45-30
.-. - --. - --
F i g . 16. p u l l i n g t h e d r i v e , g e a r
Move t h e l o c k - l e v e r ( 1 ) o u t o f t h e drum
cam ( 2 ) . unhook t e n s i o n s r i n g ( 3 ) and
remove i t from g u i d e b o l l P 4 ) . Remove w i r e
r e t a i n i n g r i n g ( 5 ) and s n a p r i n g ( 6 1 , cap
f o r d r i v e s h a f t ( 7 ) and o i l g u i d e p l a t e .
Fig. 17. Removing g e a r - s h i f t det'ent and
circlips
3.2.4. Dismantling t h e Kick-starter
Clamp t h e b e a r i n g c o l l a r o f t h e k i c k -
s t a r t e r s h a f t between c o p p e r jaws o r wood
i n s e r t s i n a v i c e ( F i g . 8 4 ) . Do n o t damage
t h e t h r e a d o f t h e s p l i n e d b o l t when d r i v -
i n g o u t . To t h i s end, l o o s e n t h e n u t M6
(WOF1 0 ) o n l y s o f a r t h a t i t c a n be used
as " t h r e a d p r o t e c t i o n N . A f t e r removing
t h e splined bolt, the kick-starter spring
r e l a x e s , t h e c l u t c h voer t u r n s t o t h e
r i g h t . Now, t h e c o m p l e t e k i c k - s t a r t e r
s h a f t c a n be drawn o u t o f t h e c l u t c h cover.
3.2.5. Dismantlina t h e Clutch
A c t u a t i n g Mechanism
By t u r n i n g c l o c k w i s e , remove t h e p r e s s u r e
l e v e r i n t h e c l u t c h c o v e r from t h e worm
o f t h e b e a r i n g bush. P r e s s t h e b e a r i n g
b u s h o u t o f t h e c l u t c h c o v e r (from t h e
inside to the outside).
For t h e replacement o f t h e supporting
b e a r i n g 6302 o f t h e c r a n k s h a f t , remove
t h e c i r c l i p from t h e b e a r i n g bush and
p r e s s out t h e bearing.
3.2.6. Demountina and Mountinn t h e C l u t c h
The assembly d e v i c e 0 5 - m 150-2 ( F i g . 18)
e n a b l e s t h e d i s m a n t l i n g and a s s e m b l i n g o f
t h e c l u t c h . To f a c i l i t a t e work, i t i s clamp-
ed i n a v i c e . F i g . 20 shows t h e mounting
position.
For dismantling o r checking t h e c l u t c h , it
must b e s o p o s i t i o n e d t h a t t h e p r e s s u r e
p l a t e ( 1 ) i s n o t p u t on t h e p r o p p i n g
screws (2) (Fig. 18).
F i g . 18. D i s m a n t l i n g t h e c l u t c h
For d i s m a n t l i n g and a s s e m b l i n g t h e c l u t c h ,
the i n t e r n a l driver with drive gear ( 3 )
must be plugged on t h e assembly d e v i c e .
By t c r n i n g t h e l o c k n u t ( 4 ) c l o c k w i s e , t h e
c l u t c h f l a n g e i s r e l a x e d and t h e n u t s (WoF
TO) ( 5 ) can be l o o s e n e d and removed w i t h
l o c k p l a t e n . A f t e r removing t h e l o c k n u t ( 4 ) ,
t h e c l u t c h can be d i s m a n t l e d i n t o i t s i n d i -
v i d u a l p a r t s ( F i g . 21). Checking f o r wear
i s d e a l t w f t h i n S e c t i o n 3.4.1.
Seauence o f c l u t c h - a y g m b l & n g ( F i g s . 1 9 ,
19:,-2~,-2i)
Put i n t e r n a l d r i v e r with d r i v e g e a r (3)
on t h e a s s e m b l i n g d e v i c e ( F i g . 1 9 ) ;
Place t h e pressure p l a t e with spacer b o l t
( 6 ) on t h e s u p p o r t i n screws o f t h e assemb-
l i n g d e v i c e (Fig. 1 9 f ;
P u t t h e g e a r r i n g ( 7 ) i n p l a c e ( F i g . 19) ;
A l t e r n a t e l y f i t i n t e r n a l segments ( 8 ) and
e x t e r n a l segments ( 8 a ) ( t h e p a r c e l o f
segments i s c e n t r e d by t h e i n t e r n a l
driver) ;
7
Mount t h e c l u t c h body ( ) , s c r e w i n t h e
hexagon-head s c r e w s (11 w i t h l o c k p l a t e s
( 1 0 ) and l o c k them ( F i g . l 9 a ) ;
P l a c e t h e s p a c e r w a s h e r s 00-78.196 ( l 4 a )
on t h e s p a c e r b o l t s ( F i g . 1 9 a ) ;
Put t h e compression s p r i n g s ( 1 2 ) on t h e
c l u t c h body (9);
Mount t h e p r e s s u r e f l a n g e ( 1 3 ) and t e n s i o n
i t w i t h t h e upper p a r t o f t h e c l u t c h assem-
b l i n g d e v i c e . Adding t h e l o c k p l a t e s (10).
f a s t e n t h e p r e s s u r e f l a n e by means o f t h e
n u t s ( 14) and l o c k them ?Fig. 20).
Fiq. 19. Aesernbling t h e c l u t c h -
1st ~ h a s e

Fig. 20. Clutch- screwing t h e p r e s s u r e

flange i n place
P u n c t i g n a l t e s t of t h e - c o r n ~ l e t e clutch
7
p - t E e - s g s ~ m ~ l Z n ga e ~ i c e i
The l o c k nut ( 4 ) of t h e assembling d e v i c e
( F i g . 18) i s t i g h t e n e d by t u r n i n g clock-
wise, i t must be p o s s i b l e tro t u r n t h e in-
t e r n a l d r i v e r ( _ ? ) w i t h d r i v e gear. The same
t e s t can be performed w i t h t h e upper p a r t
o f t h e 05-bN 150-2 assembling device w i t h
t h e c l u t c h mounted i n t h e engine.

Fig. 19a. Assembling t h e c l u t c h -

2nd phase

Fig. 21
Zxploded v i e w
of c l u t c h
 .2.7. D e m o u n t i n ~t h e C y l i n d e r Assemblg
2 o o s e n t h e n u t s (WoF 13) c r o s s w i s e from t h e
c y l i n d e r s t u d s w i t h a s o c k e t wrench, p u l l
o f f t h e c y l i n d e r head and t h e n t h e c y l i n d e r .
NOTE: When t h e e n g i n e i s n o t d i s m a n t l e d ,
t h e opening of t h e c r a n k compart-
ment must be c l o s e d w i t h a c l e e n
cleaning rag!
P r e s s t h e gudgeon i n o u t b y mems o f t h e
p r e s s i n g d e v i c e ( I f 22-50.010 and draw t h e
p i s t o n from t h e c o n n e c t i q g rod.
MOTE: B e a t i n g o u t t h e gudgeon p i n i s d e t r i -
mental t o t h e c r a n k s h a f t and d e s t r o y s
t h e n e e d l e b e a r i n g on t h e p i n !
Fig. 22. P r e s s i n g o u t t h e gudgeon p i n
3.2.8. D i s m a n t l i n ~t h e Engine
h a m 0 Side
- Before loosening t h e n u t of t h e sprocket
wheel a t t h e gearbox ('YoP 241, bend up ( I )
t h e l o c k l a t e and a p p l t h e holding-up
thread ) .
d e v i c e ( 2 f 0 5 MW 45-3 ?right-handed
(3) = i d l i n g contact switch
- P u l l t h e s p r o c k e t wheel from t h e gearbox.
I f t h i s cannot be done manually, u s e
t h e p u l l e r 0 5 MW 45-3.
Fig. 23. Removing t h e s p r o c k e t wheel Fig. 25. S e p a r a t i n g t h e h o u s i n g
from t h e gearbox
- Unscrew t h e s e a l i n g c a p ( l ) , remove i t
with packing and take Out t h e shims;
- Remove c y l i n d r i c a l r o l l (2) f o r armature
d e t e n t and t h e w i r e c i r c l i p ( 3 ) ;
- Press out the rubber stopper ( 4 ) ;
- Loosen t h e housing f a s t e n i n g s c r e w s (14
screws) by means o f a s c r e w d r i v e r and
t a k e out o f housing;
- Open t h e l o c k i n g h a n d l e of t h e e n g i n e
assembling device.
Fig. 24. Engine right-hand side
3.2.9. S e v a r a t i n a t h e Two H O U S ~ ~Halves
R
The assembly b r i d g e 22-50.430 i s screwed on
t h e r i ht-hand housing h a l f by means of
two M % screws ( 1 ) ( s e e F i g . 25).
By means of t h e s p i n d l e s ( 2 ) of t h e b e a r i n g
e x t r a c t o r 6203 and t h e c l u t c h p u l l e r , t h e
housing h a l v e s a r e s e p a r a t e d by uniformly
turning the pressure spindles.
NOTE: The use o f o t h e r means s u c h a s screw-
drivers, c h i s e l s etc. leads t o the
d e s t r u c t i o r of t h e housing!
Take off t h e r i g h t - h a n d h o u s i n g h a l f , clamp
t h e l e f t - h a n d housing h a l f i n t h e e n g i n e
a s s e m b l i n g device.
 3.2.10. . D i ~ m @ t l i nt~h e Gear-shift
Mechanism and t h e Gearbox
(A) = driving shaft
(B) P d r i v e n s h a f t

-
P r e s s t h e c o n t r o l arm ( l ! of t h e c o n t r o l
member ( 2 ) o n t o f t h e d r u m c m ( 3 ) in t h e
d i r e c t i o n of t h e arrow-head and p a l l
t h e c o n t r o l s h a f t with c o n t r o l member (4)
o a t o f t h e housing;
183TE: Do n o t damage t h e i n s u l a t i n g d i s k
( 5 ) of t h e drum cam!

Fig. 27, P r e s s i n g o u t t h e c r a n k s h a f t

Fig. 26. Gear-shift mechanism and

gearbox
Remove t h e s e p a r a t i n g d i s k ( 6 ) ( r u b b e r )
from t h e o i l catch-pocket of t h e housing; f i g . 28. P r e s s u r e member - demonstration
Drive t h e d r i v i n g a d d r l v e a s h a f t s o a t 3.2.12. D i s m a n t l i n ~t h e Gearbox Bearing
of t h e i r b e a r i n g s e a t from t h e c l u t c h Before removing t h e b a l l b e a r i n g s , t h e tlwo
s i d e by means o f an alaminium, b r a s s housing h a l v e s should be heated t o prevent
o r copper mandrel. The gear-shif t d e t e n t damage t o t h e b e a r i n g s e a t e i n t h e homing.
screw has been removed d u r i n g a preced- The b a l l b e a r i n g s a r e d r i v e n out by means of
ing operation. t h e d r i f t 7 1 MW 7-4.
P u l l t h e complete gearbox ( d r i v i n g and geft=h@ bo_us_ing _half;
d r f v e n s h a f t s , drum cam, guide b o l t w i t h
s e l e c t o r f o r k s ) out of t h e left-hand Remove t h e c i r c l l p o f t h e 6204 b e a r i n g from
housing h a l f . t h e c l u t c h e i d e and d r i v e o u t t h e b e a r i n g
from t h e gearbox compartment.
Drive out t h e 6203 b e a r i n g from t h e o a t s i d e
3.2. TT. Pressinn-out t h e Crankshaft towards t h e gearbox compartment ( t h e c i r c l i p
had been removed a f t e r t h e diemantling of
- wFasten t h e assembly b r i d g e
i t h t h e c l u t c h p u l l e r (2)
(1) 22-50.430
i n s e r t e d on
t h e primary d r i v e ) .
t h e d u t c h s i d e of t h e left-hand hous-
i n g h a l f by means of t h e f a s t e n i n g
screws ( 3 ) and ( 4 ) .
NOTE: Before mounting t h e c l u t c h p u l l e r ,
I n any caee p l a c e t h e p r e s e u r e
member (5) on t h e a e n t s i n g c o l l a r
o I t h e c r a n k s h a f t ( F i g . 2811

- P r e s s o u t t h e c r a n k s h a f t by t u r n i n g t h e
p r e s s u r e s p i n d l e ( 6 ) of t h e c l u t o h
p u l l e r clockwise; support . t h e c r a n k s h a f t
w i t h your r i g h t hand from below and
r e t a l n i t s o t h a t i t cannot f a l l down
when it l e a v e s t h e b e a r i n g s e a t .
 ~i~h4-&a"d_h"+~g_h"Ifi
Drive o u t t h e 6204 b e a r i n g from t h e gearbox
compartment t o t h e o u t s i d e . Remove t h e 6203
b e a r i n g w i t h p u l l i n g screw (1) and c a r t r i d g e
(2).
3.2.13. P u l l i n n t h e 6306 Bearings from
t h e Crankshaft
The c r a n k s h a f t main bearing8 6306 C 4 f a r e
preased o f f from t h e c r a n k s h a f t by t h e b a l l
b e a r i n g p u l l e r 22-50.431 (1). The two halves
of t h e t o o l a r e a p p l i e d between b e a r i n g and
crank d i s k of t h e c r a n k e h a f t , compreesed i n a
v i c e and nre-tensioned w i t h 2 ecrewe
M 8 X 1 0 0 ~ ( 2 ) . B~ screwing i n two o t h e r acrews
w i t h hardened p i n a t t h e s t a r t of t h e thread
( 3 ) , t h e b e a r i n g s a r e pressed a g a i n s t t h e
crank d i e k s of t h e c r a n k s h a f t (Fig. 30).
Coked s p o t s i n t h e exhauet duct and t r a n s -
f e r p o r t s a r e cleaned i n t h e cylinder.The
combustion compartment i n t h e c y l i n d e r head
and t h e p i s t o n head must be cleaned w i t h
s c r a p e r and w i r e brueh t o remove carbona-
ceoue o i l d e p o s i t s . A f t e r c l e a n i n g , t h e s e
two s u r f a c e s must be b r i g h t and without
s c o r i n g . I n S e c t i o n 3.4.3.4., information
i s given about t h e c l e a n i n g of t h e p i a t o n
r i n g grooves.
3.4. Checking f o r Wear
3.4.1. Clutch and Clutch O v e r a t i n q
Mec h a n i m
POINTS OF WEAR:
- INTERh'AL SEGMENT WITH FRICTION LINING
Wear i s increased w i t h i n c o r r e c t c l u t c h
adjustment (no c l u t c h l e v e r c l e a r a n c e o r
c l u t c h i s allowed t o s l i p e x c e s s i v e l y ) .
I n extreme c a e e s , t h e f r i c t i o n l i n i n g w i l l
burn away. When t h e c l u t c h can no l o n g e r
be r e a d j u s t e d and when i t s l i p s when t h e
engine i s a c c e l e r a t e d , new segments m u s t
be mounted.

Fig. 30. P a l l i n g t h e 6306 b a l l b e a r i n g s

from t h e crankahaft
.. Cleaninn a l l Engine P a r t @
Before checking f o r wear, a l l engine p a r t s
a r e s u b j e c t e d t o a c a r e f u l c l e a n i n g pro-
cess. The use o f f a c i l i t i e e and methods
depends on t h e given p o s s i b i l i t i e s .
I n any c a s e , p e r f e c t l y c l e a n , non-corrod-
ed p a r t s must be a v a i l a b l e . Pay p a r t i c u l a r
a t t e n t i o n t o t h e f r e e passage o f t h e o i l
d u c t s f o r t h e c r a n k e h a f t main b e a r i n g s
i n t h e two housing halves. Push w i r e
through t h e o i l d u c t s (1).

J
Fig. 32. Clutch wear value
This holds when t h e dimension "X" i n Fig.32
f a l l s below 0.5 mm. New segnments have
a t h i c k n e s s of 3.0 mm + 0.1 mm.
Wear valne: -0.3 mm

They muet be r e p l a c e d , when they have be-

come b l u e - t a r n i s h e d due t o c l n t c h s l i p -
ping - (softened!) o r a r e d i s t o r t e d .
Thicknese i n new s t a t e : 1.54,, mm.
Deviation from p l a e c o n d i t i o n of t h e
s u r f a c e i s maximum 0.2 mm
- COMPRESSIOH SPRINGS
Their s p r i n g a c t i o n may diminieh, i.e.. they
r e l a x . I n eevere c s s e e , t h e c l u t c h w i l l
e l i p even i f a l l o t h e r compohenta and
t h e adjustment a r e i n order.

Fig. 31. Checking t h e o i l ducte

i n t h e housing
 Values i n new condition:
Length, r e l a x e d 28.3 mm 2 0.6 mm
Mounting l e n g t h 17.0 mm
Spring f o r c e i n
mounted s t a t e 135 B (-13.5 kp) 11 %

- DRIVE GEAR WITH WTERNAZ DRIVER

( P i g . 33)
Check t h a t t h e notched-pin connection
between d r i v e g e a r snd i n t e r n a l d r i v e r
i s i n order. When t h e notched p i n con-
nection i s loose, the i n t e r n a l driver
w i t h d r i v e g e a r must be r e p l a c e d Cre-
r i v e t i n g is useless!).
- TOO!IWXG - DRIVER and GEAR RIEG
I f n o i s e i s emitted when p u l l i n g t h e
c l u t c h , i n d i v i d u a l segmente ( e x t e r n a l
o r i n t e r n a l segmente) show i n c r e a s e d
p l a y o r backlash i n t h e g e a r r i n g o r
i n t e r n a l d r i v e r and t h e y w i l l c l a s h
when t h e c l u t c h presetare is r e l i e v e d .
The n o i s e c a n be removed when f i t t i n g
t h e segmente t o t h e g e a r r i n g and ,
i n t e r n a l d r i v e r i n d i v i d u a l l y and re-
p l a c i n g segments w i t h e x c e s s i v e play.
- NEEDLE BEARIWG AND CLUTCH THRUST Fig. 34. Clutch t h r u s t b e a r i n g
BEARING
I n t h e n e e d l e bearing f o r t h e i n t e r n a l CONE I X THE CLUTCH BODY
d r i v e r , t r a c e s of wear w i l l hardly be
found, even a f t e r a l o n g e r period of The cone may be damaged due t o t h e s l i p -
operation. p i n g of t h e c l u t c h on t h e cone of t h e
c r a n k s h a f t because of i n c o r r e c t mounting.
I n s l i g h t c a s e s , t h e c l u t c h body can be
r e p a i r e d by g r i n d i n g w i t h g r i n d i n g p a s t e
on t h e cone o f t h e c r a n k s h a f t .

PRESSURE LEWR AND BEARING BUSH

( P i g . 3'5)
B u r r formation p o i n t s of p r e s s u r e and
s h a r p edges ( l j a t t h e t e e t h of t h e two
components cause j e r k y engagement and
disengagement of t h e c l u t c h . These d e f e c t s
a r e removed by means of a s u i t a b l e
corundum s t o n e o r a s p e c i a l smooth c u t
f i l e . Before assembling, p u t t h e two
p a r t s t o g e t h e r and check t h a t they a r e
f r e e t o move e a s i l y .

Fig. 33. I n t e r n a l d r i v e r w i t h
drive gear
The c l u t c h t h r u s t bearing i s caulked
t h r e e times a t uniform s p a d n g s at:
t h e . o u t e r ring, seated i n the p r e s s u r e , Fig. 35. Clutch a c t u a t i n g mechanism
f l a n g e ( l ) . See t o i t t h a t t h e o u t e r
r i n g of t h e t h r u s t b e a r i n g does
not turn i n the pressure flange.
 3.4.1.1. Primapr Drive
Zf t h e r e i s e x c e s s i v e b a c k l a s h between
t h e d r i v e gear (28 teeth) riveted t o the
c l u t c h d r i v e r and t h e d r i v e g e a r (68
t e e t h ) t o t h e gearbox, n o i s e w i l l be
e m i t t e d when t h e engine i s i d l i n g and i n
l o a d change.
I n new c o n d i t i o n , t h e b a c k l a s h i s 0.036 mm
t o maximum 0.131 mm.
I f t h e b a c k l a s h i s more t h a n 0.25 mm,
a new p a i r o f s p u r g e a r s must be mounted.
The r a d i a l p l a y o f t h e b e a r i n g s 6306 and
6203 must be t a k e n i n t o c c c u n t when
7
measuring t h e backlash. he s p u r g e a r s
must be checked f o r damaged t e e t h .
3.4.1.2. I n e v i t a b l e Wear on K i c k - s t a r t e r
Wear w i l l mainly o c c u r on t h e cam p l a t e
(1) i f , during s t a r t i n g , t h e kick-starter
i e n o t f u l l y kicked d o m . A s a consequence,
t h e e n g i n e w i l l k i c k back and t h e cam
a
p l a t e w i l l be de t r o y e d due t o t h e
abnormal s t r e s s d i s t o r t i o n o r
breakage).
The d i s t o r t e d o r broken cam l a t e c a u s e s
a r e d u c t i o n of t h e d i s t a n c e ?X) between
k i c k - s t a r t e r g e a r and d r i v e r i n t h e
mounted c o n d i t i o n of t h e k i c k - s t a r t e r
s h a f t , and t h i s l e a d s t o heavy wear
o n t h e t e e t h ( 2 ) o f t h e two g e a r s .
P i g . 36. K i c k - s t a r t e r s h a f t
3.4.2. Gears. S h a f t s and S e l e c t o r Forks
The r e l i e f c u t s i n t h e claws a t t h e c o n t r o l
a r e a r r a n g e d a t an a n g l e o f 3 .
g e a r s (on b o t h s i d e s ) and t h e o c o u n t e r g e a r s
I n t h e engaged c o n d i t i o n ( g e a r engaged),
due t o t h e wedge e f f e c t o f t h e r e l i e f c u t s ,
E f o r c e i s produced which i s designed t o
r e t a i n c o n t r o l g e a r and toothed g e a r
( l o o s e g e a r ) i n mesh.
Not o n l y t h e g e a r - s h i f t d e t e n t l e v e r ( 1 )
( F i g . 17) keeps t h e v a r i o u s g e a r s i n t h e
engaged s t a t e b u t a l s o t h e wedge e f f e c t
o f t h e r e l i e f c u t s c o n t r i b u t e s t o t h i s end.
When t h e claws o f the- c o n t r o l g e a r s a r e
h e a v i l y worn, t h e b e a r i n g s u r f a c e becomes
s m a l l e r and t h e g e a r s jump o u t o f engage-
ment.
The s e l e c t o r f o r k s must be checked f o r t h e i r
a n g u l a r c o n d i t i o n ; t h e y must be p e r f e c t l y
a t r i g h t a n g l e t o t h e guide b o l t o f t h e
s e l e c t o r f o r k s (go0). S l i g h t l y d i s t o r t e d
s e l e c t o r f o r k s can be s t r a i g h t e n e d i n a
c o l d s t a t e , b u t g r e a t c a r e must be taken.
Fig. 37. S e l e c t o r f o r k s and c l a w s
A s e l e c t o r fork not a t r i g h t angle a s
d e s c r i b e d above w i l l c o n t i n u a l l y s t r i k e
a g a i n s t t h e c o n t r o l edge and w i l l be t a r -
n i s h e d and become b l u e l i k e t h e c o n t r o l
g e a r . A s a consequence, t h e hardened c a s e
w i l l be l o s t and t h e two components become
useless already a f t e r a short period of
o p e r a t i o n , hence, t h e y must be r e p l a c e d . .
For a p r o p e r check o f t h e gearbox, i t i s
necessary t o clean a l l p a r t s c a r e f u l l y
i n order, t o perceive blue tarnished p a r t s
clearly.
The d r i v e s h a f t must be checked f o r c l e a n
o i l b o r e s f o r t h e l u b r f c a t i o n of t h e
t o o t h e d e a r s f o r t h e 2nd and 3rd speeds
( F i g . 387.
I n general, tarnished, i.e. blue, g e a m ,
s h a f t s and s e l e c t o r f o r k s must be r e p l a c e d
by new p a r t s i n any case.
Antrieb = drive
Fig. 38. G e a r - s h i f t mechanism
Abtrieb = Output
Lager = bearing
3.4.2.1. Gear-shift Shaft with Control
Member and C o n t r o l Star,
The c o n t r o l member muet be checked t h a t t h e
c o n t r o l a m i s f r e e ( t ) , (2) t o move e a s i -
l y . The compression s p r i n g ( 3 ) m u s t f i t
w e l l i n t h e countersunk b o r e i n t h e gear-
s h i f t s h a f t . The same ap l i e s t o t h e l o c k
p l a t e s ( 4 ) . ( 5 ) , ( 6 ) , (77. Dimension "an
i s 16.6 mm. T h i s s e c t i o n l i m i t s t h e an l e
o f r o t a t i o n of t h e g e a r - s h i f t s h a f t (87.
The r e t u r n s p r i n g (9) has E l o n g s e r v i c e
l i f e : i t should be checked f o r c r a c k s .
Fig. 39. Foot-operated g e a r - s h i f t shaft
w i t h c o n t r o l member.
ijlbohrung fiir: Zahnrad 111.
Gang, Zahnrad 11. Gang =
O i l h o l e f o r : g e a r 3rd speed,
g e a r 2nd s p e e d
The c y l i n d r i c a l p i n 8 X 80 ( c o n t r o l s t o p )
p r e s s e d i n t o t h e housing, s e e Fig. 57,
m u s t n o t be l o o s e o r d i s t o r t e d .
The s e r r a t i o n o f t h e f o o t - o p e r a t e d g e a r -
s h i f t s h a f t w i l l be d e s t r o y e d when t h e f o o t -
o p e r a t e d g e a r - s h i f t l e v e r is l o o s e a n d w i l l
n o t be re-tightened.' When t h e s e r r a t i o n i s
s e v e r e 1 damaged, t h e foot-operated gear-
s h i f t s H a ~ tw i t h c o n t r o l member must be
replaced.
-4.3. Crank Assemblg
.4.3.1.Cylinder and P i s t o n
When an engine o u t p u t r e d u c t i o n o c c u r s
which i s n o t due t o wrong i g n i t i o n timing,
c a r b u r e t t e r tuning, leaky s h a f t s e a l rings
o r clogged exhause system ( b d p r e s s u r e
t o o h i g h ) wh5le t h e dismantled p i s t o n i s
"black" round t h e e n t i r e p i s t o n s k i r t be-
low t h e p i s t o n r i n g p o r t i o n , t h e n p i s t o n
and c y l i n d e r m u s t be r e p l a c e d (compression
and combustion p r e s s u r e escapee between
p i s t o n r i n g 8 and c y l i n d e r w a l l ) .
I n t h i s c a s e t h e c y l i n d e r l i n e r (zone of
p o r t ) shows a f l a r e and immediately below
t h e upper edge o f t h e l i n e r a c o l l a r can be
felt.
Changing on1 t h e worn p i s t o n r i n g s i s
useless i n ttis caseo
 Replacement o f t h e c y l i n d e r can be e f f e c t - 3.4.3.4. P i s t o n ~b~~
ed by mounting a new c y l i n d e r w i t h p i s t o n
o r by r e g e n e r a t i n g t h e d i s m a n t l e d c y l i n d e r B e f o r e used p i s t o n s a r e employed a g a i n ,
( t h i s i s more economical); f o r t h i s purpose, t h e p i s t o n r i n g s and r i n g g r o o v e s must
t h e c y l i n d e r i s reground a f t e r a new p i s t o n be " ~ b j e c f t o s p e c i a l c a r e .
( t a k i n g t h e s ~ e c i f i e dmounting c l e a r a n c e
i f - 0 . 0 7 mm in'to c o n s i d e r a . t ' i o n ~ .
P i s t o n s of t h e f o l l o w i n g- o v e r s i z e s a r e
available:
69.50 mm; 70.00 mm; 70.50 m; and 71.00 m.
3.4.3.2. C o n t r o l Measmement o f P i s t o n and
Cylinder
I n t h e new c o n d i t i o n o f p i s t o n and c y l i n d e r
t h e mounting c l e a r a n c e between c y l i n d e r
l i n e r and p i s t o n i s 0.04 mm.
The wear l i m i t i s a b o u t 0.09 mm. Then a
new o r a replacement c y l i n d e r must b e
mounted because t h e n o i s e i n c r e a s e s w i t h
i n c r e a s i n g mounting c l e a r a n c e ( e s p e c i a l l y
w i t n load chanaee and when t h e engine i s
unloaded).
The nominal s i z e o f t h e p i s t o n i s measured
30 mm above t h e p i s t o n lower edge. Only a
new p i s t o n can r e a c h t h e s p e c i f i e d nominal
s i z e i n a c o n t r o l measurement t a k i n g t h e
measuring i n s t r u c t i o n s i n t o consideration.
A p i s t o n t h a t has a l r e a d y r u n i s deformed. Fig. 40. Cleaning t h e r i n g g r o o v e s
The c y l i n d e r must be measured i n t h e lower P i s t o n r i n g s s t i c k i n g i n t h e grooves due t o
and upper t h i r d o f t h e l i n e r by means o f excessive o r unsuitable o i l i n t h e f u e l
an i n t e r n a l measuring i n s t r u m e n t . Without ( p e t r o i l m i x t n r e ) a r e c a r e f u l l y removed;
m e a s u r i n g i n s t r u m e n t , wear c a n be i d e n t i - t h e y must n o t be expanded t o o much.
f i e d by t h e d g e ( c o l l a r ) a b o n t 8 mm below The carbonaceous o i l d e p o s i t on t h e i n t e r i o r
t h e upper edge o f t h e c y l i n d e r l i n e r . c i r c u m f e r e n c e must be removed a n d t h e r i n g
grooves must b e c a r e f u l l y c l e a n e d by means
3.4.3.3. Removal o f S l i g h t P i s t o n o f an o l d broken r i n g o f t h e same t y p e .
I f the b ~ e n~ e i r e d ,i n a s l i g h t A f t e r t h i s o p e r a t i o n , t h e p i s t o n r i n g s must
c a s e , t h e p i s t o n can be r e s t o r e d t o p r o p e r be f r e e l y movable i n t h e r i n g grooves.
working c o n d i t i o n by f i n i s h i n g t h e p o i n t s The p i s t o n r i n g s must n o t b e exchanged;
o f s e i z u r e by means o f a corundum s t o n e t h e y must be f i t t e d i n t h e same groove from
eoaked i n a f u e l - o i l m i x t u r e . which t h e y were*taken.
S l i q h t s e i z u r e marks o f aluminium remains Do n o t use o i l when f i t t i n g t h e p i s t o n r i n g s !
( c a u s e d by t h e p i s t o n ) i n t h e c y l i n d e r WIDTH OF THE R I N G ~ R O O V E S
a r e removed by means o f f i n e emery p a p e r
( g r a i n 400) w i t h e v e r y c a r e . The retouch- upper r i n g groove 2.06 *.02 mm
igg o p e r a t i o n i n c y l i 6 d e r and on p i s t o n c e n t r a l and lower
must be c a r r i e d o u t i n l o n g i t u d i n a l d i - r i n g groove 2.04 + O w o 2 mm
r e c t i o n only.
2.10 mm

-
wear v a l u e
mTE: I t i s o f no u s e t o remove o n l y t h e THICKNESS OF T ~ EPISTON RINGS
p o i n t s o f s e i z u r e and t o l e a v e
t h e c a u s e o f jamming unchanged. a l l piston rings 2.00 -0.010
-0.022
wear v a l u e 1 .g0 mm (maximum)
Below a r e a few examples o f s u c h causes:
- Lack o f o i l (no f u e l - o i l m i x t u r e but
o n l y f u e l was f i l l e d up) ;
- I n s u f f i c i e n t f u e l s u p p l y and, hence,
s h o r t a g e o f o i l due t o i n s u f f i c i e n t
f u e l f e e d from f u e l t a n k t o c a r b u r e t t e r .
Vent h o l e s i n t a n k c o v e r clogged;
- F u e l f i l t e r cock clogged o r f a s t e n i n g
screws a t handle e x c e s s i v e l y t i hten-
ed ( t h e h a n d l e must move e a s i l y k ;
- B a s i c c a r b u r e t t e r t u n i n g changed;
- I g n i t i o n t i m i n g wrong; c o n s e q u e n t l y ,
overheating of t h e engine;
- Exhaust system changed, back p r e s s u r e
wrong ;
- A i r f i l t e r system d e f e c t i v e ;
- E n ~ i n edakes i n WOnQ a i r ( m i x t u r e
t o 6 l e a n i n t h e upper engine
speed r a n g e ) .

Fig. 47. Measuring t h e p i s t o n r i n g gap

 Before f i t t i n g t h e p i s t o n r i n g s , t h e s t a t e 3.4.3.6, Crankshaft
of wear muet be checked. For t h i s purpose, i n s p e c t i o n w i l l show w h e t h e r t h e c o l l a r s
the piston ring is inserted i n the c y l i ~ d e r
l i n e r , a b o u t 10 mm below t h e u p p e r edge o f of t h e s e e l i n g r i n g s ( 1 ) a r e Worn t o o much,
t h e c y l i n d e r , and t h e n t h e r i n g gap i s whether t h e thread f o r f a s t e n i n g t h e c l u t c h
measured. I n new c o n d i t i o n o f t h e p i s t o n (21, t h e c e n t r i n g c o l l a r ( 3 ) and t h e t h r e a d
r i n g s , t h e gap should b e 0.2 mm. f o r t h e anchor b o l t s ( 4 ) , t h e cones f o r
When t h e r i n g gap i s more t h a n 1.6 mm, t h e c i u t c h ( 5 ) and t h e a n c h o r ( 6 ) a r e s t i l l
p i s t o n and c y l i n d e r a r e u n s e r v i c e a b l e . i n proper condition.
When t h e a r r e s t i n g p i n s i n t h e p i s t o n
a r e l o o s e ( f a c e of t h e p i n s i s b r i g h t ) ,
o r i f t h e y a r e m i s s i n g , a new p i s t o n
w i t h c y l k n d e r (which may be ground)
have t o be mounted.
NOTICE: The d g e s o f t h e p o r f s must be
chamfered o t h e r w i s e awkward
n o i s e w i l l be produced w i t h
t h e e n g i n e unloaded!
T h e r e f o r e , s l i g h t l y chamfer
t h e p o r t s o f newly ground
cylinders!

3.4.3.5. C y l i n d e r Head
V!hen t h e c y l i n d e r head has become l e a k y
- i n d i c a t e d by t h e o i l e d up u p p e r r i b s
of t h e c y l i n d e r -, t h e c y l i n d e r head
can be r e f i n i s h e d on a s u r f a c e p l a t e
by means o f f i n e emery c l o t h ( g r a i n
400) t o a l i m i t e d e x t e n t , p e r f o r m i n g Fig. 43. C r a n k s h a f t
motions i n a c i r c l e , u n l e s s t h e r e i s
a new c y l i n d e r head a v a i l a b l e . When d e f e c t s found c a n n o t be renoved by
r e f i n i s h i n g , a new o r a r e g e n e r a t e d
c r v l l c s h a f t must be mounted.

F i g . 42. C y l i n d e r head -
sealing
s u r f a c e and cumbustion chamber
v!hen a c y l i n d e r head is l e a k y , an a d d i t i o n a l Then t h e amount t h e c r a n k s h a f t i s o u t o f
i n s e r t i o n of an aluminium shim i s wrong.
T h i s w i l l n o t be a remedy, t h e compression
r a t i o w i i l be changed and a f u r t h e r power
r e d u c t i o r i w i l l be c-ausad.
NOTICE Then demounting and mounting t h e
c y l i n d e r head, t a k e c a r e t h a t
t h e f a s t e n i n g n u t s a r e loosened
and t i g h t e n e d u n i f o r m l y and
crosswie6.
I f t h i s i s n e g l e c t e d , t h e c y l i n d e r head
w i l l be subjected t o p e r t i c u l a r
s t r e ~ s e sa d become leaky.
Fig. 44. Measuring t h e amount t h e c r a n k s h a f t
i s o u t of t r u e r a d i a l l y
t r u e r a d i a l l y i s measured a t t h e p o i n t s
i n d i c a t e d i n F i g . 44. For t h i s purpose, t h e
c r a n k s h a f t i s clamped between two f i x e d
c e n t r e s o f a t e s t i n g equipment o r o f a
lathe.
The p e r m i s s i b l e amount i s 0.03 mm. G r e a t e r
v a l u e s l e a d t o i g n i t i o n t r o u b l e s a t high
r o t a t i o n a l s p e e d s , v i b r a t i n g o f t h e engine
and l e a k y s h a f t s e a l r i n g s .
The r e s u l t i s a p o o r e n g i n e o u t p u t . A new
c r a n k s h a f t s h o u l d a l s o be t e s t e d because
i t may have been s u b j e c t t o t r a n s p o r t
damage.

Pig. 45. Neasuring t h e r a d i a l p l a y of
t h e c o n n e c t i n g rod
Worn n e e d l e b e a r i n g s i n t h e b i g end and
s m a l l end o f t h e c o n n e c t i n g r o d a r e i n -
d i c a t e d by n o i s e under load.
Measurement o f t h e big-end b o s s i s t a k e n
i n t h e manner shown i n Fig. 45. With t h e
c r a n k s h a f t i n new c o n d i t i o n , t' h e r a d i a l
p l a y i s 0.020 t o 0.035 mm.
If t h e v a l u e i s more t h a n 0.05 mm, t h e
c r a n k s h a f t i s WO&.
Fig. 46. Checking t h e a x i a l p l a y o f t h e
big-end b o s s
The c o n d i t i o n of t h e b e a r i n g i n t h e small-
end b o s s , c a n o n l y be judged s u b j e c t i v e l y
by means o f t h e c o n v e n t i o n a l workshop
equipment. The gudgeon p i n must f i t with-
o u t any c l e a r a n c e i n t h e conrod, and i t '
muet be p o s s i b l e t o t u r n i t w i t h o u t jam-
ming w h i l e t h e r e s i s t a n c e o f f e r e d i s j u s t
f e l t . Gadgeon p i n s showing s i g n s of wear
o r a b l u e c o l o u r dae t o t a r n i s h i n g a r e
u s e l e s s and m u s t b e r e p l a c e d .
A x i a l p l a y of t h e big-end b o s s between
t h e c r a n k d i s k s i s 0.170 t o 0.563 mm.
Wear v a l u e : 1.0 m.
3.4.4. Case and Packinns
F i r s t and f o r e m o s t , t h e s e a l i n g s u r f a c e s
o f t h e c a s e m u s t be checked. I f t h e y a r e
damaged, t h e y can be r e f i n i s h e d i n c a s e s
n o t t o o s e v e r e i n t h e manner shown i n
Fig.42 f o r t h e c y l i n d e r head, u s i n g
a s u r f a c e p l a t e and f i n e emery c l o t h .
F u r t h e r checks i n t h e c a s e c o n c e r n t h e
b e a r i n g s e a t s and t h e grooves o f t h e snap
r i n g s ; t h e y m u s t be i n p r o p e r c o n d i t i o n .
B e a r i n g s e a t s a r e u s e l e s s when t h e bear-
i n g s can be pushed by hand i n t o t h e COLD
c a s e o r on t h e b e a r i n g s e a t of s h a f t s
( w i t h t h e b e a r i n g i n n e r r i n g i n a COLD
state).
A l l p a p e r packing8 a r e r e p l a c e d by new onee
i n any case.
The s h a f t s e a l r i n g s m u s t be checked f o r
f i s e u r e s i n t h e s e a l i n g l i p , t h e wear and
t e n s i o n of t h e l i p , f a r t h e r f o r t h e pre-
s e n c e o f t h e s p r i n g i n t h e grooved p r o v i d e d
f o r t h i s purpose and t h e q u a l i t y of t h e
c o n n e c t i o n o f t h e two s p r i n g ends. It i s
b e t t e r t o r e p l a c e a s h a f t s e a l r i n g pre-
matur,ely t h a n t o d i s m a n t l e t h e e n g i n e once
more a month l a t e r because o f t h i s r e l a t i v e -
l y cheap . p a r t .
3.4.5. R a d i a l Grooved B a l l B e a r i n g f o r
Crankshaft and Gearbox
D e f e c t i v e c r a n k s h a f t main b e ~ r i n g sa r e
i d e n t i f i e d by t h e c h a r a c t e r i s t i c engine
n o i s e and by t h e i m p o s s i b i l i t y t o s e t t h e
c o n t a c t b r e a k e r gap c o r r e c t l y .
The c o n d i t i o n of t h e b e a r i n g t r a c k s and t h e
b a l l s can be found by i n s p e c t i o n a f t e r
p r e s s i n g t h e b e a r i n g s w i t h p l a s t i c cage
a p a r t . Worn b e a r i n g s a r e damaged by p i t t i n g .
F o r b e a r i n g s t h e r u l e a l s o holds t h a t a f t e r
a prolonged p e r i o d o f o p e r a t i o n o f t h e engine
a11 b e a r i n g s should be r e p l a c e d by new o n e s
(on t h e o c c a s i o n o f a g e n e r a l o v e r h a u l ) .
The f o l l o w i n g b e a r i n g s have t o be used:
For t h e c r a n k s h a f t , two 6306 C 4 f ( p l a s t i c
cage) a s main b e a r i n g s and one 6302 C 3 f
a s supporting bearing f o r t h e crankshaft i n
t h e b e a r i n g bush ( p l a s t i c cage) have t o
be used.
I n t h e gearbox, two 6203 J C 4 b e a r i n g s ,
one 6204 J C 4 b e a r i n g and
one' 6304 J C 4 b e z r i n g
a r e mounted.
 4. Assembling t h e Engine
======p=fP=SI=Il===II=L53==I==
Cylinder P i s t o n 69.6 .,
3.1. Preliminaries
It i s t a k e n f o r g r a n t e d that' a l l engine Marking Nominal s i z e 19ominalsize
p a r t s a r e p r o p e r l y cleaned D e f e c t i v e ( T o l e r a n c e group) i n mm i n mm
p a r t s were i d e n t i f i e d a n d r e j e c t e d . The
p a r t s t h a t a r e f u r t h e r u s a b l e were pre-
pared f o r r e - f i t t i n g . Before d e s c r i b i n g
t h e assembly of t h e engine, we below g i v e
some i n s t r u c t i o n s r e g a r d i n g t h e s e l e c t i o n
and mating of v a r i o u s u n i t a o f c o n s t r u c t i o n .
4. l . 7. S e l e c t i o n of P i s t o n and Cylinder T h i s Table g i v e s p i s t o n and c y l i n d e r
dimensions i n new c o n d i t i o n which were
The c y l i n d e r of t h e ETZ 250 d i f f e r s from procured by o u r Oepartment S p a r e P a r t s
t h e c y l i n d e r s used s o f a r . I n t h e c y l i n d e r , S a l e o r which were mounted i n o u r works.
f o u r t r a n s f e r p o r t s a r e a r r a n g e d . The
i n d u c t i o n duct'has a guide nose f o r t h e
p i s t o n r i n e. The p i s t o n can o n l y be u s
i n t h e 69.t design w i t h a c u r v e adbpted
t o t h e new c y l i n d e r .

Fig. 47. Cylinder - lower s e a l i n g a r e a

Fig. 48. q y l i n d e r - iIiducti0n p a r t Fig. 50. P i s t o n marking

A rncuilting s l e e r a n c e o f 0.09 mm between
( 1 ) Nominal e i z e i n mm
~ i s ' i o n and c y l i n d e r i e s p e c i f i e d . The (2) l o u n t h g direction
f o l l o w i n g Table f a c i l i t s t i s t h e
s e l e c t i o n o f t h e p a s t s t o be mated.
 4.1.2. R e a e n e r a t i o n of t h e C y l i n d e r p i s t o n and gudgeon p i n and n e e d l e b e a r i n g ) .
Each c y l i n d e r can be ground o u t f o r maximum Pay a t t e n t i o n t o t h e f a c t t h a t commercial
2.00 m r e l a t e d t o t h e b a s i c s i z e (69.00 mm).packings of n e e d l e b e a r i n s a r e marked o n l y
w i t h t h e mean dimeneions ?determined from
P i s t o n 8 i n t h e o v e r s i z e s of 6 9 0 5 ~ ;7 O * O O ; upper and lower n e e d l e dimensional devia-
70*50; 71*00 t i o n ) . The b e a r i n g e a r e n o t marked! There-
a r e available. f o r e , keep open packing8 s e p a r a t e .
The c y l i n d e r i s ground i n t h e c y l i n d e r g r i n d -
i n g shop a c c o r d i n g t o t h e a v a i l a b l e p i s t o n
and t a k i n g t h e s p e c i f i e d mounting c l e a r a n c e When used gudgeon p i n , p i s t o n and crank-
of 0.04 mm i n t o a c c o u n t ; i t i s d e l i v e r e d s h a f t a r e used f u r t h e r , t h e n f i t t h e
i n t h e mated s t a t e . n e e d l e b e a r i n g a c c o r d i n g t o f e e l . (Colour
marking canno be i d e n t i f i e d r e a d i l y . )
4.1.3. S e l e c t i o n of t h e Needle B e a r i n g The gudgeon p i n must be f i t t e d w i t h o u t any
f o r t h e Gudgeon P i n (New P a r t s 2 c l e a r a n c e and i t must be p o s s i b l e t o t u r n
i t w i t h o u t jamming w h i l e t h e r e s i s t a n c e
Beedle b e a r i n g s c a n e a s i l y be s e l e c t e d w i t h offered to is just felt.
t h e h e l ~of t h e T a b l e s h o r n i n Fig. 51. This
-
i s - o n l y Ap o s s i b l e f o r new p a r t s ( c r a n k s h a f t .
I
+ 0,007
Kolbenbolzen L Pleuelbohrung = - 0,076 22
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P i g . 51. T a b l e f o r b e a r i n g s e l e c t i o n
Kolbenbolzen = gudgeon p i n griin = green
(dimensions i n mm) Pleuelbohrung = conrod b o r e weil3 = white
Kennzeichnung = marking schwarz = black
T o l e r a n z i n um = t o l e r a n c e in um Radialspiel = radial play gelb = yellow
/ / b i s = up t o blau = blue
Nadel-AbmaB = dimensional d e v i a t i o n
braun = brown
of needle
4.1.4. B e a r i n ~ sand S e a l i n g Rings 4.1.5. Pre-assembly of t h e Gearbox
For t h e gearbox, bearings with p l a s t i c A l l d r i v e g e a m and n e e d l e s o f b e a r i n g s m u s t
cage a r e used. b e f i t t e d w i t h engine o i l .
2 X 6204 J C 4 , 4.1.5.1. C o m ~ l e t i n nt h e Drive S h a f t (AL
1 X 6203 J C 4 a n d
1 X 6304 J C 4 - S l i p on t h e d r i v e g e a r f o r t h e 4 t h speed
The c r a n k s h a f t main b e a r i n g s 6306 muat ( 1 ) ilp t o t h e f i r e d wheel ( 2 ) , mount ( 3 )
t h r u s t washer and c i r c l i p ( 4 ) ;
be used i n t h e s o r t e d group C 4 f and
t h e supporting bearing of t h e cranksheft NOTE: Pay p a r t i c u l a r a t t e n t i o n t o t h e p r o p e r
i n t h e b e a r i n g bush ( c l u t c h c o v e r ) i n t h e f i t of t h e c i r c l i p s i n t h e grooves.
s o r t e d group C 3 f . A s c l u t c h t h r u s t Checking by s t r i k i n g t h e s h a f t on
b e a r i n g , a grooved b a l l b e a r i n g 16 005 hardwood, keeping t h e d r i v e g e a r ( 1 )
is fitted. i n one hand.
The s h a f t s e a l r i n g s D 25 X 72 X 7 must - S l i p t h e c o n t r o l g e a r f o r 4 t h and 5 t h
o r i g i n a l shaf t s e a l r i n g s ) .
b e r e s i s t a n t t o f u e l and o i l ( o n l y use
The n e e d l e b e a r i n g f o r t h e c l u t c h d r i v e r
speeds ( 5 ) on t h e d i r v e s h a f t ; t a k e c a r e
t h e t t h e s i d e w i t h t h e 18 t e e t h p o i n t s t o
s h o u l d be s e l e c t e d a c c o r d i n g t o t h e t h e d r i v e g e a r f o r t h e 4 t h speed ( 1 ) ;
f o l l o w i n g Table when a new d r i v e r is
mounted.
- P l a c e a hardened and ground s p a c e r ( 6 )
a g a i n s t t h e c o l l a r ( s t a r t of t h e grooves).
Cluech d r i v e r Needle b e a r i n g Two of t h e s e s p a c e r e a r e r e q u i r e d on t h e
d r i v e s h a f t and two .on t h e o u t p u t a h a f t .
( marking) (mean deviation In mm) They a r e exchangeable.
yellow -1; -2; -3; -4 S l i p on t h e d r i v e g e a r f o r t h e 5 t h speed
( 7 ) and f i t t h e 24 n e e d l e 6 ( 8 ) (2.5 X
black -3; -4; -5; -6 11.81, t h e n mount t h e s p a c e r ( 6 ) and t h e
green -5; -6; -7; -8; -9 c i r c l i p (9) ( t a k e c a r e t h a t t h e c i r c l i p
i s w e l l s e a t e d i n t h e groove).
Fig. 52. Drive s h a f t ( A ) and o u t p u t s h a f t (B)

4.1.5.2. C o m p l e t i n ~t h e O u t ~ u tS h a f t (B) 4.1.5.3. P l a c i n g t h e TWO Gear S h a f t s .

i n t o t h e Assembly Containex
- A t f i r s t check t h e o u t p u t s h a f t t h a t t h e
o i l h o l e f o r t h e g e a r s (window wheele)
29-50.019
and 3rd W e e d e are 'lean*Ihe'lip
t h e g e a r f o r t h e 2nd epee& (10) ( 2 8 t e e t h )
- The pre-assembled g e a r s h a f t s a r e placed
into the container.
On t h e shaft up the Of t h e groove Flange-mounted g e a r s h a f t s a r e n o t ~ u i t e d
p i e c e , f i t t h e s p a c e r ( 1 1 ) and t h e g e a r f o r t h e assembly c o n t a i n e r .
f o r t h e 3rd s ~ e e d(12) ( 2 4 t e e t h ) i s
placed a g a i n s i t h e spacer;
ROTICE: Mount t h e g e a r s (10) and ( 1 1 ) s o t h a t -
the f l a t s i d e points t o the spacer
ring (l?)!
Put on' t h e t h r u s t washer ( 3 ) and t h e
c i r c l i p (4); l

The c o n t r o l g e a r f o r t h e 1 s t and 3rd speeda 1

I

must now be s l i p p e d on. The s p a c e r ( 6 ) must I

be p u t a g a i n s t t h e c o l l a r of t h e groove
i e c e and t h e g e a r f o r t h e 1st speed ( 1 4 )
$36 t e e t h ) mounted. F i t t h e 24 n e e d l e s o f I
t h e b e a r i n g (8) (2.5 X 11.8) and mount t h e
s p a c e r ( 6 ) and t h e c i r c l i p ( 9 ) ;
Put t h e c o n t r o l g e a r f o r t h e 2nd speed ( 1 5 )
on t h e o p p o s i t e end of t h e o u t p u t s h a f t .

Fig. 53. Gearbox i n assembly c o n t a i n e r

( 1 ) Drive s h a f t
(2) Output s h a f t
 - F i r s t i n s e r t t h e s e l e c t o r f o r k 01 1 ( 1) - Then t h e drum cam ( C ) i s i n s e r t e d Anto t h e
( c e n t r a l f o r k ) i n t o t h e c o n t r o l gear of g u i d e b o l t of t h e s e l e c t o r f o r k s . l h e i n -
4 t h and 5 t h s p e e d s (A = d r i v e s h a f t ) . s u l a t i n g d i s k ( 1 ) of t h e drum cam a t t h e
Then i n s e r t s e l e c t o r f o r k 010 ( 2 ) i n t o t h i n b e a r i n g p i n must p o i n t t o t h e s i d e
t h e c o n t r o l g e a r f o r 7 s t and 3rd speeds of t h e s e l e c t o r f o r k 012.
and s e l e c t o r f o r k 012 ( 3 ) i n t o t h e c o n t r o l - mow t h e gearbox i s r e a d y f o r b e i n g
mounted.
g e a r of t h e 2nd speed ( B = o u t p u t s h a f t ) .
Row t h e g u i d e b o l t ( E ) f o r t h e s e l e c t o r
f o r k s can be f i t t e d ( l o n g c o l l a r p o i n t i n g
t o t h e l s r g e g e a r f o r I s t speed ( 4 1 ,
36 t e e t h ) . Do n o t f o r g e t t o f i t t h e
weshers ( 5 ) .

F i g . 54. Gearbox w i t h s e l e c t o r f o r k s
F i g . 55. Gearbox r e a d y f o r b e i n g mounted

4.1.5.4. P r e a s s e m b l s o f t h e Left-hand Housinu Half

P i g . 56. Range o f s p a r e hopsings

 If a s p a r e housing, a l s o known a8 c a s i n g , i s - Mount t h e c i r c l i p ( 2 ) f o r t h e gearbox
used, i t must b e completed f i r s t . The p a r t s b e a r i n g 6203 C 4 f ( o a t p a t s h a f t ) i n t o
shown i n Fig. 56 must b e mounted i n t h e t h e housing. The opening o f t h e c i r c l i p
f o l l o w i n g way: must p o i n t upward t o 'the 011 c a t c h
P r e s s t h e notched n a i l (1) f o r g e a r - s h i f t p o c k e t ( s e e arrow-head b) ;
detent spring i n t o t h e left-hand casing
half (clutch side) ;
P r e s s t h e notched p i n ( 2 ) f o r f i x i n g t h e
p o s i t i o n of t h e dynamo i n t o t h e r i g h t -
hand c a s i n g h a l f ;
P r e s s t h e f i t t i n g s l e e v e ( 3 ) and c y l i n d r i -
cal p i n (4) i n t o t h e left-hand casing
half a t the clutch side;
P r e s s t h e c y l i n d r i c a l p i n 8 X 80 ( S ) ,
Fig. 5 7 , f o r c o n t r o l s t o p , a t a l e v e l
o f a = 57-, mm measured from t h e s e a l i n g
surface, i n t o t h e cold casing;

Fig. 58. -Left-hand housing h a l f

Fig. 57. Mounting t h e c o n t r o l s t o p and

t h e o i l guide p l a t e
- Ii nn tsoe r tth et h egearbox
o i l guide p l a t e ( 3 i n Fig. 59)
cornpartmen+ and
the locking p l a t e a t the clutch side,
t i g h t e n t h e f a s t e n i n g n u t M 6 and
lock i t ;
- Press the closing p l a t e s (6) i n t o the
r e s p e c t i v e h o l e s o f t h e right-hand
c a a i n g h a l f from t h e dynamo s i d e i n
such a manner t h a t t i g h t n e s s i s
ensured.
When t h e o l d housing i s f u r t h e r used, o n l y
t h e f o l l o w i n g o p e r a t i o n s have t o be
performed :
- Fs hi ta ftth main
e inner c i r c l i p ( 7 ) f o r
b e a r i n g 6306 C 4 f
t h e crank-
( o p e n i n g p o i n t i n g t o t h e o i l hole
arrow-head a ) ;
-
Fin. 59.
- Left-hand housing h a l f -
oil
g u i d e p l a t e and g e a r b o x b e a r i n g
fit
Heat t h e c a s i n g h a l f t o about 100 'C; .
no r u b b e r p a r t s must be mounted i n t h e
casing half;
S t a r t i n g from t h e c l u t c h s i d e , i n s e r t
t h e g e a r b o x b e a r i n g 6204 J C 4 ( 1 ) f o r
d r i v e s h a f t up t o t h e c a s i n g c o l l a r and
mount t h e c i r c l i p ( 2 ) on t h e c l u t c h s i d e ;
S t a r t i n g from t h e gearbox com a r t m e n t ,
mount c a p ( 3 ) and s e a l p l a t e 74) a s w e l l
a s gearbox b e a r i n g 6203 J C 4 f o r o u t p u t
s h a f t i n t h i s order.
Put t h e o i l g u i d e p l a t e (5) f o r b e a r i n g
6306 G 4 f on t h e c i c l i p ( 6 ) from t h e
c r a n k c a s e i n t e r i o r . $he d o t p r e s s e d i n t o
- t h e o u t e r edge o f t h e o i l g u i d e p l a t e
p o i n t s t o t h e o p e n i n g of t h e c i r c l i p and
s e r v e s a s lock a g a i n s t displacement
( s e e arrow i n Fig. 5 9 ) ;
Mount t h e c r a n k s h a f t main b e a r i n g 6306
C 4 f ( 3 ) by means o f t h e f i t t i n g mandrel
( 1 ) (29-50.405). A t t h e same t i m e , t h e
o i l g u i d e p l a t e i s centred with t h e
t a p e r c o l l a r of t h e f i t t i n g mandrel (2) ;
 Pig. 62. R e - f i t t i n g t h e c r a n k s h a f t

P i g . 60. Mounting t h e c r a n k s h a f t
main b e a r i n g

4.2. NIounting t h e C r a n k s h a f t . t h e
Gearbox and t h e Foot-operated
Gear-shift Shaft

- Heat t h e i n n e r t r a c k r i n g of t h e 6306
b e a r i n g a l r e a d y i n t h e c a s i n g by means
of a h e a t i n g mandrel ( 1 i n F i g . 61) ;
- I n s e r t t h e l o n g c r a n k s h a f t end i n t o t h e
heated i n n e r t r a c k r i n g of t h e bearing
and, w i t h o u t h e s i t a t i o n , a l l o w i t t o s l i p
i n t o p l a c e up t o t h e s t o p ;
- I f , due t o h e s i t a t i n g i n f i t t i n g o r i n -
s u f f i c i e n t l y heated i n n e r t r a c k r i n g ,
t h e c r a n k s h a f t jams, t h e l a t t e r c a n be
p r o p e r l y f i t t e d by memo o f t h e p i p e ( 1 )
and t h e u p p e r p a r t o f t h e c l u t c h t e n s l o n - Fig. 63. Mounting t h e g e a r b o x
i n g d e v i c e . ( 2 ) 0 5 MW 150-2. (The p i p e
i s no s p e c l a l t o o l , s k e t c h f o r s e l f - - Take t h e preassembled g e a r b o x o u t o f t h e
c o n s t r u c t i o n i s i n c l u d e d i n t h e ~ p ~ e n d i x ) ; assembly c o n t a i n e ~and p u t i t i n t o . t h e
l e f t - h a n d c a s i n g h a l f up t o t h e s t o p .
The l o n g c o l l a r o f t h e drum cam and t h a t
of t h e guide b o l t f o r t h e s e l e c t o r f o r k s
must p r o j e c t from t h e c l u t c h s i d e when
~ r o p e r l ymounted ( g e a r - s h i f t p o s i t i o n
s o f no consequence) ;

F i g . 61. H e a t i n g t h e i n n e r t r a c k r i n g Fig. 64. Gearbox and c r a n k s h a f t mounted

5'
 - Mount t h e f o o t - o p e r a t e d g e a r - s h i f t s h a f t - Use a d r i f t 11 MW 3-4 and d r i f e in the
f i t t i n g s l e e v e t o a d e p t h o f 26
t o 28
w i t h c o n t r o l member ( l ) a t t h e same time
enga e t h e c o n t r o l a m ( 2 ) w i t h t h e drum i m ~i n o r d e r t h a t t h e tw housing h a l v e s
cam 73) ; a r e centred;
NOTICE: D o n o t d a m a g e t h e i n s u l a t i n g d i e k . -.
of t h e drum cam!
- Put t h e s e p a r a t i n g p l a t e i n t o t h e o i l
pocket ( 4 ) o f t h e c r a n k c a s e ;
- Heat t h e i n n e r t r a c k . r i n g of t h e gearbox
b e a r i n 6203 C 4 f and p u t i t on t h e d r i v e
s h a f t 75);
- S l i g h t l y o i l a l l b e a r i n g s , s h a f t s and b o l t s ;
- Apply s e a l i n g compound t o t h e s e a l i n g
s u r f a c e s between t h e two housing h a l v e s ;
no s e a l i n g compound m u s t g e t i n t o t h e
c r a n k c a s e and gearbox compartment. The
two c a s i n g h a l v e s a r e mounted without any
packing.
Pre-assembling t h e Rinht-hand
Housinff Half
- During t h e p r e c e d i n g a s s e m b t i n g work, t h e
r i g h t - h a n d o c a e i n g h a l f haa been heated t o
about TO0 C ( o n no account should t h e Pig. 66. Mounting t h e packing r i n g
s h a f t s e a l r i n g s be l e f t i n t h e housing D 2 5 x 7 2 x 7
because t h e y become hard due t o over-
h e a t i n g and t h u s become l e a k y i n normal
- Crosswlee s c r e w i n 15 f i l l i s t e r - h e a d
screws t o j o i n t h e two c a s i n g h a l v e s ;
operation) ;
NOTICE: On no account b o l t t h e c a s i n g
halves before drlving i n the
f i t t i n g s l e e v e which c e n t r e s t h e
complete housing.
- Bearing 6304 J C 4 ( 1 ) f o r o u t p u t s h a f t ;
h e a t i t s i n n e r r a c e and Dress i t i n t o
right-hand c a s i n g h a l f u p t o t h e s t o p
w i t h d r i f t 11 MW 7-4;
- Measure s e a l cap and b e a r i n g s e a t , bet-
ween c o l l a r o f c a p and b e a r i n g a c l e a r -
ance of 0.2 t o 0.4 mm m u s t be p r e s e n t .
Compensate w i t h f i t t i n g p l a t e s 40 X 0.1
(0.2; 0.5; 0.8) TGL 10 404-St;
- Mount s e a l i n g cap w i t h packing, i n s e r t
t h e countersunk screws w i t h s e a l i n g
compound ;
- Mount t h e s r o c k e t t o gearbox. Tighten
n u t (WoP 24P w i t h s o c k e t n e n c h and
holder-up 05-MW 45-3 and p r o v i d e w i t h
locking p l a t e ;
- O i l s e a l i n g l i p of s h a f t s e a l r i n g ( 2 )
D 25 X 72 X 7 and p r e s s i n t o dynamo s i d e
Pig. 65. P r e p a r i n g t h e right-hand w i t h f i t t i n g s l e e v e ( 3 ) and mandrel ( 4 )
housing h a l f 29-50.406. L i p p o i n t s t o b e a r i n g 6306.
- ffiount t h e i n n e r c i r c l i p f o r t h e b e a r i n g - Iount c i r c l i p externally f o r shaft
seal ring;
6306 C 4 f (opening t o t h e o i l h o l e ) ;
- P l a c e t h e . . o i l guide p l a t e ( 1 ) on t h e
- I n s e r t s t o p p e r s ( 3 , of rubber) i n t o holes
( 5 ) i n dynamo compartment;
c i r c l i p . 'he f l a t s i d e p o i n t s t o t h e
o u t e r t r a c k r i n g of t h e b e a r i n g , t h e
d e p r e s s i o n ( a r r o w > t o t h e opening of
* the circlip;
- F i t b e s r i n g 6306 C 4 f (2) i n t o t h e hous-
i n g h s l f b means o f f i t t i n g mandrel
29-5c.405 73) , a t t h e same time, t h e
o i l guide p l a t e i s c e n t r e d w i t h t h e
t s p e r c o l l a r ( 4 ) of t h e P i t t i n g
mandrel.

- bHest the
earing,
i n n e r t r a c k r i n g of 6306 C 4 f
~ o u n tc a s l n g h a l f . When t h e
c a s i n g h a l f i s h e s t e d t o a b u t l00 Q C
and t h e i n n e r t r a c k r i n g of t b e 6306
b e a r i n g w e l l h e e t e d , t h e o ~ s f n ghalf
can be p r e s s e d , w i t h o u t t i l t i n g , on t o
t h e s e a l i n g s u r f a c a , When t h i s should
f a i l , use a p l a s t i c o r r u b b e r m a l l e t
and a p p l y e l i g h t blows t o remove a
t i l t e d position;
Fig. 67. Mounting t h e g e e - s h i f t detent
 - P r e s s t h e s h a f t s e a l r i n g D 25 X 72 X 7 B e f o r e a s s e m b l i n g t h e c y l i n d e r check t h a t
(1) i n t h e c l u t c h s i d e by means of man- bore (B) is closed. I f t h i s i s n o t t h e
d r e l 29-50.409 ( p r i o r t o t h i s , o i l t h e c a s e , i n s e r t a b a l l 4.5 mm i n d i a m e t e r ,
sealing l i p ; i t points t o the clutch!); a p p l y s e a l i n g compound t o t h e t h r e a d e d
- Mount t h e w i r e c i r c l i p (2) t o l o c k t h e
s t u d and screw i t i n p l a c e .
shaft seal ring;
- Screw t h e g e a r - s h i f t d e t e n t s c r e w ( 3 ) i n
p l a c e t o g e t h e r w i t h packing r i n g , com-
p r e s s i o n s p r i n g and b a l l ;
- Put t h e $ e a r - s h i f t d e t e n t l e v e r (4) on
t h e p r o j e c t i n g g u i d e b o l t ( 5 ) , engage i t
w i t h t h e drum can! ( 6 ) and hook t h e t e n s i o n
s p r i n g ( 7 ) on t h e notched n a i l (8)
(Fig. 67);
- While t h e c a s i n g i s s t i l l h o t , use a
r u b b e r o r p l a s t i c m a l l e t t o a p p l y blows
on t h e b e a r i n g s t o r e l e a s e them.
NOTICE: Do n o t b e a t on c r a n k s h a f t ends
t h i s w i l l impair t h e t r u e
running o f ' t h e crankshaft
( 0 . 0 3 mm))
- Check t h e d r i v e s h a f t and o u t p u t s h a f t
f o r e a s e o f moving; t h e t*wo s h a f t s must
r u n f r e e l y o p p o s i t e t o eech o t h e r ;
- Put t h e foot-operated gear-shift l e v e r
on t h e g e a r - s h i f t s h a f t and s t i i f t Fig. 69.Engine r e a d y f o r mounting t h e
a l l gears. cylinder .,
4.4. mount in^ P i s t o n , C y l i n d e r and Check t h e c y l i n d e r s t u d s ( Z ) f o r t i g h t f i t
C y l i n d e r Head and a p p l y e n g i n e o i l t o t h e n e e d l e b e a r -
On s e l e c t i o n and mating of p i s t o n and i n g f o r t h e gudgeon p i n and i n s e r t i t i n t o
c y l i n d e r , i n f o r m a t i o n has a l r e e d y been t h e amall-end b o s s ( P ) .
g i v e n i n S e c t i o n 4.1.1. Close t h e c r a n k c a s e w i t h a c l e a n c l e a n i n g
T h i s S e c t i o n o n l y d e a l s w i t h t h e corr'ect r a g u n t i l t h e c y l i n d e r i s mounted i n o r d e r
mounting of p i s t o n and c y l i n d e r and t h e t h a t no f o r e i g n p a r t i c l e s ( l o c k r i n g f o r
a d j u s t m e n t o f t h e r a t i o of compression. gudgeon p i n ) c m g e t i n t o t h e crankcase'.

9.4.1. P i s t o n ' and C y l i n d e r

To f a c i l i t a t e mounting, t h e p i s t o n i s
h e a t e d t o a t e m p e r a t u r e o f about 40 t o 50
'C on an e l e c t r i c b o i l i n g p l a t e . B e f o r e
mounting, make s u r e t h a t p i s t o n and gudgeon
p i n show t h e same c o l o u r marking.
While t h e p i s t o n i e h e a t e d , p l a c e t h e
c y l i n d e r f o o t g a s k e t on t h e s e a l i n g s u r -
face o f t h e casing.

P i g . 68. C y l i n d e r sub-assembly F i g . 70. Mounting t h e p i e t o n

 ?:ace t h e p i s t o n s u p p o r t ( 1 ) 22-50.412 on
t h e c a s i n g and p u t t h e p i s t o n , which i s
h e a t e d , o v e r t h e conrod w i t h t h e a r r o w
p o i n t i n g t o t h e exhaust p o r t . The cold
gudgeon i n ( 2 ) i s p u t on t h e c o l d g u i d e
mandrel 73) 05-W 19-4 and t h e mandrel
w i t h t h e t a p e r ahead i n s e r t e d i n t o t h e
p i s t o n . Thue, p i s t o n and conrod a r e a l i g n e d
and t h e n e e d l e b e a r i n g p r o t e c t e d .
The gudgeon p i n must be i n s e r t e d q u i c k l y
and w i t h o u t i n t e r r u p t i o n s o t h a t t h e r a i s e d
t e m p e r a t u r e o f t h e p i s t o n cannot be trgns-
m i t t e d t o thebgudgeon p i n because t h e
l a t t e r wouid t h e n expand and Jsm i n t h e
piston.
A gudgeon p i n t h e t go% s t u c k has t o be r e -
p r e s s e d by means of t h e p r e s s i n g d u t d e v i c e
22-50.010 o n l y . B e a t i n g w i t h hammer and
d r i f t l e a d s t o a deformation of t h e piston.
The two new snap r i n g s (S) a r e i n s e r t e d by
means o f t a p e r - n o s e p l i e r s ; check t h a t
t h e y a r e p r o p e r l y s e a t e d i n t h e grooves
of t h e p i s t o n .

Fig. 72. Determining t h e dimension

o f t h e gap
For each measurement, t h e c y l i n d e r head
must be f a s t e n e d by means o f a t l e a s t two
n u t s arranaed crosswise.
( 2 ) = d r a i n hole.
Shims ( A ) i n t h e t h i c k n e s s e s 0.2 mm and
0.4 mm e n a b l e a c o r r e c t i o n o f t h e gap.
P l e a s e , o n l y use o r i g i n a l shims o f alu-
minium, and r e p l a c e them by new ones when
t h e c y l i n d e r c o v e r has been demounted.
One shim (minimum 0.2 mm) a t l e a s t m u s t be
Fig. 71. Mounting t h e c y l i n d e r fitted.
On t o p o f t h e c y l i n d e r l i n e r , a c o l l a r ( B )
T u n t h e p i s t o n r i n g s so t h a t t h e l o c a t i n g o f 1.5 mm i s t u r n e d i n a l a t h e , s e e Pig.
i n s a r e between t h e ends o f t h e r i n g s 73, which c e n t r e s t h e shims and prevent^
P Fig. 70, l o n g arrows) o t h e r w i s e t h e p i s t o n
r i n g s w i l l am i n t h e c y l i n d e r and breerk
t h a t t h e t e m p e r a t u r e of combustion d i r e c t -
l y c o n t a c t s t h e aluminium shims.
when t h e c y i n d e r i s mounted.
With t h e c y l i n d e r l i n e r s l i g h t l y o i l e d ,
pueh t h e c y l i n d e r o v e r t h e p i s t o n . The
p i s t o n s u p p o r t CU) 22-50.412 props t h e
p i s t o n . It i s removed a s soon a s t h e c y -
l i n d e r f u l l y c o v e r s t h e p i s t o n . Then
f i t t h e c y l i n d e r completely.
4.4.2. C y l i n d e r Head and R a t i o of
Cornreasion
The e n g i n e e m i t s a p e c u l i a r sound when
t h e compression r a t i o E = 10.5 : 1 i s
exceeded. P a l l s E below 10.5 : 1, t h e
e n g i n e f a i l s t o r e a c h i t s f u l l power,
With t h e c o r r e c t r a t i o o f compreaaion,
t h e combt;stion chamber h a s a volume o f
a b o u t 26 cm3.
The dimension of t h e gap i s 0.9 t o 1.2 mm.
Big. 72 show^ how measurements a r e t a k e n .
A lead wire - a o m e r c i a l s o l d e r w i r e 2mm
i n t h i c k n e s s w i l l be s u i t e d b e s t - is
i n e e r t e d i n t o t h e combustion chamber
t h r o u g h t h e s p a r k i n g - p l u g bore. The p i s t o n
moving t h ~ o o g ht h e T,D.C. presaes t h e
l e a d w i r e f l a t , By n ; a ~ ~ r , lofs a vernier ~ i g . 73. B i t t - h g t h e shims
c e l i p e r o r a m'crometer s c r e w , t h e dimen-
s i o n o f t h e gap i s determined by m e a s u r i n ~
t h e f l a t t e n e d wire.
A f t e r having determined t h e dimension of t h e 4.5.2. C l u t c h D r i v e r ( s e e Fin. 21)
g a p , t h e new shim found i n t h i s wa i s
placed over the c e n t r i n g c o l l a r
cylinder.
(BY
on t h e

Mount t h e c y l i n d e r head and g r a d u a l l y t i g h t -

en t h e n u t s c r o s s w i s e by. means of a s o c k e t
wrench w i t h a t o r q u e o f 26 Nm (2.6 kpm).

F i g , 74. Mounting t h e damping combs

F i n a l l y , p r e s s t h e f o u r damping combs
CD) i n t o c y l i n d e r and c y l i n d e r head.

Mounting t h e Primary Drive Fig. 75. P r i n c i p l e o f . m o u n t i n g t h e

4.5.1. Drive Gear f o r Gearbox clutch driver

-
(68 teeth)
P a t t h e d r i v e g e a r on t h e d r i v e s h a f t ;
- Spacing p l a t e ( 1 ) 1.90 mm, 1.95 mm o r
2.00 mm i n t h i c k n e s s ;
t h e r e c e s s f o r engaging t h e l o c k i n g
p l a t e must be v i s i b l e ; - S e t of n e e d l e s ( 2 ) KK 22 X 26 X 26;

- -
P i t t h e l o c k i n g p l a t e and, u s i n g
a n u t M 16 X 1.5, t i g h t e n up t o t h e
c o l l a r of t h e d r i v e s h a f t . For a r r e s t -
i n g t h e d r i v e g e a r , t h e holder-Up
22-50.413 o r t h e assembly b r i d g e
22-50.4 0 ( 1 ) and a s o c k e t wrench ( 2 )
(WoF 241 i s t o be used ( s e e Pig. 1 6 ) .
Torque f o r t i g h t e n i n g : 80 t o 100 Nm
( 8 t o 10 kpm).
NOTICE: An i n s u f f i c i e n t l y t i g h t e n e d
d r i v e gear causes considerable
n o i s e when changing t h e load
on t h e engine.
Clutch d r i v e r (3) ;
- Thrust washer ( 4 ) 2.3 mm i n t h i c k n e s s ;
- S p r i n g l o c k washer ( 5 ) .
Put t h e s e p a r t s in t h e above o r d e r on t h e
end o f t h e c r a n k s h a f t ( c l u t c h s i d e ) ; t h e
s p a c i n g p l a t e and t h e t h r u s t washer must
be p l a c e d so t h a t t h e r e l i e v i n g o f t h e
h o l e p o i n t s t o t h e c o l l a r o f t h e crank-
shaft.
NOTICE: The s e t of n e e d l e s ( 2 ) i s
a v a i l a b l e i n t o l e r a n c e groups
( s e e S e c t i o n 4.1.4.)!
The p e r m i s s i b l e r a d i a l p l a y of t h e i n n e r
d r i v e r w i t h d r i v e g e a r ( 3 ) i s 0.004 t o
0.029 mm.
F o r f i t t i n g o b s e r v e a l l t h a t h a s been s a i d
w i t h r e s p e c t t o gud eon p i n n e e d l e b e a r i n g
( s e e S e c t i o n 4.1.3.7, and a p p l y e n g i n e
o i l t o t h e b e a r i n g when f i t t i n g .
4.5.3. Measuring and A d j u s t i n n t h e When, f o r c h e c k i n g , t h e c l u t c h i e p u t
End P l a y of t h e Clutch D r i v e r o n t h e c r a n k s h e f t end w i t h o u t s p r i n g
The g i v e n end p l a y i s determined by means O f lockwasher ( l ) and driver (2)*
- t h e measuring d e v i c e 0 5 - m 13-4. For t h i s t h e cone must f i t a l r e a d y i n s u c h a way
p u r p o s e , t h e measurin d e v i c e i s f i t t e d r i t h o ~ tthat the be by
s p r i n g l o c k washer ( 5 7 and t h r u s h washer ( 4 ) hand.
( P i g . 7 5 ) . When moving t h e i n n e r d r i v e r
a x i a l l y , t h e end p l a y i s i n d i c a t e d by t h e
dial.
The end p l a y o f t h e d r i v e g e a r w i t h i n n e r
d r i v e r i s 0.05 t o 0.'10 mm.

Fig. 77. Checking t h e cone o f t h e c l u t c h

- Mount t h e c l u t c h . Due t o i t s s p r i n g
power, t h e s p r i n g l o c k washer under t h e
F i g . 76. Measuring t h e end p l a y o f c l u t c h r e t a i n s t h e t h r u s h washer ( 4 ) i n
the clutch driver p l a c e (Ffg. 75). The p r e - t e n d o n o f t h e
When t h e end p l a y i a g r e a t e r t h a n 0.10 mm, s p r i n g l o c k washer i s good when t h e
n o i s e is e m i t t e d w i t h unloaded engine c l u t c h , which i s b e i n g mounted ( b e f o r e
which is caused by t h e h e l i c a l t e e t h o f t i g h t e n i n g ) , e l i g h t l y t i l t s i n t h e cone
t h e p r i m a r y d r i v e . The c l u t c h d r i v e r
i s a x i a l l y moved by changing l o a d s .
- B e f o r e mounting t h e c l u t c h c o v e r , t h e
c l u t c h must be properly ti htened with
When t h e c l u t c h i s p u l l e d w h i l e t h e
v e h i c l e i s s t a t i o n a r y and t h e e n g i n e
t h e help of a spacer tnbe h).
r u n n i n g , t h i s n o i s e d i s a pe rs ( p r i -
mary d r i v e i a s t a t i o n a r y P . %e g r e a t e r
t h e end p l a y o f t h e c l u t c h d r i v e r is
s e t , t h e l o u d e r t h i s n o i s e w i l l be.
I n t h e loaded c o n d i t i o n o f t h e engine,
i t i s not present.
The end p l a y i s v a r i e d w i t h t h e h e l p of
d i f f e r e n t s p a c i n g washera ( 1 ) (Fig. 75).
When t h e end p l a y i s s m a l l e r t h a n
0.05 mm, t h e s p a c i n g and t h r u s t washerb
w i l l b e t a r n i s h e d , and t h e c l u t c h
f a i l e t o i n t e r r u p t t h e power f l o w from
t h e c r a n k s h a f t t o t h e g e a r b o x because
t h e d r i v e r h a s g o t s t u c k . Under t h e s e
c o n d i t i o n e , t h e c l u t c h may be t o r n
from t h e cone o f t h e c r a n k s h a f t .
4.6. mount in^ t h e C l u t c h
- Remove t h e o i l from t h e two conea
( c l u t c h body and c r a n k s h a f t ) and
Fig. 78. T i g h t e n i n g t h e c l u t c h
check t h e s u r f a c e appearance. 4.7. C o m ~ l e t i nand~ Pountinn t h e Clutch
When t h e f u l l cone f a i l s t o b e a r , Cover
i t c a n be ground i n w i t h t h e h e l p
of g r i n d i n g pa&e. 4.7.1. Mountinn t h e K i c k - s t a r t e r Aesembly
I n t h i s o p e r a t i o n , p r o t e c t t h e grooved
b a l l b e a r i n g 16005
bearing -,
- clutch thrust
and c a r e f u l l y remove
The k i c k - s t a r t e r sub-assembly i s provided
w i t h a p o s i t i v e t r a c k i n g f o r t h e dog of
t h e k i c k - s t a r t e r from t h e M c k - s t a r t e r
t h e remains of t h e g r i n d i n g p a s t e . wheel. I n s t a r t i n g t h e e n g i n e ; i t r e s t r i c t s
t h e t r a n s m i s s i o n o f a back-kick moment
t o t h e wheels and g e a r 8 o f t h e gearbox.
Fig. 79. I n d i v i d u a l b a r t s of t h e k i c k - s t a r t e r
Mount t h e k i c k - s t a r t e r s h a f t i n t h e
o r d e r of numbers demonstrated i n
Fig. 79.
F i t t h e dog ( 3 ) i n t h e manner shown on
t h e l e f t of F I R . 80. The r i g h t p a r t
of Fig. 80 shows a k i c k - s t a r S e r ;shaft
mouoted i n t h e wrong manner.
Fig. 80. C o r r e c t mounting of t h e dog
(left)
sub-assembly
Before f i t t i n g t h e 24 b e a r i n g n e e d l e s (7)
2.5 X 1 9 . 8 , . t h e k i c k - s t a r t e r wheel ( 6 )
i s provided w i t h g r e a e e and pushed on
t h e k i c k - s t a r t e r s h a f t ( 1 ) so t h a t i t
c o n t a c t s t h e t h r u s t washer ( 5 ) .
Final1 mount t h e k i c k - s t a r t e r s p r i n g
(10). Fie end of t h e s p r i n g m u s t be pushed
i n t o hole ( A ) of t h e k i c k ' s t a r t e r shaft
up t o t h e s t o p . F i g 81 shows t h e kick-
s t a r t e r s h a f t ready f o r being mounted.
Fig. 81. Complete k i c k - s t a r t e r shaft
The pre-assembled k i c k - s t a r t e r s h a f t i s
now clamped a t i t s b e a r i n g p i n i n a v i c e
between c o p p e r jaws o r wooden i n s e r t s ,
i m m e d i a t e l y below t h e k i c k - s t a r t e r wheel,
a c c o r d i n g t o Fig. 83.
I n s e r t t h e r u b b e r r i n g s f o r s e a l i n g t h e kick-
s h a f t and f o o t - o p e r a t e d g e a r - s h i f t
s h a f t i n t o t h e r e c e s s e s provided i n t h e
c l u t c h c o v e r , s l i g h t l y ' o i l t h e p a r t s and
mount t h e c l u t c h c o v e p from ebove on t h e
k i c k - s t a r t e r s h a f t . A t t h e same t i m e ,
t h e s p r i n g end o f t h e k i c k - s t a r t e r s p r i n g
i s p r e s s e d i n t o t h e h o l e (3) provided
i n t h e c l u t c h cover.
Fig. 82. Mounted p o s i t i o n o f t h e c l u t c h
spring
Turn t h e c l u t c h c o v e r t h r o u g h about 1 '/4
r e v o l u t i o n e , n t i - c l o c k w i s e and p u t t h e
s p l i n e d b o l t through t h e k i c k - s t a r t e r
l e v e r meanwhile f i t t e d and s c r e w i t
t o g e t h e r with t h e n u t (Fig. 83).
F i g . 83. F a s t e n i n g t h e k i c k - s t a r t e r l e v e r
4.7.2. i X o u n t i n ~t h e C l u t c h A c t u a t i o n blecha-
nism ( s e e F i a s . 21 and 87J
Push b e a r i n g bush 171 w i t h s u p p o r t i n g bear-
i n g 6302 o f c r a n k s L a f t ( r e t a i n e d by c i r c l i p )
from o u t s i d e i n t o t h e c l u t c h c o v e r , t h e mark-
i n g s (M) must p o i n t u wards, Fig. 85. Turn
t h e p r e s s u r e l e v e r ( I t ) from i n s i d e i n t o t h e
t h r e a d e d worm o f t h e b e a r i n bush f u l l y down
and hook on t h e t i e rod (197.
4.7.3. Mountinn t h e C l u t c h Cover
A f t e r completing t h e c l u t c h cover, t h e
packing i s placed on t h e cleaned s e a l i n g
s u r f a c e ( w i t h o u t s e a l i n g compound) and
t h e c l u t c h c o v e r mounted.
shown in Fig* 84, t h e cam p l a t e
t h e positive t r a c k i n g i s p u t w i t h i t s
n o s e (11 i n t o t h e c a s i n g .
Fig. 84. C o r r e c t p o s i t i o n o f t h e cam p l a t e
The c a s i n g s c r e w ( 2 ) r e t a i n s t h e cam
p l a t e a t i t s lower end.
For t h e sake of c l e a r n e s s , t h e c l u t c h
c o v e r i s n o t shown i n Fig. 8 4 ; t h i s
i l l u s t r a t i o n does n o t show t h e mounted
state.
By a p p l y i n g s l i g h t r e b o u n d i n g blows w i t h
a rubber mallet d r i v e t h e c l u t c h cover
on t o t h e s e a l i n g s u r f a c e a n d , a t t h e same
time, t u r n the k i c k - s t a r t e r s h a f t t o t h e
r i g h t s o t h a t t h e k i c k - s t a r t e r wheel can
engage w i t h t h e g e a r o f t h e 1 s t speed.
Using new p a c k i n g r i n g s , i n s e r t t h e 5
c a s i n g s c r e w s and t i g h t e n them uniformly
and c r o s s w i s e , t h u s , f a s t e n i n g t h e c l u t c h
cover.
3.7.4. Rounh Adjustment o f t h e C l u t c h
B e f o r e t h e c l u t c h c a n be a d j u s t e d e t t h e
b e a r i n g bush of t h e c l u t c h c o v e r , t h e
c l u t c h must be t i g h t e n e d by means o f t h e
s u p p o r t i n g b e a r i n g o f t h e b e a r i n g bush i n
t h e c l u t c h cover. Place t h e s p r i n g lock
waeher B 14 on t h e c r a n k s h a f t end and
t i g h t e n t h e d r i v e g e a r f o r speedometer o r ,
i n t h e standa.rd d e s i g n , t h e n u t EL 14 X 1.5
(WoF 22) w i t h a t o r q u e o f 80 t o 700 Nm
( 8 t o 10 kpm) .
Push t h e p i p e (1) o v e r t h e t i e rod ( Z ) ,
s e e Fig. 87. P i p e ( 1 ) end t i e rod ( 2 ) a r e
c o n n e c t e d t h r o u g h t h e b o l t ( 2 ) 8 mm i n d i a -
m e t e r which i s p u t t h r o u g h t h e h o l e f o r
t h e c a b l e c o n t r o l . Then t u r n t h e b e a r i n g
bush ( a r r o w a ) ( 3 ) u n t i l t h e p i p e ( 1 )
c o n t a c t s t h e c l u t c h cover. W i t h ' t h i s , t h e
b a s i c a d j u s t m e n t o f t h e p r e s s u r e member
( D ) w i t h A = 11 mm i s determined.

Fig. 85. R o w h adJustment o f t h e c l u t c h
F i g . 86. Tube f o r t h e rough adjustment
of t h e c l u t c h
A f t e r t h e rough a d j u s t m e n t o f t h e c l u t c h ,
immediately p l u g t h e a d j u s t i n g p l a t e i n
p l a c e (181, s e e Mg. 21, and mount t h e
h o u s i n g f o r t h e speedometer d r i v e w i t h
p a c k i n g r i n g . Then, and o n l y t h e n , t h e
rough a d j u s t m e n t i s f i x e d .
NOTICE: For f a s t e n i n g t h e housing f o r
t h e speedometer d r i v e , o n l y use
screws M 6 X 25.
Longer screws w i l l i m p a i r t h e
function of the clutch
a c t u a t i o n mechanism.
Pig. 87. Exp1anatS.o~o f c l u t c h rough adjustment
6
4.7.5. C l u t c h F t n e Adjustment
Fine a d j u s t m e n t o f t h e c l u t c h i s e f f e c t e d
~ I t ht h e h e l p o f t h e a d j u s t i n g s c r e w o f t h e
c l u t c h l e v e r a t t h e handle-bars.
The f r e e p l a y a t t h e c l u t c h l e v e r should b e
a n y t h i n g between 2 and 3 mm.
When s l i p p i n g o f t h e c l u t c h Accurs, a s a r u l e ,
f i r s t check t h e rough a d j u s t m e n t b e f o r e
t h e c l u t c h i s replaced.
4.8. Drive f o r Speedometer
The d r i v e o f t h e speedometer o f t h e d e l u x e
model i s m e c h a n i c a l l y e f f e c t e d d i r e c t l y
from t h e c r a n k s h a f t t o t h e c l u t c h s i d e .
Fig. 88. Speedomeeer d r i v e
I n t h e p l a c e o f t h e M 14 X 1.5 f a s t e n i n g n u t
f o r fastening the clutch, t h e drive gear f o r
t h e speedometer d r i v e ( 11, which i s c e n t r e d
on an a d d i t i o n a l c o l l a r o f t h e c r a n k s h a f t ,
i s used.
I n t h e housing f o r t h e speedometer d r i v e (2),
th,e complete d r i v e s h a f t i s supported (3)
i n a p l a s t i c s t o p p e r ( 4 ) which i s r e t a i n e d
by a f l l l l s t e r - h e a d screw ( 5 ) w i t h c o r r u g a t e d
washer ( 6 ) .
The speedometer d r i v e r e q u i r e s no mainte-
nance; when b e i n g mounted i t i e f i t t e d w i t h
.molybdenum d i s a l p h i d e g r e a s e .
Oil S u p ~ l sf o r t h e L u b r i c a t i o n o f
t h e C r a n k s h a f t Main B e a r i n g s and
S h a f t S e a l R i n ~ a( s e e Fix. 601
The two 6306 c r a n k s h a f t main b e a r i n g s a r e
l u b r i c a t e d by t h e f u e l - o i l m i x t u r e a l s o
p a s e i n g t h r o u g h t h e crankcase. The p e t r o i l
l u b r i c a t i o n o f f e r s t h e advantage t h a t t h e
b e a r i n g s c o n t i n u o u s l y r e c e i v e new and c l e a n
l u b r i c a t i n g o i l . I n t h e c r a n k c a s e , an o i l
c a t c h pocket ( 4 ) i s arranged which c o v e r s
t h e t m c a s i n g halves. I n o r d e r t h a t t h e
two b e a r i n g s a r e uniformly s u p p l i e d w i t h
o i l , t h e o i l c a t c h pocket ( 4 ) i s s e p a r a t e d
i n i t s c e n t r e ( c a s i n g j o i n t ) by means o f
an o i l s e p a r a t i n g p l a t e ( 5 ) o f r u b b e r
which i s f i t t e d i n assembling b e f o r e mount-
i n g t h e right-hand c a s i n g h a l f .
The l u b r i c a t i n g o i l c o l l e c t e d i n t h e
o i l c a t c h pocket ( 4 ) p a s s e s through
an o i l hole ( 6 ) i n t o t h e compartment
between o i l guide p l a t e (7) and s h a f t ' s e a t s i n t h e c a s i n g w i l l be destroyed.
s e a l r i n g . During engine o p e r a t i o n , t h i s
f r e e space i s continuously f i l l e d up
t o t h e lower edge of t h e hole i n t h e
o i l guide p l a t e and i n t h i s way s u p p l i e s
t-.--
h e a- l i d i n n p o i n t of s h a f t s e a l r i n g
and c r a n k s h a f t end.
After having supplied t h e s h a f t s e a l
t h e o i l l u b r i c a t e s and c o o l s t h e
c r a n k s h a f t main bearing.
4.10. L u b r i c a t i o n of t h e Gearbox
By t h e d r i v e g e a r ( 6 8 t e e t h ) , a p a r t
of t h e o i l from t h e c l u t c h compartment
i s pnmped up i n t o t h e o i l c a t c h pocketis
of t h e left-hand c a e i n g h a l f (0, Fig. 5 9 ) .
From t h i s c a t c h pockete, t h e o i l flows
on t o t h e o i l guide p l a t e ( L , Fig. 57)
and through t h e h o l e s i n t h e o i l guide
p l a t e d i r e c t l y on t h e t e e t h o f t h e
gearbox g e a r s and from t h e r e a r c a t c h
pocket over t h e c i r c l i p which i s open
at t h e t o p i n t o t h e o i l c a t c h p l a t e o f
t h e d r i v e e h a f t (arrow A, Fig. 59).
Through t h e hole d r i l l e d i n t h e d r i v e
s h a f t , t h e o i l paasee t o t h e bearing
o f t h e l o o s e wheels f o r t h e 2nd and
3rd epeede and l u b r i c a t e e them.
4.1 1. Aesemblinn F a u l t e
When t h e engine i s assembled w i t h t h e
c a s i n g halves i n a cold e r a t e , t h e b e a r i n g
Then t h e b e a r i n g e x t e r n a l r i n g s w i l l ro-
t a t e i n t h e c a s i n g , The undue f o r c e applied
i n mounting t h e gearbox a h a f t e and t h e
crankehaft i n t o cold b e a r i n g i n n e r r i n g s ,
t h a t i s t o say, r i n g s which a r e t o o cold
f o r mounting and t h u s too narrow, l e a d s
t o deformation8 i n t h e b e a r i n g s and, maybe,
t o an impermiseible l a r g e r a d i a l e c c e n t r i -
c i t y of these shafts.
From t h e s e d e f e c t s r e s u l t , f o r example,
g e a r - s h i f t e r r o r s of t h e gearbox, i n c o r r e c t
running of t h e engine becauee of h a r d l y
c o r r e c t a d j u s t e d advanced i g n i t i o n , pre-
mature wear o f componente and p a r t e .
9.12. Hotantinn t h e Engine i n t h e Cvcle
Parts
For mounting t h e engine i n t h e cjmle p a r t e ,
proceed i n t h e i n v e r e e o r d e r of t h e
o p e r a t i o n s described i n t h e S e c t i o n s 3 . l . t .
t o 3.1.4. Every r e p a i r of t h e engine
e n t a i l e t h e adjustment o f t h e timing of
i g n i t i o n and o f t h e c a r b u r e t t e r . F u r t h e r
d e t a i l s o f t h e s e adjustments a r e given
i n t h e S e c t i o n s 6.5.3. and 7.1.4.
Fig. 89. Exploded view of cycle partn
e,@

Fig. 90. Rear wheel apringisg

 The g e n e r a l d e s i g n , which ha8 a l r e a d y been A f t e r assembling, t h e swing-fork mounting
i n d i c a t e d i n Figs. 1 and 2 , i e shown i n i s completely f r e e from maintenance.
f u l l d e t a i l Fn t h e exploded vfsw O f t h e The rear-wheel swing-fork is d s l i v e r e d by
c y c l e p a r t s in Fig. 89. Below f a r t h e r o u r Spare S a l e s Department complete w i t h
i n s t r u c t i o n s f o r r e p a i r s and explana- t h e r u b b e r elements pressed i n place. For
t i o n ~of d e t a i l s of v a r i o u s sub-assembXies t h e use of t h e s f d e - c a r , changed ewing-
aye given. f o r k e and b e a r i n g b o l t s are a v a i l a b l e ,
5.1, Rear-wheel S p r i n ~ i n t zand Rear 5.1.2, Ra~lacernento f t h e Rubber Bearing
E l a s t i c & g i n s Mounting - Rear-wheel Swing-fork
Fi.g. 90 shows t h e d e s i g n of t h e rea-wheel
s p r i n g i n g . The rear-wheel s p r i n g i n g Xn-
- P r e s s k g out t h e i n n e r t u b e s ( 1) and (2)
w i t h t h e h e l p of a m m d r e l on a mandrel
c l u d e s t h e rear-wheel swing-fork whose preeer ;
mounting i n combined d t h t h e engine - Removing t h e supporting r i n g ( 8 ) $
s u s p e n s i o n v d t h e spring-loaded a w -
pension u n i t s .
5.1.1. Mountina o f t h e Rear-wheel
Swinn-f o r k
The c a r r y i n g p a r t of t h e mounting i s t h e
swing b e a r i n g b o l t ( I ? ) which i s clamped
i n t h e frame by t h e frame b e a r i n g tube
( 1 0 ) , t h e right-hand a n d left-hand i n n e r
t u b e e ( 1 ) and ( 2 ) and t h e t h r e e t h r u s t
washers ( 1 6 ) . Tightening t o r q u e f o r t h e
hexagon nut (17) i s 70 t o 80 Nm ( 7 t o
8 kpm). Tighten t h e swing b e a r i n g b o l t
o n l y when t h e swing-fork i e f u l l y support-
ed by s p r i n g s .

Fig. 92. F i t t i n g t h e rubber b e a r i n g s

- boshes
Cutting
(4f
U and r e s s i n g o u t t h e rubber
and f 5 ) ;
- P r e s s i n g i n t h e new rubber bushee ( 4 ) ( i n
a d r y s t a t e ) with a mandrel from t h e out-
s i d e s of t h e swing-fork, i n s e r t t h e i n t e r -
mediate r i n g (7). For t h e left-hand swing
bose use t h e s h o r t and f o r t h e riaht-hand
awing boae uee t h e l o n g e r cylindrical l u g
of t b e mandrel (6).
- (8) - 10 mm wide -
I n s e r t from o u t s i d e t h e s u p p o r t i n g r i n g
i n t o t h e right-hand
swing boss;
- Put t h e i n n e r tube ( l ) , 54 mmbng, and'
then ( 2 ) , 44 mm l o n
end of t h e mandrel f;) on t h e c y l i n d r i c a l
and, n i t b t h e t a p e r
end ahead, p r e s s t h e mandrel i n t o t h e
rubber bushes wetted w i t h soap w a t e r u n t i l
t h e i n n e r t u b e p r o j e c t s uniformly from
t h e two a i d e s of t h e swtng tube.

Fig. 91. Swing-fork mounting 5.1.3. Demountinn and Mounting t h e Swing

(1) Right-hand i n n e r t u b e , 54 mm lont
(2) Left-hand i n n e r tube, 44 mm long Remove t h e ad J u s t i n g r i n g ( l8).and left-hand
( 4 ) and ( 5 ) Rtrbber bush, 25 mm long hexagon n u t (171, d r i v e o u t t h e swing bear-
(8) S p a c i n g s l e e v e , 1 0 m r n l o n g i n g b o l t t o t h e r i g h t by means o f an auxi-
(polyamide) l i a r g mandrel a n d l e a v e t h e a u x i l i a r y mand-
Rear-wheel .swing-fork r e l plugged i n p l a c e f o r c e n t r i n g t h e swing-
Frame b e a r i n g tube f o r k ( s e e Figs. 91 end 9 3 ) .
Swing b e a r i n g b o l t
Bearing r u b b e r
Spacer r i n g (polyarnide)
Engine shoe, right-hand
Engine s h o e , left-hand
Thrue t was her
Hexagon n u t 1 1 8 X 1.5
Adjusting r i n g
Groove f o r hanging on t h e
prop s t a n d s p r i n g
 Fig. 93. Sketch of a u x i l i a r y mandrel
When f i t t i n g , t h e swing b e a r i n g b o l t
must be provided w i t h g r e a s e t o p ~ o t e c t
i t from c o r r o s i o n . Screw t h e hexagon nut
on t h e r i g h t - h a d end of t h e swing bear-
i n g b o l t up t o t h e end of thread.
Push through t h e swing b e a r i n g b o l t from Fig. 95. Put on t h e rear-wheel swing-fork
t h e r i g h t t o the l e f t , the a u x i l i a r y mad- i n t h e d i r e c t i o n of t h e arrow-
r e 1 i s s t i l l plugged i n t h e swing. Tighten head; p r e s s u r e r i n g s a l r e a d y -
t h e T e f t - h a d hexagon nut w i t h 70 t o 80 Hm removed
( 7 t o 8 kpm) ( t h e . swing-fork is f u l l y
spring-supported] end provide t h e e d j u s t i n g
- Tighten t h e left-hand hexagon n u t with
70 t o 80 NIII ( 7 t o 8 kpm) ( t h e swing-fork
r i n g w i t h a check nut. i s f u l l y spring-supported) and provide
t h e a d j u s t i n g r i n g w i t h a check nrrt.
5.1.4. lKoantinn t h e Rear SwFnn-fork
I n c l u d i n ~E n ~ i n eSneveneion
- Push t h e b e a r i n g rubbers, s p a c e r r i n g s
and engine shoee on t h e l e f t and r i g h t
ends of t h e frame bearing tube;
- Compress t h e engine shoes a x i a l l y t o
t h e l e n g t h of t h e f r a a e b e e r i n g tube
w i t h t h e he1 of t h e p r e s s u r e r i n g s
( s e e ~ t g .94f;

Fig. 96. Sketch of p r e s s u r e r i n g

\i

Fig. 94. Engine shoes a x i a l
Y compressed
by p r e s s u r e r i n g (D and t i e
rod (2) with thread M6, rear-whee
swing-fork pushed i n p l a c e
- Pash t h e rear-wheel swing f o r k w i t h t h r u s
w a f b r s from t h e r e a r on t h e engine shoes
up t o t h e s t o p a t t h e p r e s s a r e r i n g s . Re-
move t h e p r e s s u r e r i n g s a d f u r t h e r push
t h e swing-fork up t o t h e c e n t r e of t h e
hole f o r the b e a r i n g b o l t ;
- Preee I n t h e a u x i l i a r y mandrel from t h e
l e f t and c e n t r e t h e b e a r i n g with i t ;
- Screw t h e r i g h t f a s t e n i n g n u t a g t o t h e
end of t h r e a d on t h e ewing bearing b o l t .
- Gl'ease t h e ewing b e a r i n g b o l t and p r e s e
i t i n from t h e r i g h t t o t h e l e f t .
51
1
The b e a r i n g rubbere (12) and s p a c e r r i n g s
(13) of t h e r e a r engine suspension can only
be replaced w i t h t h e engine and t h e r e a r -
whe+I s a g - f o r k removed according t o t h e
previous Section.
The wear limit has been reached when t h e
engine shoes i n mounted c o n d i t i o r no l o n g e r
ahoy any pre-tension and can be moved by
hand l a t e r a l l s t o and f r o .
When r e p l a c i n t h e bearing rubbelg (12) and
a a c e r r i n g s 713) by new one8 check t h a t
tEs b e a r i n g aleevee of t h e engine shoes
a r e f r e e from wear o r not. When i n t h e d r i l l
h o l e , a t t h e p o i n t where t h e s p a c e r r i n g
i s a p p l i e d , a shoulder qan be f e l t , then
t h e rsplacemsnt of t h e ~ n g i n eshoee i e
a d v i s a b l e Pn t h e i n t e r e s t of an adeqaate
e e r v i c e l i f e of t h e new rubber p a r t s and
s p e c e r ringa.
 5.1.6. R e p a i r of t h e Susaeneion U n i t e
R e p a i r s a r e l i m i t e d t o t h e replacement o f
d e f e c t i v e p a r t s o f t h e spring-loaded eus-
p e n s i o n u n i t s and t h e l a b r i c a t i o n of t h e
1
ad u s t i n g s l e e v e s of t h e r e a r euspeneion
un ts.
The shock a b e o r b e r s must be r e p l a c e d
' c o m p l e t e l y and b r o u g h t t o a shop f o r
r e g e n e r a t i o n . S e l f - r e p a i r of shock absor-
bers i s not poesible. I n case of loes of
o i l t h e l a c k i n g amount can be r e p l e n i e h -
ed ( s p e c i a l wrench 05-W 82-4), i n most
c a s e s , however, t h e packing o f t h e p i s t o n
rod w i l l be d e f e c t i v e - t h e shock-absorber
must be r e g e n e r a t e d .
Shock-absorber marking
The marking i s arranged above t h e lower
f a s t e n i n g eye.

Meaning:
A 22 model
100 r a t e d s t r o k e i n mm
88 daqping f o r c e i n t h e
d i r e c t i o n o f p u l l i n kp
8 damping f o r c e i n t h e
d i r e c t i o n o f compression i n kp
M w i t h adjustment
97. Design o f t h e shock a b s o r b e r
1 . 50/l number of manufacturer
Supporting r i n g halves
From June 1978, t h e l e t t e r s OV o r MV a r e not applicable
o m i t t e d . "With a d j u s t m e n t H i s i n d i c a t e d Stop r u p b e r s
by 9 d n . Threaded p i e c e w i t h r a d i a l s e a l
Demounting t h e shock a b s o r b e r s r i n g AC 10 X 19 X 7
P i s t o n with non-return valve (top)
Clamp t h e lower eye o f t h e suspeneion u n i t and damping v a l v e (bottom)
i n a v i c e . P r e s s down t h e p r o t e c t i v e s l e e v e Bottom v a l v e w i t h s u p p o r t i n g r i n g
( 8 ) and t a k e o a t t h e two au p o r t i n Marking of t o l e r a n c e group
h a l v e s ( 1). W ,
t h e p a r t s P81 ( Protective sleeve
( 1 1 ) can be removed. Compression s p r i n g
P o s s i b l e shock-absorber d e f e c t s Piston tube
i d Adjusting sleeve
1. The shock a b s o r b e r i s i n e f f e c t i v e a l t h o u g h
no o i l l o s s i s v i s i b l e ( f o r e i g n p a r t i c l e s S p r i n g s f o r s u s p e n s i o n u n i t e
between t h e diaphragms o f t h e p i s t o n
valve). Description Unit S o l o w i t h Side-
2.Darnping commences not s o f t but j e r k i l y
t h e s u s p e n s i o n u n i t s a r e wstampingn
- car

( i n s u f f i c i e n t amount of damping l i q u i d - Length ( r e l a x e d ) mm 260" 260+~

p r e s e n t o r bottom valve leaky). External diameter
of s p r i n g mm 55-0. 8 52+Oo8
3. Damping l i q u i d l e a k s o u t .
Wire d i a m e t e r mm 7 7
Topping up shock-absorber o i l
Turns num-16.5 17.5
Unscrew t h e t h r e a d e d p i e c e ( 4 i n Fig. 97) ber
by means o f a s p e c i a l wrench 05-MW 82-4
and p u l l o u t t h e damping device. Clean a l l S p r i n g c o n s t a n t N /m 15.23 17.304
p a r t s i n p u r e benzine and f i l l I n new o i l .
( 5 kpm) .
T i g h t e n t h e t h r e a d e d p i e c e w i t h about 49 Nm
The s p a r e s p r i n g f o r t h e s o l o model i s
n o t marked.
Mating shock a b s o r b e r s The s p a r e s p r i n g f o r t h e s i d e - c a r model
To e n s u r e a good readability, t h e shock h a s a w h i t e c o l o u r marking on t h e
a b s o r b e r s o f one a x l e must show t h e same c e n t r a l turn.
damping v a l u e s .
The marking o f t h e t o l e r a n c e g r o u i s on
t h e upper f a c e of t h e p i s t o n rod P7 i n
F i u . 97).
A i r e e n c o l o u r d o t means a n e g a t i v e d e v i a -
t i o n from t h e r a t e d value of t h e damping
f o r c e . I f t h e r e i s no c o l o u r marking, t h e n
t h e d e v i a t i o n i s p o s i t i v e . Shock a b s o r b e r s
w i t h t h e same marking should always b e
mated, i . e . a r r a n g e d i n p a i r s .
 5.2. E n ~ i n eSuspension a t C y l i n d e r Head
The d e s i g n o f t h e f r o n t e l a s t i c engine
s u s p e n s i o n i s shown i n Fig. 98. For t h e
r e p a i r o r t h e replacement o f t h e f r o n t en-
g i n e s u s p e n s i o n , i t i s p r z c t i c a l t o de-
mount t h e c a r b u r e t t e r and i n d u c t i o n s o c k e t
and t o remove t h e i g n i t i o n c a b l e .
The e x h a u s t system can be l e f t on t h e
e n g i n e , o n l y t h e c o n n e c t i n g screw betweer~
r e a r e x h a u s t c l i p and e x h a u s t b r a c e
muat be l o o s e n e d .
A f t e r unscrewing t h e two M 8 n u t s from t h e
c y l i n d e r head, lower t h e engine t o t h e
p o s i t i o n shown i n Fig. 98. Then l o o s e n t h e
M .10 n u t s e r v i n g f o r f a s t e n i n g t h e f r o n t
s u s p e n s i o n t o t h e frame and a l l i n d i v i d u -
a l p a r t s can be removed.
When a s s e m b l i n g , s e e t o i t t h a t a l l screw-
ed c o n n e c t i o n s e r e p r o p e r l y t i g h t e n e d !
5.3. T e l e s c o p i c Fork
Figs. 99 and 100 show t h e d e s i g n and t h e
arrangement o f t h e i n d i v i d u a l p a r t s o f t h e Fig. 98. Replacement o f t h e e l a s t i c
t e l e s c o p i c f o r k . The r e p a i r o f i n d i v i d u a l engine s u s p e n s i o n a t t h e
sub-assemblies i s described i n d e t a i l c y l i n d e r head
below.

Fig. 99. E loded view o f t h e

t 3 e a c o p i c fo&
 5.3.1. S t e e r i n g Bearing
Two r a d i a l grooved b a l l b e a r i n g e 6006 a r e
employed f o r t h e s t e e r i n g aseembly; a e p a c e r l

e l e e v e i s i n s e r t e d between t h e s e b e a r i n g e
which a r e c o m p l e t e l y f r e e from maintenance.
,
No a d j u s t m e n t s have t o be made d u r i n g assem- 1
b l i n g a n d l a t e r on. l
l

TIfE STEWING ASSEMBLY I S MOUNTED I N THE l

FOLLDVIFJG WAY: l

- Fill t h e 6006 b a l l b e e r i n g s w i t h a n t i -
f r i c t i o n bearing grease;
l
l

- Prese t h e l o w e r b e a r i n g up t o t h e e t o p o n
t h e e x t e r n a l ring, u s e an i n t e r m e d i a t e I
ring 54 X 20 f o r t h i s ptmpoee;
- I n a e l t t h e s p a c e r sleeve;
l
- P r e s s t h e u p p e r b e a r i n g on t h e s p a c e r
a l e a r e u n t i l t h e inner r i n g c o n t a c t 8 t h e
latter.
O h r v e tbe follonin 1
Place a s p g e r r i n g d 54 r 40 m under t h e
lower b e a r i n g in o r d e r t h a t i t w i l l n o t be
P T B B M ~ o u t and p r e s s t h e upper b e e r i n g
over the spacer rfng 54 X X) i n p l a c e .
BOTICE: I n t h e l a t e r mounting o f t h e
u p p e r and lower clamping Lteada,
take care that the nut f o r the
c o n t r o l t u b e ( l ) , Fig. 100, i e
t i g h t e n e d w i t h a t o r q u e o f 150
Rm ( 1 5 kpm)!
Then, t h e s t e e r i n g assembly must be f r e e t o
be moved e a a i l y and f t muet n o t jam i n any
p o s i t i o n . I f t h i s , however, s h o u l d be t h e
c a s e , t h e a p a c e r s l e e v e between t h e i n n e r
t r a c k rings o f t h e b e a r i n g s m u s t be r e -
p l a c e d ( t h e s h o r t s p a c e r s l e e v e may l e a d
t o a deformation of t h e bearings).
The removal o f t h e s t e e r i n g b e a r i n g s from
t h e frame i s e f f e c t e d a c c o r d i n g t o t h e
F i g s . 101 t o 103 w i t h t h e h e l p o f t h e
Fig. 100. T e l e s c o p i c f o r k and s t e e r i n g e x t r a c t o n 22-51.006.
b e a r i n g ( s e c t i o n a l view) The removal and mounting o f t h e t e l e s c o p i c
f o r k r e q u i r e d f o r t h i s purpose i s ex-
Riqht-hand f o r k member: p l a i n e d i n S e c t i o n 5.3.2.
Spring f u l l y extended, design w i t h
-- - - ---- -- -
protective cap
Nut f o r c o n t r o l t u b e
Upper clamping head
Screw p l u g
S t e e r i n g b e a r i n g 6006
Lower clamping head
Compression s p r i n g ( s o l o s p r i n g
w i r e 4.0 mm i n d i a m e t e r
s i d e-car s p r i n g
w i r e 4.5 mm i n d i a m e t e r )
P r o t e c t i v e bellows
Piston r i n g a t supporting tube
Supporting tube
S l i d i n g tube
Guide t u b e
P r o t e c t i v e cap
R a d i a l s e a l r i n g 35 X 47 X 7
T h r u s t w a s h e r , t h i c k n e s s 2.0 mm and
locking ring
Valve p l a t e , t h r o t t l e and c i r c l i p
Plate f o r f i n a l stop
Compression s p r i n g f o r f i n a l s t o p
S e a l i n g washer Pig. 107. P r e s s t h e i n t e r n a l p a r t o f t h e
e x t r a c t o r i n t o t h e b a l l bearing

Fig. 102. F i t t i n g t h e upper p a r t of t h e
extractor
Fig. 103. P i t t i n g t h e screw, t i g h t e n i n g
i t a n d thus extracting the
b e a r i n g from t h e frame
5.3.2. C r i t e r i a f o r Dismantling t h e
T e l e s c o p i c Fork
Dismantling t h e t e l e s c o p i c f o r k members
becomes n e c e s s a r y :
1. When, due t o an a c c i d e n t , t h e guide
t u b e s a r e d i s t o r t e d . The t e l e s c o p i c
f o r k j a m s when i t i s c o n t r a c t e d .
NOTICE :
The t e l e s c o p i c form jams when being
c o n t r a c t e d even i f t h e f o r k members a r e
not p a r a l l e l !
CAUSE :
The clamping screw o f t h e knockout
wheel s p i n d l e has been clamped b e f o r e
t h e wheel s p i n d l e has been t i g h t e n e d .
AB a consequence, t h e two f o r k
members have been d i s t o r t e d .
When t h e p e r m i s s i b l e wear l i m i t between
g u i d e tube and s l i d i n g tube has been
reached.
TEST METHOD:
The v e h i c l e i s on t h e prop s t a n d , t h e
t e l e s c o p i c f o r k i s f u l l y e x t r a c t e d . The
two s l i d i n g tubes a r e moved t o and f r o
a t t h e a x l e accomodation. The maximum
p l a y must n o t exceed 2.2 mm (new s t a t e
0.8 t o 1.2 mm). For t h i s measurement,
t h e tno f o r k members must n o t be d i s -
t o r t e d because otherwise t h e p l a y may
be reduced.
I n c a s e of doubt, t h e complete f o r k mem-
b e r s must be removed, t h e g u i d e t u b e s
clamped " i n e o f t p r o t e c t i v e jaws", and
t h e e x i s t i n g play a t t h e a x l e accomoda-
t i o n e measured by means of a d i a l gauge.
when t h e f o r k members l o s e o i l ( r a d i a l
s e a l r i n g s i n t h e s l i d i n g tube a r e l e a k y ) .
O i l l e v e l checking: s e e Fig. 114.
When t h e h y d r a u l i c o i l damping i s i n -
s u f f i c i e n t w i t h t h e f u l l amount of o i l
present.
When t h e p r o t e c t i v e caps o r p r o t e c t i v e
bellowe must be replaced by new ones.
5.3.3. Demountina and M o u n t i n ~t h e Com-
p l e t e Teleecopic Fork ( s e e Pig.100)
It i s p o e s i b l e t o demount t h e complete t e -
leecopic fork without loosening cable
connections. The following o r d e r i s a d v i s -
able :
Unhook t h e hand brake c a b l e c o n t r o l from
t h e handle-bars and l o o s e n t h e brake hose
from t h e brake saddle. Draw t h e hose o u t
o f t h e lower clamping head, c l o s e i t s
opening with a s u i t a b l e s t o p p e r and
f a s t e n i t t o t h e handle-bars.
Demount t h e cap f o r t h e c o n t r o l t u b e f a -
s t e n i n g n u t and s t e e r i n g damper.
Slacken back n u t f o r c o n t r o l tube and
ecrew p l u g s o f guide tubes by means of
s o c k e t wrench o r f l a t box spanner.
Demount t h e headlamps ( c o m p l e t e l y ) .
Remove t h e instrument pod, p l a c e t h e
handle-bars on t h e f u e l tank.
Demount f r o n t wheel, brake s a d d l e , and
front-wheel mudguard.
Completely demount t h e f l a s h i n g - l i g h t d i -
r e c t i o n i n d i c a t o r s , f r o n t , with t h e i r
holders.
Unscrew t h e n u t s f o r c o n t r o l tube and
t h e screw plugs.
C a r e f u l l v d r i v e o u t t h e upper clamping
head upwards and t h e lower clamping head
w i t h f o r k members downwerd.
NOTICE:
The hanging-down instrument pod, f l a s h i n g -
l i g h t d i r e c t i o n i n d i c a t o r s , headlamp and
t h e handle-bars m u s t be so p r o t e c t e d t h a t
t h e y w i l l n o t be damaged and t h e c a b l e s not
pulled out!
The complete t e l e s c o p i c f o r k is mounted i n
t h e i n v e r s e o r d e r . Pay p a r t i c u l e r a t t e n t i o n
t o t h e c o r r e c t i n s t a l l a t i o n of t h e c a b l e
harnesses. A f t e r connecting t h e brake hose,
t h e d i s k brake muet be bled.
APTER ASSEIYIBLING, THE SCREWED COLTECTIONS
~
ARE TIGHTEKED I N THE FOLLOWING ORDER ( F i g .
104) :
 Fig. 104. Order f o r t i g h t e n i n g t h e
screws
ROTICE:
Apply d e c o r a t o r s s s i z e wCbemisol 1405"
t o t h e e x t e r n a l t h r e a d o f t h e screw p l u a
( K a n u f a c t u r e r : VFB Schuh-Chemie, E r i u r t k
compound) .
and f i t them (remove t h e o l d s e a l i n g
I n c o u n t r i e s o t h e r t h a n t h e GDR u s e
rubher solution.
Do n o t a l l o w s e a l i n g compound t o g e t i n t o
t h e g u f d e t u b e e , remove s e a l i n g compound
from t h e f a c e s of t h e ~ c i - e wplugs.
- Clamping s c r e w s ( 3 ) a t lower clamping
head 20 IJm ( 2 kpm) ;
- Nut f o r kockout wheel s p i n d l e ( 4 )
80 Nm ( 8 kpm);
- Clamping s c r e w f o r kockout wheel s p i n d l e
20 mm ( 2 kpm) .
(5) with t h e t e l e s c o p i c fork contracted
5.3.4. Demountina and Mounting t h e
T e l e s c o ~ i cF o r k Membera
F o r demounting t h e i n d i v i d u a l f o r k membere,
handle-bars, headlamp and i n s t r u m e n t pod
need n o t be demotmted. The brake system o f
t h e d i s k b r a k e c a n b e c l o s e d . For remov-
i n g t h e r i g h t r h a n d f o r k member, however,
t h e brake s a d d l e m u s t b e demounted from t b s
e l i d i n g tsbe a n d fastened t o a s u i t a b l e
p a r t a t t h e v e h i c l e u n t i l aesembly. Fig.
l 0 5 has been i n c l u d e d w i t h o u t t h e p a r t s
mentioned t o p r o v i d e a c l e a r survey.
F i g . 105. Demounting and mounting t h e
t e l e s c o p i c f o r k membere
- Remove t h e s c r e w p l u g s ( 1) ;
- Remove t h e f r o n t wheel;
.- Demount t h e front-wheel mudguard ;
-
-
Mark t h e g u i d e t u b e s d i r e c t l y below
t h e lower clamping head;
Loosen t h e clamping s c r e w s ( 2 ) ;
- Draw t h e complete g u i d e t u b e s w i t h
s l i d i n g t u b e s o u t downwards; u s e t h e
f i t t i n g wrench 19 MW 22-1 ( 3 ) .
Perform t h e mounting o p e r a t i o n s i n t h e
i n v e r s e order.
T i g h t e n t h e ecrewe i n t h e manner d e s c r i b e d
i n S e c t i o n 5.3.3.
5.3.5. D i e m a n t l i n ~t h e T e l e s c o p i c Fork
Members Removed from t h e V s h i c r e
A f t e r having removed t h e p r o t e c t i v e cgps
o r p r o t e c t i v e b e l l o w a , c l e a n t h e f o r k mem-
b e r s e x t e r n a l l y , draw o u t t h e compression
s p r i n g s (accomodated i n t h e g u i d e t u b e )
upwarde and d e c a n t t h e damping l i q u i d .
DISMUITTLING I S N O 1 EFFECTED IN TfIE
FOLLOWING ORCER:
- Ueing an L-handled s o c k e t wrench (WoF 101,
loosen t h e f a s t e n i n g n u t (1) f o r the
support.ing t u b e and remove t h e n u t and t h e
c o r r u g a t e d n a a h e r ( 2 ) ( F i g . 107);
 To be observed s t r i c t l y - when clamping
t h e guide tubes ( A ) i n a v i c e , use s o f t
p r o t e c t i v e jaws and clamp i n t h e upper
t h i r d only.
The s l i d i n g tubes have t o be clamped a t
t h e a x l e accomodation o r t h e f a s t e n i n g hubs
f o r t h e mudgnard o r t h e brake s a d d l e .
- Remove the s e a l i n g washer ( 3 1 , t h e com-
p r e s s i o n s p r i n g ( 4 ) 19 mm i n d i a m e t e r ,
and t h e cup f o r t h e f i n a l s t o p ( 5 ) from
t h e s u p p o r t i n g tube ( 6 ) ;
- Push t h e supporting tube ( 6 ) i n t o t h e
guide tube ( A ) ;
- Remove t h e annular r i n g 32 X 1.6 ( P i g .
108) from t h e guide tube. The t h r o t t l e
arranged behind t h e annular r i n g ( 3 )
has a milled-out r e c e s s i n its e x t e r n a l
diameter i n o r d e r t h a t t h e a n n u l a r r i n g
can e a s i l y be pressed out by means of a
small screwdriver. Remove t h e t h r o t t l e
( 31, t h e valve p l e t e ( 4 ) and t h e com-
r e s s i o n s p r i n g - f o r t h e valve p l a t e ( 5 )
?see Fig. 109);

Fig. 106. Removing .the f a s t e n i n g nut

f o r t h e s u p p o r t i n g tube
- Ioff , t hdeu rfi na gs t et hn ei n gloosening o r tightening
n u t of t h e s u p p o r t i n g
t u b e , t h e l a t t e r a l s o t u r n s , r e t a i n it
b means of a screwdriver p a t through
d e s o c k e t wrench.
- maw t h e guide, tube ( A ) o u t of - t h e
s l i d i n g tube (B).

Fig. 108. P r e s s i n g t h e annular r i n g out of

t h e guide tube

Fig. 107. Guide t u b e withram from Fig. 109. Removing t h e t h r o t t l e , v a l v e

t h e s l i d i n g tube p l a t e and spring
- been
For t h e sake of c l e a r n e s s Fig. 109 has
i n c l u d e d showing t h e aseembly
without t h e s u p p o r t i n g tube pushed i n .
- Remove t h e lock r i n g ( 1 ) s e a t e d behind
t h e v a l v e s p r i n g and t h e washer (2)
I n a t e l e s c o p i c f o r k ' t i g h t b e f o r e demounting,
t h e s h a f t -s e a l r i n a must be checked f o r
from under t h e r i n g (Fig. 710). wear on t h e s e a l i n g l i p and c o r r e c t meat of
the supporting e p r h g l t e n e i l e epring
under t h e s e a l i n g l i p ) . I n c a s e o f doubt
it is advisable t o replace t h e s h a f t s e a l
r i n g by a new one.

Fig. 110. Removing t h e t h r u s t waeher

( 2 mm i n t h i c k n e e e )

- Using a p i e c e of round wood

about 600mm l o n g ) , push o u t
(broom-stick,
t h e support-
i n g tube. Do not push i t over t h e i n t e r i o r
t h r e a d o f t h e guide t u b e because t h i s
w i l l l e a d t o damage t o t h e p i s t o n r i n g
on t h e s u p p o r t i n g tube.
Fig. 111. P r e s s i n g t h e s h a f t s e a l
r i n g i n place
5.3.6. Mounting t h e Telescopic Fork
Nembers Hemoved from t h e ASSEMBLING INSTRUCTIONS:
v e h i c l e and Checking f o r Wear
A basic condition f o r the serviceability Only use t h e d r i f t (1) 11 MW 7-4
o f t h e t e l e s c o p i c f o r k a f t e r assembly f o r pressing the shaft seal ring i n
i s a c l e a n working place. D i r t and d u s t place.
d e p o s i t s on t h e p a r t s t o be mounted DO NOT STRIKE THE RING. If t h i s i s done,
l e a d t o premature wear and f a i l u r e t h e s r i n g o f t h e s e a l r i n g may be thrown
of t h e telescopic fork. o f f . fn mounting. t h e s e a l i n g l i p p o i n t s
t o t h e dsmping o i l , t h e c l o s e d s i d e of t h e
s h a f t s e a l r i n g t o t h e top.
- Check t h e guide t u b e (A), Fig* 109, f o r
chromium d e f e c t e , acoree and distortions
- Apply some damping
tube f o r t h e e h a f t
l i q u i d t o t h e guide
s e a l r i n g and pueh
I n caee of doubt, check f o r t r u e rlmning- t h e s l i d i n g tube from t o p over t h e guide
P e r m i e s i b l e e c c e n t r i c i t y 0.05 mm. tube and f i t , a t t h e eame time, t h e thread-
ed p i e c e of t h e s u p p o r t i n g tube i n t o t h e
gezb~n$ing-~d-etr_aightenigg-al:e-no4 d r i l l - h o l e i n t h e e l i d i n g tube. F i t t h e
corrugated washer (7) and t h e f a e t e n i n g
~epittrdl nut ( 8 ) (Fig. 107) snd t i g h t e n t h e l a t t e r .
- Pueh t h e p r o t e c t i v e bellowe o r t h e protec-
t i v e cap over t h e guide tube and i n s e r t
t h e c o l l a r (A) i n t o t h e groove (B) of Yhe
s l i d i n g tube. P r i o r t o t h i s c l e a n t h e
groove (B) i n t h e s l i d i n g tube. The vent
hole i n t h e p r o t e c t i v e bellows must p o i n t
t o t h e r e a r . Fasten t h e p r o t e c t i m bellowe
by means of a c l i p a t i t s upper end.
- I n e e r t t h e compreseion s p r i n g from top
i n t o t h e guide tube and f i l l i n t h e
s p e c i f i e d amount of damping l i q u i d .

Fig. 112. Checking t h e eupporting tube

- Check t h e eupporting tube ( 2 ) (Fig. 112)
f o r damage. No ecoree must be v i e i b l e
on t h e e e a l i n g s u r f a c e of t h e M i r a m i d
p i s t o n r i n g (arrow-head) otherwise t h e
damping p r e e s u r e w i l l be too low. The
damping hole (1) of t h e s u p p o r t i n g tube
must be f r e e from b u r r and i t 8 diameter
must n o t be changed;
- The s u p p o r t i n g tube (21, Fig. 112, i e
pushed i n t o t h e checked guide tube ( A ) -
from below ( v a l v e e i d e ) ; p r i o r t o t h i s ,
t h e Urqmid p i e t o n r i n g 18 f i t t e d w i t h
shock-absorber o i l . Fig. 113. C o r r e c t l y f i t t e d p r o t e c t i v e
Mount t h e t h r u e t washer ( 2 ) and he lock bellows o r p r o t e c t i v e cap
r i n g ( l ) according t o Fig. 11 1+ j a y a t t e n -
t i o n t o t h e proper s e a t of t h e l o c k r i n g . Spring8 f o r the t e l e s c o p i c f o r k
P l a c e t h e compreseion s p r i n g ( 5 ) , having Description Unit Solo with Side-
a diameter of 27 mm, a g a i n s t t h e l o c k car
r i n g and f i t t h e v a l v e p l a t e ( 4 ) with
t h e ground s i d e p o i n t i n g t o t h e follow- Long* mm 527 527
i n t h r o t t l e . Then smoothen t h e t h r o t t l e ~ ~diameter
t mm~ 26 ~ 26 ~ l
( 3 f on one a i d e , o p p o s i t e t o t h e r a d i u s
and t h e milled-out r e c e e e , by means of Wire diameter mm 4.0 4.5
f i n e emery c l o t h on a e u r f a c e p l a t e , and T~~~~ nm- 62.5 73.5
mount i t wlth t h e smooth e i d e p o i n t i n g ber
t o t h e valve p l a t e (Fig. 109). Spring constant B/mm 4.06 5.9
F i t t h e a n n u l a r r i n g ( 1 ) . For reaeone
o f e a f e t y , only use new r i n g e , and pay
p a r t i c u l a r a t t e n t i o n t o t h e pro e r s e a t 5 t
of t h e r i n g i n t h e groove ( a e e h g . A f t e r mounting, t h e f o r k membere must be
109). subjected t o a f u n c t i o n a l t e s t f o r t i g h t -
- Pueh t h e round p i e c e of m o d from above
i n t o t h e guide tube and pueh t h e support-
n e s s a d damping f o r c e . I f a s u i t a b l e t e s t -
i n g equipment i s n o t a v a i l a b l e , t h e t e s t
i n g tube downward u n t i l t h e s t o p i s reach- muet be perfomed by vigorouely c o n t r a c t -
ed, leave t h e round wood i n t h e guide tube; i n g and extrcaoting t h e components by hand.
Clamp t h e guide tube a t i t s upper end, During expanding, t h e damping f o r c e must
with the protective tube pointing upward, be d i s t i n c t l y p e r c e p t i b l e . A t r i a l run on
i n a v i c e between a o f t p r o t e c t i v e jawe. a road of poor c o n d i t i o n ia suitable
a s ftmctional t e e t .
The round wood e t i l l i n t h e guide tube now
backs t h e s u p p o r t i n g tube from below. The c o r r e c t o i l l e v e l i s checked i n t h e
Fit the cup for the (5)s the mounted c o n d i t i o n of t h e t e l e e c o p i c f o r k
compreseion e p r i n g (4) 19 mm in dicnaeter, according to Pig.
and t h e s e a l i n g warnher C31 (Fig. 107).
 F i g . 115. F a s t e n i n g t h e f u e l tank,
(1) S u p p o r t i n g pad, f r o n t
(2) Fastening screw, r e a r
(3) Fastening elements, r e a r
F i g . 114. O i l l e v e l c h e c k i n g (4) Retaining rubber, f r o n t top
For o i l l e v e l c h e c k i n g , t h e two screw The e l a s t i c mounting o f t h e f u e l t a n k i s
p l u g s i n t h e upper clamping head must n o t s u b j e c t t o e s s e n t i a l wear. It must
be renioved and- t h e measuring w i r e ( 0 ' 4 mm) n o t be changed i n t o a r i g i d mounting.
i n s e r t e d i n t o t h e f o r k members i n t h e
c e n t r e o f t h e compression s p r i n g . The 5.5. F u e l Shut-off Cock
measuring w i r e must g e t t o t h e d e e p e s t
p o i n t of t h e t e l e s c o p i c f o r k membera, The c o n d i t i o n o f t h e f uel-shut-off cock
t h a t i s t o s a y , i t must be pushed t h r o u g h e x e r t s a c o n s i d e r a b l e i n f l u e n c e on t h e
t h e supporting tube. p r o p e r f u n c t i o n o f t h e engine. I n s u f f i c i e n t
I n any o i l l e v e l c h e c k i n g o r new f i l l i n g , f u e l f e e d may a l s o l e a d t o p i s t o n s e i z i n g .
e v e r y t h i n g depends on e q u a l l e v e l s i n t h e
t e l e s c o p i c f o r k members. o t h e r w i s e t h e
r o a d a b i l i t y w i l l be i m p a i r e d , The s p e c i -
f i e d maximum o r 1 l e v e l s must n o t be exceed-
ed o t h e r w i s e t h e ' p r e s s u r e w i l l become t o o
high when t h e t e l s s c o p i c f o r k i s compressed.
For t h e o i l q u a l i t y o b s e r v e S e c t i o n 2.4.
The o i c a p a c i t y p e r f o r k member i s
230 cm 3.
O i l level Height of t h e o i l
l e v e l (mm)
( cm3)
230 ( s o l o ) f 330
230 ( w i t h s f d e - c a r ) 2 340
depending o n t h e l o a d on
the vehicle the o i l f i l l i n
can be i n c r e a s e d t o nax. 2&5
cm3 f o r t h e s o l o machine a n d
t o max. 235 cm3 f o r t h e s l d e -
-
c:r machine
265 ( s o l o ) g 395
235 ( w i t h s i d e - c a r ) f 345

5.4. F u e l Tank
Because of t h e d a n g e r of e x p l o s i o n , re-
p a i r s o f f u e l t a n k s can o n l y be c a r r i e d
o u t when t h e r e l e v a n t s a f e t y r e g u l p t i o n s
a r e s t r i c t l y observed.
The FRONT a d REAR'of t h e f u e l t a n k
i s $ l a s t i c a l l y f a s t e n e d t o t h e frame
(FIR. 115).
As a consequence, t h e t r a n s m i s s i o n oP
v i b r a t i o r i p from t h e frame t o t h e f u e l Fig. 116. F u e l f i l t e r w c k . c sa.Ttied
t a n k is e f f e c t i v e l y a t t e n u a t e d . After
the' removal o f t h e f u e l tank, t h e r u b b e r
p a r t s c a n be s u b j e c t e d t o i n s p e c t i o n .
 I n t h e cock, t h e f u e l f l o w s through two
s t r a i n e r s . The f i r s t one i s a c c e s s i b l e ( 1 )
a f t e r unscrewing t h e f u e l shut-off cock
from t h e f u e l t a n k ; t h e second One a f t e r ( 2 )
t h e l o o s e n i n g o f t h e f i l t e r bowl ( 3 ) .
It i s a d v i s a b l e t o c l e a n t h e s t r ~ i n e r s
a f t e r every 5,000 km o f road o p e r a t i o n
o r once a y e a r c a r e f u l l y .
Another c a u s e of t r o u b l e s i n t h e f u e l cock
may be t h e r u b h e r a c k i n g (4) under t h e
a c t u a t i n g l e v e r (5P whoae d r i l l - h o l e s may
be c l o s e d o r c l o g ed by s w e l l i n g o r by
f a s t e n i n g screws 7 6 ) which a r e t i g h t e n e d
t o o much.
A c t u a t i n g l e v e r and r u b b e r packing can be
removed a f t e r l o o s e n i n g t h e two r e t a i n i n g
s c r e w s a r r a n g e d on e i t h e r s i d e o f t h e
actuating lever.
The c h a i n cover c o n t a i n s a t h r o u g h bush
5.6. Rearrwheel Drive and
The d e s i e of t h e rear-wheel d r i v e i s shown - s e e Fig 117
( 1 ) which e n a b l e s t o t i g h t e n t h e n u t ( 2 )
i n t h e F i g s . 117 and 118. I n c o n t r a s t t o t h e t o r q u e without d e s t r o y i n g t h e c o v e r ,
p r e v i o u s t y p e , two r a d i a l grooved b a l l
b e a r i n g s a r e i n c o r p o r a t e d i n t h i s type of
rear-wheel d r i v e ( s e e Fig. 1 1 8 ) .
Fig. 1 l ? . Exploded view of t h e
rear-wheel d r i v e
On t h e o c c a s i o n o f r e p a i r s i n t h e f u e l
cock, t h e f d e l hose l e a d i n g t o t h e carbn-
r e t t e r should a l s o be checked.
When t h i s hose has become b r i t t l e , l e e k s may
o c c u r i n t h e p o i n t s o f connection. The, t h e
f i t t i n g o f a new f u e l hose having t h e d i -
mensions 5 X 8.2 mm i s r e o u i r e d .
NOTICE!
On no account ehould h o l d i n g screwB ( 6 )
be t i g h t e n e d u n t i l t h e s p i n a p l a t e ( 7 )
c o n t a c t s t h e c a s i n g (8). The a c t u a t i n g ( 5 )
l e v e r m u s t be e a s i l y movable. When t h e f u e l
cock should d r o p , t h e n t i g h t e n t h e h o l d i n g
screws ( 6 ) uniformly tkrough maximum one
5evolution.
i h , r a t e of f l o w muRt be a t l e a n t 12 l i t r e s
p e r hour.
-
w i t h t h e maximum p e r m i s s i b l e
 Apart from a view c o r r e c t i o n 8 o f ehape,
t h e r e a r wheel hub i s e q u a l t o t h a t of
the preceding type.

Fig. 119. D r i v i n g o u t t h e f l a n g e d b o l t

5.6.2. Speedometer Drive

Fig. 120 g i v e 3 a s e c t i o n a l view o f t h e
speedometer d r i v e .
The p e r t i n e n t h e l i c a l g e a r . i e f ~ s t e n e dt o
t h e damping body w i t h r i n g g e a r by means of
a hooked c i r c l i p . The p i n i o n of t h e speedo-
m e t e r d r i v e is r e p l a c e d by unscrewing t h e
countersunk ecrew ( 5 ) from t h e c h a i n cover
and p u l l i n g o u t t h e b e a r i n g bush ( 6 ) toge-
t h e r w i t h p i n i o n ( 3 ) and ( 7 ) towards t h e
rear.
Fig. 118. Rear wheel d r i v e During assembling, t h e p i n i o n , t h e p i n i o n
Damping body shank and t h e h e l i c a l g e a r must b e provided
Lock r i n g w i t h a n t i f r i c t i o n b e a r i n g g r e a s e and t h e n
R e a r i n g 6204 fitted.
Chain c o v e r l n g
Flanaed b o l t
~ u s h r n ~
B e a r i n g 6005
Circllp
Da.mping r u b b e r
5.6.1. D i s r n a n t l i n ~t h e Rear-w'heel Drive
For t h i s purpose, t h e r e a r wheel and t h e
r e a r - w h e e l d r i v e m u s t be removed from t h e
vehicle. A t f i r s t d r i v e out t h e flanged
b o l t ( s e e Fig. 1 1 9 ) .
Then h e a t t h e r e a r wheel d r i v e t o about
100 OC. The 6005 b e a r i n g ( 3 ) can be preased
o u t by means o f an o f f s e t s c r e w d r i v e r .
Take o u t t h e l o c k r i n g 47 ( 4 ) and, f i n a l l y ,
d r i v e o u t t h e 6304 b e a r i n g ( 5 ) ( F i g . 117).
A f t e r once more h e a t i n g t h e r e a r wheel F i g . 120. Speedometer d r i v e ( s e c t i o n a l view)
d r i v e , mount t h e p a r t s I n t h e I n v e r s e ( 1 ) Chain cover
order of the dismantling operations. 2 Packing
( 3 ) P i n i o n body
(4) not applicable
( 5 ) Countersunk screw BM 6 X 8
( 6 ) B e a r i n g bush
( 7 ) Pinion f o r speedometer d r i v e
 5.7. Changing t h e Wheel B e a r i n g s
With t h e h e l p o f a n expanding mandrel
( s p e c i a l t o o l H 8-820-3). demounting t h e
wheel b e a r i n g s ie f a c i l i t a t e d . F o r t h i s
p u r p o s e , t h e wheel body i s s l i g h t l y h e a t -
ed. A f t e r ddving i n t h e expanding mandrel,
t h e wheel b e a r i n g s a r e d i v e n o u t towards
t h e o u t s i d e ( F i g . 1 2 1 ) . For mounting, t h e
wheel b o d i e a must a l s o be h e a t e d . On no
a c c o u n t should t h e s p a c e r s l e e v e between
t h e b e a r i n g s be f o r g o t t e n . Moreover, b a l l
b e a r i n g s w i t h s h e e t - m e t a l cage should o n l y
b e used; t h e t y p e o f b a l l b e a r i n g i s 6302.
When r e - f i t t i n g t h e complete wheel, t a k e
c a r e t h a t t h e rubber s e a l r i n g a t the
wheel b e a r i n g on t h e b r a k e s i d e i s n o t
f o r g o t t e n . T h i s s e a l r i n g i s desinged t o
n-~-n v--n n- tt h e l u b r i c a n t o f t h e wheel b e a r i n g
r
from b e i n g thrown i n t o t h e brake.
'
./:P
8

The wheel b e a r i n g s have t o be mounted

with a n t i f r i c t i o n bearing grease. 72

Fig. 122. F r o n t wheel hub ( s e c t i o n a l view)

Wheel body w i t h ( 1 0 ) Axle accomoda-
c a s t - i n brake r i n g tion, right
Brake r i n g ( 1 1 ) S ~ a c e rs l e e v e
Brake l e v e r (12) B a l l bearing
Wheel body c o v e r 6302
Return s p r i n g ( 1 3 ) ~ u b b e rpacking
f o r b r a k e shoe ( 1 4 ) Anchor b o l t
Brake back r e s t 1 5 ) Lock r i n g 12
Hexagon n u t ( 1 6 ) Brake s h o e
M 14 X 1.5 ( 1 7 ) Axle accomo-
Washer dation, l e f t
Axle ( 18) Hexagon-head
screw f o r clamp-
ing t h e axle

Fig. 121. D r i v i n g o u t t h e wheel b e a r i n g s

5.8. Brakes
5.8.1. I n t e r n a l Shoe Brake
The a n c h o r b o l t s ( 1 ) t i g h t l y f i t i n t h e
b r a k e back r e s t . The b r a k e s h o e s ( 2 ) a r e
p i v o t e d on t h e anchor b o l t s and t h e cam
e p i n d l e (3) i n t h e b r a k e back r e s t ( F i g .
123)
A s e x p e r i e n c e has shown, wear i s i n s i g n i -
f i c a n t i n t h e bearing o f t h e brake shoes;
i t i s n e c e s s a r y , however, t o c l e a n t h e
b e a r i n g s and p r o v i d e them w i t h h o t b e a r i n g
' g r e a s e &Very 10,000 km o r a t l e e s t o n c e
a year. This a l e 0 a p p l i e s t o the bearing
o f t h e cam s p i n d l e i n t h e b r a k e anchor
plate.
When r e p l a c i n g t h e b r a k e s h o e s , which a r e
c a p a b l e of b e i n r e g e n e r a t e d , t a k e c a r e
t h a t a l r e a d y t o o l e d b r a k e s h o e s can be
mounted w h i l e non-tooled b r a k e s h o e s have
t o be t o o l e d i n a l a t h e b e f o r e mounting. Fig. 123. Brake a n c h o r p l a t e , complete
F o r t h i s p u r p o s e , t h e y must be f a s t e n e d
o n t h e b r a k e back r e s t w i t h t h e h e l p of ( a ) Ground c o n t a c t f o r s t o p l i g h t
t h e r e t u r n s p r i n g ( 4 ) . The b r a k e back r e s t ( a l s o f o r front-wheel brake)
i a c e n t r e d i n t h e b o r e and t h e s h o e s have
t o be t o o l e d i n a l a t h e u n t i l t h e d i f f e r e n c e show t h e arrangement of t h e p a r t s of brake
between t h e d i a m e t e r of t h e b r a k e r i n g and
t h e diameter o f t h e brake shoes i a a t l e a s t
0.6 mm.
5.8.2. Disk Brake f o r t h e F r o n t Wheel
The f i x e d - s a d d l e b r a k e i s h y d r a u l i c a l l y a c t u -
- -t e- d- bv means o f a le'ver a t t h e brake m a s t e r
n
c y l i n d k . The arrangement o f t h e components
i s shown i n Fig. 124.
I n an exploded v i e r , t h e F i g a . 125 and 126
s a d d l e and b r a k e m a s t e r c y l i n d e r .
D e m o u n t i n ~a n d YountinP t h e Brake a s t e r
Cylinder
- Disconnect t h e c a b l e c o n n e c t i o n s from
t h e s t o p l i g h t switch,
- Loosen t h e b r a k e hose f o r a b o u t 0.25
revolutions,
- Unscrew t h e brake m a s t e r c y l i n d e r from
t h e handle-bars,
- Remove t h e s c r e w c a p a n d t h e h e r m e t i c
bellows and d e c a n t t h e brake l i q u i d ,
Completely unscrew t h e brake hoae.
For mounting, a t f i r s t l o o s e n t h e screwing
o f t h e b r a k e hose ( u n i o n n u t ) i n o r d e r t h a t
t h e brake hoee i s n o t t w i s t e d d u r i n g screw-
i n g i n . T i g h t e n a l l screwed j o i n t s , f i l l i n
brake f l u i d and b l e e d t h e brake.

R e p a i r o f t h e Brake & a t e r C y l i n d e r
Remove t h e hand brake l e v e r . Then use com-
p r e s s e d ' a i r , which must be admitted through
t h e hoee c o n n e c t i o n h o l e , t o p r e s s o u t t h e
i n t e r n a l p a r t s o f t h e brake m a s t e r c y l i n d e r .
With one o f your hands p r e v e n t t h e s e p a r t s
from b e i n g f l u n g away.
Scores i n t h e e l i d i n g surfaces of cylinder
and p'iston a r e s i g n s which c a l l f o r a r e -
placemert o f t h e complete brake m a s t e r cy-
l i n d e r . I f o n l y t h e p a c k i n g r i n g s a r k de-
f e c t i v e , t h e brake m a s t e r c y l i n d e r can be
assembled when u s i n g a new s e t o f packing
r i n g s . Absolute c l e a n l i n e s s i s n e c e s s a r y ,
Wetten a l l s l i d i n g s u r f a c e s and packings
w i t h brake f l u i d and demount t h e p a r t s accor-
d i n g t o Fig. 125. Push t h e r e t a i n i n g r i n g of
t h e end p a c k i n g r i n g by means o f a a l e e v e
( p i p e d i a m e t e r = 18 mm X 16 mm X 30 mm)
u n t i l i t engagea w i t h t h e groove provided
f o r t h i s purpoee.
F a s t e n t h e hand brake l e v e r i n s u c h a way
Arrangement o f t h e d i s k brake t h a t i t can be moved e a s i l y and f r e e from
any p l a y i n i t s h o l d e r . Adjust t h e p l a y
Brake master cylinder between p i s t o n and hand brake l e v e r t o
Brake hoee about 0.5 mm by means o f an a d j u s t i n g acrew.
Brake saddle
Brake diek
Fig. 125. Brake maeter c y l i n d e r
Cover
Vent r i n g
Hermetic bellows
Housing
Fastening c l i p
Spring
Brake p i s t o n
Sealing sleeve6
Washer
Packing
Clrclip

Demountin~and M o a n t l n ~t h e Brake Saddle R e ~ a i ro f t h e Brake Saddle

- Remove the
union n u t .
brake hose by loosening t h e
Fasten t h e hose t o t h e
Remove t h e cover
Drive out t h e two b o l t s by means of a
t e l e s c o p i c f o r k with b i n d i n g wire. mandrel from t h e s i d e of t h e small b o l t
diameter
NOTE: The hose opening m u s t n o t be deeper
than t h e l i q u i d l e v e l i n the re- Remove t h e brake shoes
s e r v o i r of t h e hand brake c y l i n d e r ! Dismantle t h e brake s a d d l e
- sDemount t h e brake s a d d l e from t h e
l i d i n g tube of the telescopic fork.
P r e s s o u t t h e brake p i s t o n by means o f
compressed a i r

Mount t h e p a r t s i n t h e i n v e r s e order. A s t o the d i s c a r d i n g of p a r t s , t h e same

I f r e q u i r e d , t o p up with brake f l u i d ,
bleed t h e brake.
c r i t e r i a apply a s f o r t h e brake master
cylinder.
Mount t h e a b s o l u t e l y c l e a n p a r t s i n t h e
i n v e r s e o r d e r . Apply brake f l u i d t o t h e
s l i d i n g s u r f a c e 6 and i n t e r n a l packing r i n g s
b e f o r e mounting them.
Fig. Brake s a d d l e o f t h e diak brake
Inner brake c y l i n d e r
Packing ring
Brake p i e t o n
Packing s l e e v e
Brake shoe
Outer bmke c y l i n d e r
Guide b o l t
Hexagonal socket-head bolt
Packing
Cap
Taper p i n
Spring
Vent screw
P r o t e c t i v e cap

Replacement of t h e brake s h o e s
Replace t h e b r a k e s h o e s i n t h e f o l l o w i n g
o r d e r of o p e r a t i o n s , when t h e y a r e worn
down t o t h e w,ear marking.
- Remove t h e f r o n t wheel
- Remove t h e b r a k e shoea i n t h e manner
d e s c r i b e d i n S e c t i o n =Repair o f t h e
Brake Saddle"
- Externally clean t h e brake s a d d l e
- P r e s s back t h e brake p i s t o n
- Mount t h e new brake shoea
- P i t t h e f r o n t wheel
NOTE: Do n o t a c t u a t e t h e b r a k e when Fig. 127. Brake shoe - wear marking
t h e brake s h o e s a r e removed!
V = wear groove
 R e p l a c i n n t h e Brake Diek
The b r a k e d i s k must be r e p l a c e d when i t i s
worn down t o l e e s t h a n 4.4 mm o r when i t
shows e c o r e e whoee bottom i s s u c h t h a t t h e
a c t u a l t h i c k n e e s f a l l s below t h e above
minimum t h i c k n e e s .
NOTE: F o r r e a e o n s of s a f e t y , u s e new S e l f -
l o c k i n g n u t s whenever mounting t h e
brake diekf
B e f o r e mounting t h e wheel provided w i t h a
new b r a k e d i s k , p r e s s back t h e b r a k e p i s t o n s bleed in^ t h e Brake
i n t o t h e brake saddle.
Replacement o f t h e Brake F l u i d
A f t e r about two y e a r s , t h e b r a k e f l u i d must s l i g h t l y t a p p i n g b r a k e s a d d l e and b r a k e hoee.
b e renewed. T h i s can be done w i t h t h e h e l p
o f a f i l l i n g apparatus o r i n the following
way:
- Put a s u i t a b l e hoee on t h e b l e e d e r v a l v e
of t h e brake saddle
- Open t h e b l e e d e r v a l v e . By pumping c o n t i - - P u t t h e f i l l i n g hose on t h e b l e e d e r v a l v e
nuouely w i t h t h e hand b r a k e l e v e r , eva-
c u a t e t h e b r a k e system t h r o u g h t h e hose
into a euitable vessel
- F i l l i n brake f l u i d
- Bleed t h e b r a k e system
fill in^ i n Brake F l u i d
When a new b r a k e system has been newly i n -
s t a l l e d o r r e p a i r e d o r when t h e b r a k e f l u i d
must be renewed, t h e f i l l i n g o f new b r a k e
f l u i d c a n b e e f f e c t e d w i t h t h e h e l p of a
f i l l i n g a p p a r a t u s o r i n t h e f o l l o w i n g way:
- Remove t h e c o v e r and t h e h e r m e t i c bellowe
from t h e b r a k e m a s t e r c y l i n d e r
- P r o v i d e t h e hose ( 1 m i n l e n g t h ) w i t h a
f u n n e l and p u t t h e hose on t h e b l e e d e r
valve
-
,Open t h e b l e e d e r v a l v e
-Rafse t h e hose eo t h a t t h e f w e l i s
20 cm above t h e t o p edge o f t h e r e s e r v o i r
and fill i n b r a k e f l u i d u n t i l t h e -ximum
l e v e l has been reached i n t h e r e e e x v o i r
-Close t h e b l e e d e r v a l v e
,p i t t h e h e r m e t i c b e l l o w s and screw t h e
cover i n place
-Bleed t h e b r a k e .
The b r a k e i e b l e d a u t o m a t i c a l l y . T h i s p r o c e s s
l a s t s f o about an hour w i t h t h e r e e e r v o i r
opened. $he l a s t r e m d n s o f a i r e s c a p e when
Then f i t t h e h e r m e t i c b e l l o w s and screw t h e
cover i n place.
More r a p i d b l e e d i n g i s e f f e c t e d i n t h e
f o l l o w i n g way:
-Close t h e r e s e r v o i r
and f i l l i t up t o t h e h a l f o f t h e f u n n e l
- Raiee t h e hoee ( f u n n e l about 20 cm o v e r
t o p l e v e l marking o f t h e b r a k e m a s t e r
cylinder)
-Open t h e b l e e d e r v a l v e t h r o u g h h a l f a revo-
l u t i o n and, a t t h e same t i m e , p u l l t h e
hand b r a k e l e v e r up t o t h e s t o p . Close
t h e v a l v e w i t h t h e hand b r a k e l e v e r p u l l e d
-Repeat t h i s p r o c e e s u n t i l no a i r bubblee
w i l l emerge. The l i q u i d l e v e l m u s t n o t
f a l l below t h e lower l e v e l marking.
-F i n a l l y , f i l l t h e brake master c y l i n d e r
up t o t h e t o p marking. F i t t h e h e r m e t i c
b e l l o w s and s c r e w t h e c o v e r i n p l a c e .

F a u l t s i n t h e Brake System
Fault P o s s i b l e Cause Remedy
B r a k i n g e f f e c t i n s u f f i c i e n t brake disk dirty braking a t i n t e r v a l s u n t i l
brake d i s k is dry
brake l i n i n g
o i l e d up r e p l a c e brake s h o e s
piston eticks i n f r e e t h e p i s t o n and r e s t o r e i t
brake saddle t o proper operation o r replace
b r a k e s a d d l e , change b r a k e f l u i d

No c o u n t e r p r e e e u r e a t
hand b r a k e l e v e r
--------------
Brake f a i l s t o s t o p
a i r i n b r a k e system
b r a k e l i n e s and/or b r a k e
c y l i n d e r leaky
amount o f b r a k e f l u i d
insufficient
compensating hole i n r e s e r -
v o i r covered - brake f l u i d
c a n n o t be f e d a s r e q u i r e d
b r a k e d i s k worn
underpressure i n r e s e r v o i r
b l e e d t h e b r a k e system
s e a l t h e b r a k e l i n e s and t h e
b r a k e c y l i n d e r o r r e p l a c e them
by new onee
t o p up b r a k e f l u i d
a d j u s t t h e play a t t h e
hand b r a k e l e v e r
r e p l a c e t h e b r a k e d i s k by a
new one
open t h e c o v e r , c l e a n t h e
vent hole

B r a k e l e v e r moves difference i n thickneee r e p l a c e t h e brake d i s k

during braking o f brake disk by a new one
 Fault P o e e i b l e Cause Remedy
Brake f l u i d l e v e l brake l i n e s and/or s e a l t h e brake l i n e s , r e p l a c e
drops brake c y l i n d e r l e a k y t h e packing6 i n t h e c y l i n d e r s
o r r e p l a c e brake m a s t e r c y l i n d e r
and brake e a d d l e by new onea
brake ehoee worn r e p l a c e brake shoes
brake hoee porous o r r e p l a c e brake hose by a new one
defective

R e s i s t a n c e o f f e r e d by brake f l u i d c o n t a i n s r e p l a c e t h e brake f l u i d by
hand l e v e r diminishing formation of water vapour new one
when brake temperature bubbles
i s high

Brake f l u i d c o n t a i n s I n t e r v a l f o r change of observe Maintenance Chart

water brake f l u i d n o t observed
hermetic bellows not f i t t h e hermetic bellow o r re-
f i t t e d or i t i s defective p l a c e i t ; change t h e brake f l u i d

S t o p l i g h t f a i l s when c a b l e i n t e r r u p t e d , plugged r e p a i r t h e connections,

actuating the front connection o x i d i s e d , change t h e s t o p - l i g h t switch
wheel brake s t o p - l i g h t switch d e f e c t i v e

5.3. Secondary Chain

The p l a c i n g of a new c h a i n on t h e
v e h i c l e i s shown i n Figs. 128 t o 130.

Fig. 129. F i t t t n g a chain -

2nd s t e p
Fig. 128. F i t t i n g a new c h a i n -
1st step
The two c h a i n p r o t e c t i o n h o s e s a r e f i s t
pushed on t h e engine casing. For plac-
i n g on t h e r e a r s p r o c k e t , t h e c h a i n i s
p u l l e d through from t o p t o bottom. The
upper end i s f i x e d by means of a spoke
puehed through t h e chain. Then use E
w i r e hook t o p u l l t h e chain from t h e
r e a r t o t h e f r o n t (through t h e lower
c h a i n p r o t e c t i o n hose) and p l a c e i round
t h e f r o n t sprocket wheel.
F i n a l l y , t h e chafn i s pulled by means of
a w i r e hook from t h e f r o n t t o t h e r e a r
through t h e upper c h a i n p r o t e c t i o n hose
and t h e n connected t o g e t h e r by means
of t h e chain connector.

pig. 130. F i t t i n g a chain* - 3rd step

I n t h i s c o n n e c t i o n , t h e upper c h a i n pro-
t e c t i o n hose m u s t be pushed s l i g h t l y
ahead and r e t a i n e d by meane of a spoke
( F i g . 130). Pay p a r t i c u l a r a t t e n t i o n t o
t h e p o s i t i o n of t h e c h a i n connector:
OPENING TO THE. REAR !
When r e p l a c i n g a c h a i n , t h e new c h a i n
muet be t i e d t o t h e o l d one and t h e n
p u l l e d through by t h e l a t t e r one. A
replacement of t h e c h a i n i s r e q u i r e d
when more t h a n 5 r o l l e r e a r e broken o r
more t h a n 2 r o l l e r s s i d e by s i d e a r e
broken o r when t h e c h a h b o l t s i n t h e
c h a i n l i n k s arp worn.
When a c h a i c o f a d i f f e r e n t make i s
used, t h e c h a i n c o n n e c t o r e o f t h i s
meke must be used because t h e b o l t
6 i a m e t e r s may d i f f e r .
F i g . l 3 f . check in^ t h e c h a i n t e n s i o n
I 2 P
rig* 'J2* "lew O f exhauet si-
lencer
( 1 ) Exhaust p i p e (2) Weld
1 3 ) Damping i n s e r t
( 4 ) Exhaust t a i l p i e c e
When r e p l a c i n g a c h a i n , t h e s p r o c k e t wheele
must a l s o be checked.
When t h e y a r e worn, t h e y m u s t be r e p l a c e d ,
too.
Correct chain tenaion and chain l u b r i c a t i o n
e x e r t a g r e a t i n f l u e n c e on t h e s e r v i c e l i f e
of the chain.
A c o r r e c t c h a i n t e n e i o n Is ensured when t h e
upper c h a i n p r o t e c t i o n hose w i t h t h e c a h i n
i n s i d e can be p r e s s e d w i t h two f i n g e r a , with-
o u t undue f o r c e , on t o t h e c r o s s t u b e o f t h e
rear-wheel ewing-fork. Check f o r one f u l l
r e v o l u t i o n of the chain!
The r e a r wheel s u s p e n s i o n u n i t s must be f u l l y
e x t r a c t e d ( t h e motor-cycle i s s t e n d i n g on t h e
prop s t a n d ) . When t h e c h a i n seems t o be t o o
s l a c k , i t should be taken i n t o c o n s i d e r a t i o n
t h a t t h e c h a i n becomes more t a u t when t h e
s p r i n g s of t h e r e a r wheel a r e compressed.
Lubrication of the chain i s necessary every
2,500 km.
With t h e dynamo c o v e r removed, a n t i f r i c t i o n
b e a r i n g g r e a s e C e r i t o l + k 2 o r k3 i s a p p l i e d
t o t h e lower p a r t o f t h e c h a i n by means o f a
s c r e w d r i v e r w h i l e t h e r e a r wheel is turned
s l o w l y i n t r a v e l d i r e c t i o n through one f u l l
r e v o l u t i o n o f t h b c h a i n ; then apply t h e same
amount o f g r e a s e t o t h e upper p a r t of t h e
c h a i n and t u r n t h e r e a r wheel o p p o s i t e t o t h e
normal s e n s s o f r o t a t i o n .
5.10. Exhaust System
The e x h a u s t system is adapted t o t h e engine i n
such a way t h a t , f i r s t l y , t h e d e s i r e d p e r f o r -
mance c h a r a c t e r i s t i c i s a t t a i n e d and, second-
l y , t h e p e r m i s s i b l e n o i s e l i m i t i s observed.
T h e r e f o r e , no changes should be made i n t h e
exhaust system.
The exhauet e i l e n c e r (Fig. 132) is welded and
cannot be detached.
The e x h a u e t p i p e i e f a e t e n e d t o t h e c y l i n d e r
by means of a union nut which p r e s s e s t h e
tapered knurled c o l l a r a g a i n s t the c y l i n d e r
(wlthout packing). I n new c o n d i t i o n , t h e 5.12. Cable Controls
union n u t i s t i g h t e n e d w i t h a torque o f
1 Nm ( 1 5+3 kpm) . The c a b l e c o n t r o l e are 'expoeed t o e x t e r n a l
i n f l u e n c e s such aa r a i n , d i r t and l y e i n a
A f t e r having covered 500 km, t h e nut mnet high degree on t h e mo'tor-cycle. I n motor-
be re-tight,ened i n any cane w i t h t h e same parked c y c l e s which a r e o p e r a t e d d a i l y and f r e q u e n t l y
torque because, d u r i n g t h i e d i s t a n c e , t h e t h e c a bilne ct hoen topen, high f r i c t i o n occura i n
r o l e eo t h a t t h e a c t u a t i n g l e -
t a p e r of t h e exhauat p i p e w i l l a t t a i n vere can h a r d l y be p a l l e d .
proper c o n t a c t with t h e s n p p o r t i n g sur-
f a c e of t h e c y l i n d e r and t h e t h r u a t a r e a Ease of motion i s improved and t h e a e r v i c e
of t h e union nut. l i f e extended when t h e c a b l e c o n t r o l e a r e
Re-tightening i s e f f e c t e d by means of a s e a l e d a t t h e a c t a a t i n g l e v e r 8 and thoroughly
hook spanner, B 39-442, and an extension l u b r i c a t e d t o prevent t h e i n g r e s s o f water and
pipe put on. dirt.
A proper exhaust p i p e f a s t e n i n g l a r g e l y
depends on t h e t i g h t l y f i t t i n g of a l l The simpleet way of s e a l i n g i e t h e a p p l i c a t i o n
t h r e e euepeneion. p o i n t s ( c y l i n d e r , of w a t e r - r e p e l l e n t g r e a s e , e.g. C e r i t o l , t o
lower c o n n e c t i o n , - r e a r b r a c e ) . When one t h e p r o j e c t i n g wire end and t o t h e s l o t i n t h e
of t h e s e p o i n t s 4 s d e f e c t i v e , t h e s t r e e a a d j u s t i n g screw of t h e a c t u a t i n g l e v e r .
on t h e o t h e r two w i l l i n c r e a s e and they An a d d i t i o n a l p o s e i b i l i t y of extending t h e s e r -
w i l l work loose. v i c e l i f e of t h e c a b l e c p n t r o l s i s given by
The rubber bearings of t h e b r a c e must a t t a c h i n g a rubber p r o t e c t i v e bellow, p a r t No.
n o t be replaced by a r i g i d connection 05.44.050; t h e i n t e r i o r of t h e bellows is
because of t h e e l a s t i c engine snapension. f i l l e d w i t h a w a t e r - r e p e l l e n t greaee.
5.71. A l i m i n n t h e Wheels. Balancinq The cable c o n t r o l s a r e l u b r i c a t d by means of
t h e Front Wheel t h e device shown i n Fig. 134.
C o r r e c t l y aligned wheels a r e indispensable
f o r good roadholding.
Since t h e f r o n t t y r e i s n o t so wide ae
t h e r e a r t y r e , t h e f r o n t wheel muet be
s e t p a r a l l e l t o t h e measuring l a t h .

Teil B
(ffmgumrni>

Fig. 133. Aligning t h e wheele

( 1 ) Meaauring l a t h
(S) Gap between l a t h and f r o n t wheel
To improve t h e r o a d a b i l i t y , t h e f r o n t wheel
i s balanced i n s e r i e s production. I n caee of
a puncture, t h e t y r e mbet be f i t t e d i n
the same p o s i t i o n with r e e p e c t t o t h e
r i m a s b e f o r e , t h a t i s t o say, t h e red
dot must be a t t h e valve.
Due t o non-uniform wear, t h e f r o n t wheel
may g e t o u t of balance a f t e r a prolonged
time of o ~ e r e t i o n ,t h e r e f o r e . t h e wheel
mue t be balanced again a f t e r - every
10,000 km.
For b a l a n c i n g , t h e wheel i e allowed t o
come t o r e s t i n a s l i g h t l y r a i s e d po-
s i t i o n with t h e bearing8 f r e e from Fig. 734. Device f o r l u b r i c a t i n g t h e
greaee on t h e wheel a x l e and then cable controle
counterweights a r e a t t a c h e d ( e t t h e r
HZ b a l a n c i n g bodiee o l lead o r Copper
w i r e ) t o t h e spoke n i p p l e s a t t h a t
p o i n t of t h e wheel which remaine
on t o p when' t h e wheel i s a t r e s t .
 A s l u b r i c a n t , e i t h e r a m i x t u r e of g e a r
o i l a n d g e a r g r e a s e i n t h e mixing r a t i o
o f 1 r 3 o r a mixture o f a n t i f r i c t i o n
b e a r i n g g r e a s e C e r i t o l + k3 and f u e l i n
t h e mixing r a t i o of 1 : 1 i s used.
One end of t h e s h e a t h o f t h e c a b l e con-
t r o l s i s clamped i n t h e t a p e r r u b b e r cap
and, t o g e t h e r w i t h t h e r u b b e r cap,
screwed on t h e d e v i c e w i t h t h e h e l p o f
a union n u t .
Fig. 1348. Cable c o n t r o l clamped i n
a l u b r i c a t i n g device
6. 1. Three-phase Qynamo
6.1.1. Mode of Operation
The t r a f f i c growing deneer and d e n s e r
and t h e t r e n d toward i n c r e a s i n g t h e
s a f e t y on t h e road by t h e use o f halogen
l i g h t , a d d i t i o n a l f o g lamps a n d r e a r
f o g l i g h t s a l s o on motor-cycles l e a d
t o an i n c r e a s e of t h e demand f o r
e l e c t r i c a l energy.
T h i s i n c r e a s e d demand cannot be met by
t h e d.c. dynamo w i t h r e a s o n a b l e c o s t s
and due t o i n c r e a s e d engine speeds.
Compared w i t h t h i s , t h e three-phase
c u r r e n t dynamo of t h e same weight
i s i n a p o s i t i o n t o produce a c o n s i d e r -
a b l y h i g h e r power.
Three-phase dynamos have no commutator,
t h e o u t p u t c u r r e n t is drawn from t h e
s t a t o r winding without c o n t a c t . Only
a s m a l l e x c i t e r c u r r e n t , branched o f f
v i a 3 e x c i t e r d i o d e s , is t r a n s m i t t e d
t o t h e r o t o r v i a 2 carbon b r u s h e s and
s l i p r i n g s s o t h a t o p e r a t i o n a t high
r o t a t i o n a l speeds i s possible.
6.1.2. Technical Data
I d e n t i f i c a t i o n No.
Dpamo v o l t a g e
I d l i n g speed
Speed a t 2/3 of t h e maximum c u r r e n t
Maximum speed
2/3 of t h e maximum c u r r e n t
Maximum c u r r e n t
R e s i s t a n c e of t h e r o t o r winding
Length of carbon b r u s h
Length of carbon b r u s h (mfnimum)
Carbon-brush s p r i n g f o r c e
S l i p r i n g s (minimum d i a m e t e r )
Eccentricity
Tightening torque f o r r o t o r fastening
screw
Sense o f r o t a t i o n (viewing t h e s l i p
r i n g body)
Polarity
The a l t e r n a t i n g c u r r e n t d r a w n from t h e s t a t o r
i s converted i n t o d i r e c t c u r r e n t by an e f f i -
c i e n t three-phase b r i d g e r e c t i f i e r .
Due t o t h e u s e of modern s i l i c o n semi-conduc-
t o r s , i t e n s u r e s maintenance-less o p e r a t i o n
and a l o n g s e r v i c e l i f e .
The b r i d g e r e c t i f i e r i s a s e p a r a t e component
on which t h e e x c i t e r diode t r i o is a l s o
mounted.
The s u p p l i e d v o l t a g e i s k e p t a t t h e d e s i r e d
l e v e l by means of an e l e c t r o m e c h a n i c a l one-
element r e g u l a t o r . A t t h e 'same t i m e , t h e
maximum c u r r e n t i s l i m i t e d by t h e r e g u l a t o r .
When o b s e r v i n g t h e r e g u l e t o r v o l t a g e and
t h e mounting c o n d i t i o n s r e q u i r e d i n t h e
t e c h n i c a l documents, p r o t e c t i o n of t h e
three-phase dynam'b from d e s t r u c t i o n and a
l o n g s e r v i c e l i f e of t h e e l e c t r i c a l equipment
a r e ensured.
8046.2
14 V
2 1,300 rpm
2 2,200 rpm
10,000 r p m
10 A
15 A
4.2 2 0.3 ohm
16 mm
9 mm
1.4 t o 3.2 N ( 0.14 t o 0.32 kp )
31 mm
0.05 mm
20 L 2 Bm ( 2 2 0.2 kpm)
clockwise
mass n e g a t i v e
 6.1.3. Technical C h a r a c t e r i s t i c
The three-phaee dynamo i e a three-phaae
B-pole synchronous generator i n e t a r
connection.
The r o t o r carrying the e x c i t e r winding a d
the e l i p rings is faetened t o t h e -taper
end of the crankehaft of the driving engine* the regulator, the carbon brushes and t h e
The e t a t o r accomodatine t h e p o l ~ p h a e ewinding
i s centred i n the engine caeing and, toge-
t h e r with an alamfnium die-caeting cap
carrying the i g n i t i o n device and the
carbon-brush holder, fastened by 3 ecrews
paseed v i a the external diameter of the
stator.
The three-phaee current i s r e c t i f i e d
i n a rectifier fn three-phase bridge
connection.
Fig. 135. Three-phase dynamo
12 V, i 5 A
The e x c i t e r current f o r the production of
the magnetic f i e l d Is branched o f f from
the e**r rrinding and r e c t i f i e d by 3
a d d i t i o n a l e x a i t e r . d i o d e e and 3 n e g a t i v e
power diodes.
he e x c i t a t i o n current i e fed t o t h e ex-
c i t a t i o n winding from terminal 6 1 v i a
rings. The regulator keeps t h e
dpamo voltage constant and lirnite t h e
maximum current.
The Bree-phase dynamo exhibite @ad e e l f -
e x c i t a t i o n propertiee. Operation without
b a t t e r y i a poersible.
I g n i t i o n device8 Contact breaker w i t h i g n i -
t i o n capacitor. With pertinent cam, one ig-
n i t i o n pulee per camshaft revolution.
 Fig. 136. R e c t i f i e r f o r three-phaee dynamo 12 V, 15 A
( 1 ) 6 X f l a t plu connection 6 . 3 TGL 22 425
(2) diodq p l a t e ?negative)
( 3 ) diode p l a t e ( p o s i t i v e )
( 4 ) i n e u l a t i n g p l a t e w i t h e x c i t a t i o n diodes

Fig. 737. C i r c u i t of dynamo, r e c t i f i e r and r e g u l a t o r

( f o r legend see page 68)

 ( 1) Three-phsee dynamo
a) Stcrtor
b) R o t o r
c) Ignition cspecitox
d) Contact b r e a k e r
(2) Rectifier
e) Poaitive d i ~ d e s
!
f Negative d i o d e e
g Exci%ation diodes
h) C o n t r o l l i g h t
i ) I g n i t i o n awltch
k ) t o the loade
1) t o the ignition coil
3 Regulator

6.1.4. F a u l t .Diamoeee 6.1.6. Meaeurinn Instruments

Below sequences o f o p e r a t i o n s a r e de- hstrument Application
e c r i b e d which s e r v e f o r l o c a t i n g d e -
f e c t s i n t h e c u r r e n t supply system Autolicht-Pdf-Hx line testing,
w i t h i n a s h o r t time. 12 V ( t e a t lam w i t h diode t e e t i n g
The method i s t o be s e l e c t e d a c c o r d i n g v o l t a g e eource?
t o t h e caee i n question.
F a u l t s i n t h e c u r r e n % s u p p l y syetem a r e Multimeter v o l t a g e meaeamment ,
i n g e n e r a l i n d i c a t e d by t h e occurrence diode t e s t i n g
of one of t h e f o l l o w i n g d e v i a t i o n e : R e e i e t a n c e measuring r e s i s t a n c e meaeuring
a ) Abnormal behaviour of t h e c h a r g i n g b r i d g e a f t e r Thomson a t atator
control light ; Reeietance meaeuring r e s i e t a n c e measurement
b) I n s u f f i c i e n t l y charged b a t t e r y . I n d i - bridge according t o a t rotor
c a t e d by t h e f a i l m e t o s t a r t of t h e Wheatstone
s e r v i c e a b l e e n g i n e a n d by t h e low Oscillograph judgement o f curve
d e n s i t y of t h e b a t t e r y a c i d ; shape o f v o l t a g e o f
c ) E x c e s s i v e l y charged b a t t e r y ; i n d i c a t e d three-phaee dynamo
by a h i g h w a t e r consumption a n d b o i l - according t o Section
ing battery acid; 6.1.7.1.
d) Emission of n o i s e due t o mechanical
wear o f t h e carbon brushee and e l i p 6.1.7. Meaenrements a t t h e V e h i c l e
r i n g s o r r u b b i n g of t h e r o t o r a t t h e Moet of t h e f a u l t s can be f d e n t i f i e d even
e t a t o r parcel. w i t h t h e e l e c t r i c a l device6 i n s t a l l e d .
The most r a p i d and e x a c t i n d i c a t i o n can be
o b t a i n e d by means of azl o s c i l l o g r a p h . P r a c t i -
c a l l y a l l f a u l t a o c c u r r i n g i n t h e three-phase
6.1.5. Behaviour of t h e Charging dynamo and i n t h e r e c t i f i e r can be d e r i v e d
Control Light from t h e d i s p l a y e d curve shape.
During mecesurement, t h e engine must be ope-
Igni- Charging Engine See ~ e c t i o n r a t e d w i t h a t l e a s % 3,000 rpm.
tion control If an o s c i l l o g r a p h i s n o t a v a i l a b l e , a multi-
switch light 6.1.7.2. m e t e r (e.g. U K l 7 ) should be used according
p p - p - - t o S e c t i o n 6.1.7.2.
A c c o r d i ~t ~
o specificatione
6.1.7.1. Use of an O e c i l l o n r a ~ h
Off Off stopped
The o s c i l l o g r a p h must be connected t o termi-
On On stopped n a l D+ a n d g r o m d , A l l load w i t h t h e excep-
On Off running t i o n o f t h e i g n i t i o n system muat be ewitched
o f f . The b a t t e r y remains connected.
Erroneo ue
NOTICE: Wher, employing an ~ s c i l l o g r a p hwith-
Off On stopped Part I o u t d.c, v o l t a g e a m p l i f i e r , t h e
On Off stopped P a r t I1 curvee w i l l appear on t h e Zero l i n e
of t h e o s c i l l o g r a p h ( s e e Fig. 138)!
On reduced stopped P a r t 111
brightness A l l curve shapes d e v i a t i n g from t h e Figs.
138 w d 133 a m indicative of e r r o r s .
On On running Part I V
 Fig. 138.Nomal o p e r a t i o n o f t h e t h r e e - Fig. 139. Normal o p e r a t i o n of t h e
phaee d y n m o -
oecillograph
w i t h o u t d.c.voltage a m p l i f i e r
three-phase dynamo

Fig. 140. S h o r t - c i r c u i t of me: ++VC? diode Pig. f41. S h o r t - c i r c u i t of n e g a t i v e diode

.!OV

15V

1ov

5v

Fig. 142. I n t e r r u p t i o n of p o s i t i v e diode Fig. 143. I n t e r m p t i o n of n e g a t i v e d i o d e

Pig. 144. S h o r t - c i r c u i t o f e x c i t a t d o n d i o d e F i g . T45. I n t e r r u p t i o n o f e x c i t a t i o n diode

- -
 5v

10v

5v

Fig. 146. Short-circuit of etator winding Hg. 147. Short-circuit of rotox winding

Pig. 148. Ground contact of seator winding Fig. 149. Interruption of etator winding

Fig. 150. Interruption of rotor winding

6.1.7.2. Fault Looalisation
Part I

Fault P o s s i b l e Cause Remedy

Charging c o n t r o l l i g h t i g n i t i o n switch d e f e c t i v e r e p l a c e i g n i t i o n switch
cable t o control. l i g h t i s s h o r t -
c i r c u i t e d with p o e i t f v e remove t h e e h o r t c i r c u i t
stopped potential

Par* I1
Charging c o n t r o l l i g h t charging c o n t r o l l i g h t defec- r e p l a c e e l e c t r i c bulb o r
-
f a i l s t o l i ~ h t igni- tive lighting f i t t i n g
-
tion
engine stopped
switched On cable 61 t o r e g u l a t o r i n t e r -
rupted r e p l a c e c a b l e by a new one
ground o f r e g u l a t o r and c a b l e
DF i n t e r r u p t e d r e p l a c e cable by a new one
r e c t i f i e r d e f e c t i v e (checking
acc. t o Section 6.1.10.1.) replece r e c t i f i e r

Part' I11

emits dimmed l i a h t -
Charging c o n t r o l l i g h t
i g n i t i o n s w i t c h switched
c o r r o s i o n I n holder of charging c l e a n o r r e p l a c e t h e holder
control lighting f i t t i n g
c a b l e DF from r e g u l a t o r t o r e p l a c e cable by a new one
on - engine stopped three-phaee dynamo I n t e r r u p t e d
r o t o r d e f e c t i v e (checking acc. r e p l a c e r o t o r
t o Section 6.1.70.3,)
.............................................
Part I V (loads mitched o f f )
Charging c o n t r o l l i g h t damaged cables and oonnectione r e p a i r o r r e p l a c e t h e
li h t s -i g n i t i o n switch
Z i i h e d on - engine
between 6 1 r e g u l . and 61 r e c t i - damaged p a r t s
f i e r , D+ r e g u l a t o r and D+ r e c t i -
rune f i e r , 51 r e g u l a t o r and b a t t e r y
The voltage meaeared between D+ r e p l a c e t h e r e g u l a t o r
r e g u l a t o r and ground i s g r e a t e r
than t h a t between 51 r e u l a t o r
and ground ( A U > 0;2 V?
r e g h l a t o r c o n t a c t s between DF
and 6 1 o f t h e r e g u l a t o r inslr- replace the regulator
l a t e d from each o t h e r
w i t h t h e b a t t e r y dieconnected
and t h e plugged connections
wfthdrawn, perform a t e s t bet-
weea DF and 61 a t t h e r e g u l a t o r
by meene of a r e s i s t a n c e
meaeuring bridge (R10.5 ohm)
rectifier d e f e c t i v e (check r e p l a c e the r e c t i f i e r
according t o S e c t i o n 6.1.10.1.)
c a b l e DF between r e g u l a t o r and renew t h e c a b l e o r t h e
three-phaee dynamo i n t e r r u p t e d connections involved
damaged carbon bruehee o r r e p l a c e t h e t3amaged p a r t s
oarbon brneh connectione by new onem
r o t o r d e f e c t i v e (check accord;
i n g t o Section 6.1.70.3.) replace the r o t o r
Cables U/VD between e t a t o r r e p l a c e t h e damaged p a r t s
and r e c t i f i e r and/or ground by new onee
c o n n e c t i o ~damaged
magnetic ehant of a t a t o r (check r e p l a c e t h e e t a t o r
according to S e c t i b n 6.1.10.2.)
ehorted t u r n s o f a t a t o r (check
acoording t o S e c t i o n
6.1.70.2.) replace the s t a t o r .
 6.1.8. Demoant i n a from t h e V e h i c l e
6. t.8.1. demo ant in^ t h e T h r e e - ~ h a e
Dsnamo
NOTICE:
Before demounting, d i e c o n n e c t t h e b a t t e r y
from t h e e l e c t r b a l eystemi
A l l plugged c o n n e c t i o n s (U, V , 8 , DF, A f t e r l o o s e n i n g t h e t h r e e f a s t e n i n g ecrewa,
61, D-1 must be removed from t h e remove t h e e t a t o r w i t h r e t a i n i n g cap.
three-phase dynamo.

Fig. 151. Withdrawing t h e c a b l e s Fig. 153. Removing t h e r e t a i n i n g cap

from t h e three-phase dynamo
A f t e r l o o s e n i n g t h e two f a s t e n i n g
screws, remove t h e carbon-brush
holders.
Remove t h e r o t o r screw t o g e t h e r w i t h
t h e cam. S e p a r a t e t h e r o t o r from t h e
c r a n k s h a f t by means o f t h e m l l i n n
d e v i c e ( p u l l h g s c r e w M 10 X 45 T ~ L
0-933-8.8).
I n demoanting t a k e s p e c i a l c a r e because
t h e s l i p r i n g s may e a s i l y be damaged.
The removed p a r t e must be p r o t e c t e d
from d i r t , m o i s t u r e and mechanical
damage.

Fig. 152. Carbon-brueh holders

demormt ed

Fig. 754. P u l l i n g o f f t h e r o t o r
 6.1.8.2. D e m o u n t i n ~t h e R e c t i f i e r

P i g . 155. I n t e r n a l e l e c t r i c a l equipment
(1) Regulator
( 2) C a p a c i t o r 2.5 p F , 50 V
(3) Ignition coil
(4) Line c o n n e c t o r s
(5) Rectifier
( 6) F a s t e n i n g screws
6.1.9. Demountinn t h e Three-phase
L?zBE!?
6 . 1 . 9 r l . S t a t o r w i t h R e t a i n i n g Cap
Carbon-brush h o l d e r ( g , Fig. 156)
Loosen t h e plugged connections o f t h e
carbon brush. Remove t h e f a s t e n i n g screws.
P u l l o f f t h e h o l d i n g clamp (10, F i g . 156).
Hold t h e carbon b r u s h e s (8, Fig. 156) d u r -
i q g t h i s o p e r a t i o n t o p r e v e n t them from
jumping o u t . Check carbon b r u s h e s .and
compression s p r i n g s f o r wear.
S t a t o r ( 6 , Fig. 156)
NOTICE: Remove t h e s o l d e r e d j o i n t of t h e s t a t o r
winding U/V/W.
Before demounting, d i s c o n n e c t t h e b a t t e r y Loosen t h e h o l d i n g a n g l e ( 5 , F i g . 156).
from t h e e l e c t r i c a l system! With t h i s , t h e s t a t o r a s complete comvonent

D+ and D- .
Remove t h e plugged c o n n e c t i o n s U/V/V, 61,
For t h e l a t e r assembling
o p e r e t i o n s , i t i s a d v i s a b l e t o mark t h e
can be removed from t h e r e t a i n i n g cap-
( 7 , ~ i g .156).
Rotor ( 4 , Fig. 156)
c a b l e s D+ and D- and 61 f o r i d e n t i f i c a t i o n
because exchanging by mistake of t h e s e The r o t o r i s n o t i n t e n d e d f o r r e p a i r s .
connections w i l l lead t o t h e d e s t r u c t i o n Replacement o f t h e s l i p r i n g body must
o f t h e d i o d e s of t h e r e c t i f i e r . t a k e p l a c e i n s p e c i a l r e g e n e r a t i n g work-
shops.
The c o n n e c t i o n s U/V/M between three-phase
dynamo and r e c t i f i e r may be exchanged,
damage w i l l n o t be caused.
A f t e r l o o s e n i n g t h e f a s r e n i n g screws (61,
t h e r e c t i f i e r can be removed.

Fig. 156. Exploded view o f t h e

three-phaee dynamo
(1) I n e u l a t i n g p l a t e w i t h e x c i t a t i o n d i o d e s ( 6 ) S*bator
( 2 ) Diode p l a t e
( 3 ) Diode p l a t e --positive
negative
( 7 ) R e t a i n i n g agp
( 8 ) Carbon b r u s h e s
( 9 ) Carbon-brush hold e r
(10) Holding clamp
 6.1.9.2. Rectifier The measuring t i p 8 a r e a p p l i e d t o t h e
anode and c a t h o d e c o n n e c t i o n e o f t h e diodee.
Loosen t h e f o u r M4 f a s t e n i n g ecrewe and When t h e p o s i t i v e measuring t i p i s a p p l i e d
unsolder t h e r e c t i f i e r f l e x i b l e wires t o t h e anode and t h e t e s t lamp l i g h t s , t h e n
from t h e plugged l a g s U/V/W. t h e diode i s eervlceable.
The t h r e e components can be t e s t e d sepa- When t h e lamp f a i l 8 t o l i g h t o r when t h e
r a t e l y ( s e e S e c t i o n 6. l. 10. l. 1. t e s t lamp l i g h t a w h i l e t h e p o s i t i v e p o l e
For p r e s s i n g o u t d e f e c t i v e p o s i t i v e o r i s applied t o t h e cathode, t h e diode i e
n e g a t i v e d i o d e s , u s e a s u i t a b l e mandrel f a u l t y and i t muet be r e p l a c e d .
(Fig. 157). In t h e ~ o s l t i v ed i o d e late (D+). t h e
c a t h o d e a r e , a t t h e c o b l i n g l a t e and i n i
t h e v g a t l v e d i o d e p l a t e ('D-! t h e anodes.
The e x a l t a t i o n diode8 a r e w i t h t h e i r cathode
a p p l i e d t o c o n n e c t i o n 61.
i
cy
? . -. -. . . -.
R
a

Fig. 157. Pressing-out mandrel

Round s t e e l 22 TGL 1 1 163
S t 50 K TGL 0-1652
For p r e s s i n g new r e c t i f i e r s i n
p r e s s i n g - i n punch must be ueed ?:;:1)*1;8).

8' p i g . . 160. Diode i s i n o r d e r

a

F ~ E . 158. P r e s s i n n - I n mandrel
Round & e e l 22 TGL 1 1 163
St 50 K TGL 0-1652
A maximum p r e s s i n g f o r c e of 4,000 N
(400 kp) i s p e r m i s s i b l e f o r p r e s s i n g i n .
Care must be t a k e n t h a t t h e punch e x a c t l y
c o n t a c t s t h e d i o d e edge.
For t h e u s e of semiconductor d i o d e s , t h e
i n s t r u c t i o n s of the manufacturer m u s t be
observed.

6.1.10. Checking t h e Components

6.1.10.1. Checkinn t h e R e c t i f i e r
The r e c t i f i e r d i o d e s a r e t e s t e d by means
of a c o n t i n u i t y t e s t e r .
F i g . 161. Check-test - diode i s i n order

--+-Q+- 72 Y max. 75 W

PIE. 159. P r i n c i p l e of d i o d e t e s t i n g
6.1.10.2. Testing the S t a t o r
T e s t i n g t h e s t a t o r winding f o r s h o r t e d
turns:
A r e s i s t a n c e of abolrt 0.32 ohm should be
measured between t h e phasee (U/V/W, V/W).
'hesting t h e s t a t o r f o r
magnetic s h u n t :
Bebveen t h e s t a t o r s h e e t pack and t h e
winding ends of t h e e t a t o r , t h e l a t t e r
i s t e e t e d f o r magnetic ehunt by connect-
i n g a t e s t lamp and a p p l y i n g a t e s t
v o l t a g e o f 2.4 V a.c. A l l c a b l e s U/V/W
must be disconnected from t h e s t a t o r .
When t h e Tamp l i g h t s up, t h e s t a t o r
i s d e f e c t i v e a n d m u s t be replaced by
a new one.
6.1.10.3. T e s t i n g t h e Rotor
T e s t i n g t h e r o t o r winding:
Measure t h e r e s i s t a n c e by meane Of a
r e s i s t a n c e measuring bridge.
It should be about 4.2 + 0.3 ohm.
A f t e r removal from t h e v e h i c l e ,
measurement i s taken a t t h e s l i p r i n g s .
The t e s t t i p s a r e s l i g h t l y a p p l i e d t o
t h e s l i p r i n g s i n o r d e r t o avoid
damage t o t h e g r a p h i t e s l i p r i n g .
6.1.10.4. Checking t h e L e n ~ t hof
t h e Carbon Brush
Demoanting according t o S e c t i o n
6.1.9.1.
When t h e carbon-brush l e n g t h s f a l l s below
9 mm, a new carbon brush m u s t be
fitted.
6.1.11. A s s e m b l i n ~I n s t r u c t i o n s
J o i n t s t o be s o l d e r e d m u s t be m a d e w i t h
a c i d - f r e e s o l d e r and p r o t e c t e d a g a i n s t
c o r r o e i o n by means of e l e c t r o - i n e u l a t i n g
p r o t e c t i v e v a r n i s h ( c a n be s o l d e r e d ) .
The p r o t e c t i o n should a l s o cover newly
s o l d e r e d e x c i t a t i o n diodes. This
i s e f f e c t e d by d i p p i n t h e whole
r e c t i f i e r . The p l u g g e t connections
m w t be covered and, a f t e r d i p p i n g ,
remains of v a r n i s h must be removed
from them.
Stator
When mounting t h e s t a t o r i n t h e r e t e i n i n g
cap t a k e c a r e t h a t t h e groove i n t h e
e t a t o r c o i n c i d e s with t h e groove i n t h e
retaining cap.
Permissible torque f o r t i htening t h e
r o t o r f a s t e n i n g screw M 775.8 = 20 2 2 Sm
( 2 2 0.2 kpm)
Permissible torque f o r tightening the
s t a t o r f a s t e n i n g screw 5/5.8 = 4 + 0.5 Nm
( 0 . 4 2-0.05 kpm).
It i s a d v i s a b l e t o mount t h e carbon-brush
h o l d e r a f t e r moanting t h e r e t a i n i n g cap.
Before c o n n e c t i n g t h e b a t t e r y , check t h e
l i n e s . When t h e connections D+, D-, 61,
DF a r e exchanged by mistake, t h e r e i e t h e
r i s k o f d e s t r o y i n g t h e semiconductor e l e -
mente and a d d i t i o n a l components. Take c a r e
t h a t t h e p o l a r i t y o f the b a t t e r y ( n e g a t i v e
p o l e t o ground) i s c o r r e c t when connecting.
Information f o r a d j u s t i n g t h e i g n i t i o n and
t h e a p p l i c a t i o n of t h e l u b r i c a t i n g f e l t
pad i s g i v e n i n s p e c i a l documents f o r t h e
vehicle.
6.1.12. Important Information
When c h a r g i n g b a t t e r i e s w i t h mains-fed
c h a r g i n g equipment, d i s c o n n e c t t h e b a t t e r y
from t h e e l e c t r i c a l syetem of t h e v e h i c l e .
When performing welding o p e r a t i o n s i n t h e
vehicle, take care that + ( p o s i t i v e ) l i n e e
of t h e e l e c t r i c a l system of t h e v e h i c l e
do n o t g e t i n t o c o n t a c t w i t h t h e welding
e l e c t r o d e . The b a t t e r y must be disconnected.
When t h e engine i s running, c o n n e c t i o n s
between three-phase dynamo, r e c t i f i e r and
r e g u l a t o r m u s t n o t be i n t e r r u p t e d because
t h i s w i l l lead t o damage t o t h e e l e c t r i c a l
system.
For checking o p e r a t i o n s a t the three-phase
dynamo and r e c t i f i e r , t h e measuring
i n s t r u m e n t s must be connected w i t h s a f e
connections.
When o p e r a t i n g t h e three-phase dynamo with-
out b a t t e r y , a capacitor, F, 50 V,
must be connected between k5,61 d d- of t h e
r e c t i f i e r ( i n t h e ETZ 250, i t i s p r e s e n t
c l o s e by t h e l i n e connector a t t h e i n t a k e
s i l e n c e r a s standard equipment).
 6.2. Regulator
The three-phaee dynamo i s a temperature-
compensated, p o s i t i v e - r e g u l a t i n g r e g u l a t -
o r with break c h a r a c t e r i s t i c . This single-
system r e g u l a t o r , 74 V, 15 R, o p e r a t e a
w i t h v o l t a g e r e g u l a t i o n and c u r r e n t ' regu-
lation.The c u r r e n t r e g u l a t i o n i e r a t e d f o r
maximum c u r r e n t of 75 h. The r e g u l a t i n g
? s e r i e s ) r e s i s t o r ( c o n n e c t i o n s i d e ) and
a balancing reeist&7oe a r e incorporated
Tn t h e r e g u l a t o r .
6.2.1. Mounting
I n o r d e r t o eneure p r o p e r o p e r a t i o n o f t h e
r e g u l a t o r i t must be mounted s o t h a t i t
i s n o t exposed t o v i b r a t i o n e .
This has been r e a l i s e d i n t h e ETZ 250
f u l l y because t h e r e g u l a t o r cut-out
i s supended by means of a foamed-plastic
pocket and a r u b b e r s t o p p e r e l a s t i c a l l y .
When mounting, t a k e c a r e t o s e e t o it t h a t
t h e r e g u l a t o r cut-out i s p r o p e r l y inwerted
i n t h e h o l d e r provided f o r t h i s purpose.
6.2.2. Maintenance
Maintenance of t h e r e g u l a t o r i s g e n e r a l l y
r e s t r i c t e d t o keeping t h e connections
clean. When t h e headlamp l i g h t IB t o o dim,
when t h e r e a r e s t a r t i n g d i f f i c u l t i e s and
t h e l i k e , do n o t always blame t h e regu-
l a t o r f o r t h e f a u l t and on no account
make any u n a u t h o r i s e d i n t e r v e n t i o n s b u t
f i r s t check t h e l i n e s and t h e i r c o n n e c t o r s
f o r p r o p e r f i t and c o r r o s i o n .
See t o i t t h a t t h e r e g u l a t o r i s not
touched by p a r t s such a s a s p a r e i n n e r
t u b e and t h e l i k e placed under t h e
d u a l sea:.
6.2.3. Adjustment
Before t h e e l e c t r i c a l a d j u s t m e n t , a mecha-
n i c a l p r e - s e t t i n g o r a c o r r e c t i o n of t h e
mechanical s e t t i n g must be e f f e c t e d i n any
c a s e . This f a c i l i t a t e s t h e e l e c t r i c a l ad-
justment and e n s u r e s t h e observance of' t h e
r e q u i r e d v o l t s g e / c u r r e n t characteristic.
An e l e c t r i c a l adjustirient of t h e r e g u l a t o r
I N THE VEHICLE i e a m a k e s h i f t and should
be evoided i n t h e i n t e r e s t o f an optimum
performance o f t h e f u n c t i o n of t h e
c u r r e n t s u p p l y system.
For a d j u s t i n g t h e r e g u l a t o r c u t o u t , i t
i s mounted on a t e a t a t a n d c o n t r o l l a b l e
w i t h i n a speed r a n g e from 0 t o 7,000 rpm
t o g e t h e r w i t h a dynamo of t h e r e q u i r e d
type
3 .
I n o r d e r t o avoid e r r o r s i n t h e a d j u s t -
ment, t h e v o l t a g e must always be s t a r t e d
from t h e speed "zero" of t h e dynamo. The
v o l t a g e i s measured between t h e t e r m i n a l s
D+ and D- of t h e r e g u l a t o r . The measur-
i n g i n ~ t r u m e n tt o be used should be
o f q u a l i t y 1.5.
TO be s e t *
- r e g u l a t e d v o l t a g e U3*
Voltage which w i l l be r e g u l a t e d o v e r t h e
e n t i r e speed r a n g e when t h e dynamo i s
loaded w i t h 3 A. The v o l t e g e must be with-
Ln t h e s p e c i f i e d t o l e r a n c e range. S h o r t
v o l t a g e peaks beyond t h e t o l e r a n c e range
a t t h e b e g i n s i n g o f t h e l o w e r - p o s i t i o n and
u p p e r - p o s i t i o n r e g u l a t i o n should n o t be
confused w i t h wrong a d j u s t m e n t .
The r e g u l a t e d v o l t a g e may d i f f e r f o r about
-
+ 0.2 t o 0.1 V ( v o l t a g e jump) between
t h e end of t h e lower-poeition r e g u l a t i o n
and t h e b e g i n n i n g of t h e upper-position r e -
gulation.
The v o i t a g e jam should n o t be a d j u s t e d
t o o n e g a t i v e otEerwise t h e r e g u l a t o r
armature w i l l c h a t t e r , i.e. c o n t i n u o u s l y
move between upper and lower p o s i t i o n .
- maximum load voltage U m
Voltage which i s r e g u l a t e d a t a speed of
more than 3,800 rpm when t h e dynamo i s
loaded with 15 A,
- r e l e a s e c u r r e n t I AS
A t t h i s current, the current regulation
s t a r t 6 operating.
E l e c t r i c a l s e t t i n g values
The f o l l o w i n g v a l u e s a p p l t o a r e g u l a t o r
(emperature of 20 O C + 5
regula,ted v o l t a g e : 13.8 V to 14.6 V
maximum load v o l t a g e : 13.0 V t o 13.5 V
release current: 11.5 A t o 14.0 A
ROTICE:
TO change t h e r e g u l a t e d v o l t a g e and t h e
r e l e a s e c u r r e n t , o n l y c a r e f u l l y bend t h e
s p r i n g h o l d e r . Do not bend t h e c o n t a c t
tongue
6.2.4. Dama~eeand t h e i r Causes
The most e s s e n t i a l t h i n g s have a l r e a d y besn
s a i d i n S e c t i o n 6.1.
I n a d d i t i o n , t h e f o l l o w i n g must be
observed :
The improper f i t t i n g of t h e p r o t e c t i v e cap
of the regulator cutout leads t o accidental
ground when t h e cap g e t s i n t o c o n t a c t w i t h
t h e c o r e o r w i t h t h e c o n t a c t a n g l e of t h e
r e g u l a t o r c u t o u t . Before opening t h e regu-
l a t e r , remove t h e f u s e s . The l u g 6 a t t h e
s i d e of t h e cap m u s t b e c o r r e c t l y i n s e r t e d
i n t o t h e r e c e s s provided f o r t h i s purpose
i n t h e regulrstor base. f h e w i r e bow must
t i g h t l y f i t on t h e cap.
 A f t e r about 2 t o 3 h o u r s , t h e p l a t e s and
a s p a r a t o r e have soaked and t h e e l e c t r o l y t e
l e v e l i s dropped.
Once more, e l e c t r o l y t e o f t h e same d e n s i t y
and t e m p e r a t u r e must be topped up t o t h e
upper edge o f t h e s e p a r a t o r . Subgequently,
t h e b a t t e r y i a charged w i t h d i r e c t c u r r e n t
o f 0.5 A.
During t h e c h a r g i n g , t h e h o l e s o f t h e
b a t t e r y must be open.
Charging must be continued u n t i l a l l c e l l e
v i v i d l y and uniformly evolve gas and t h e
l v o l t a g e r e a c h e e 2.5 t o 2.7 V p e r c e l l .
For 2 t o 3 measurements a t i n t e r v a l s o f
n e h o u r , t h e d e n s i t y of t h e e l e c t r o l y t e
F1.28 + 0.01 g/cm3) and t h e c e l l v o l t a g e
must remain c o n s t a n t . During c h a r g i n g , t h e
t e m p e r a t u r e o f t h e e l e c t r o l y t e must n o t
exceed 50 'C. A t t h e end of t h e c h a r g i n g
p r o c e s s , t h e l e v e l of t h e e l e c t r o l y t e
m u s t a g a i n be measured.
Mounting t h e b a t t e r g
Fig. 162. Mechanical r e g u l a t o r adjustment Before mounting t h e b a t t e r y i n t h e v e h i c l e ,
a a t l e a s t 0.3 mm t h e two b a t t e r y c a b l e s m u s t be connected
b 0.8 t o 1.1 mm t o t h e b a t t e r y ( r e d c a b l e to' t h e p o s i t i v e
c
d
0.5+0.1m
0.5 + 0.1 mm
pole - brown c a b l e t o t h e n e g a t i v e p o l e )
and p r e s e r v e d w i t h g r e a s e f o r b a t t e r y t e r -
e 1.4 €0 1.5 mm minals o r acid-free vaseline. A f t e r f i t t i n g
(l) c o n t a c t s of t h e v o l t a g e r e g u l a t o r t h e p r o t e c t i v e cap, t h e b a t t e r y can be mount-
(2) contacts of t h e current regulator ed and t h e two b a t t e r y c a b l e s can b e conn-
(current l i m i t i n g switch) e c t e d t o t h e f u s e box.
5.3. Batterg EIERE, AGAIm OBSERVE: connect
red oable t o red cable,
A f l a t lead b a t t e r y with a rated voltage brown c a b l e t o brow? c a b l e I
o f 12 V and a r a t e d c a p a c i t y o f 9 Ah
i s used. The vent hose m u s t b e i n s t a l l e d i n s u c h e
way t h a t a c i d which may emerge from i t
cannot g e t i n t o c o n t a c t w i t h v a r n i s h o r
metal p a r t s .
Maint-ensnce o f t h e b a t t e r x
The a v e r a g e s e r v i c e l i f e of t h e b a t t e r y i s
about 2 y e a r s . Due t o a good o r bad main-
t e n a n c e , t h i s perJod can be extended o r
s h o r t e n e d . The maintenance i s m a h l y l i m i t -
ed t o t h e t e r m i n a l s which have t o be k e p t
clean - t h e y m u s t be provided w i t h a t h i n
-
f i l m of g r e a s e f o r b a t t e r y t e r r o i n a l s and
t h e r e g u l a r control of the acid l e v e l ( i n
t h e c o l d s e a s o n e v e r 4 weeks, i n t h e warm
.
s e a s o n e v e r y 2 weekay When g r e a s i n g t h e
t e r m i n a l s , c a r e must be t a k e n t h a t no g r e a s e
gets into the cells.
When t h e a c i d l e v e l has dropped below t h e
r e q u i r e d h e i g h t , t o p up w i t h d i s t i l l e d
w a t e r only.
If a c i d i s s p i l l e d from t h e b a t t e r y , t h e
d e n s i t y of t h e amount t o be f i l l e d i n must
F i g . 163. B a t t e r y arrangement be s o s e l e c t e d t h a t t h e d e n s i t y of t h e
whole amount o f a c i g i n t h e b a t t e 2 y w i l l
1 Battery
Flasher unit be 1'.28 & 0.07 g/cm when t h e b a t t e r y i s
charged.
121
(5
Fuse box
Spare e l e c t r i c bulbs
Tool k i t
When n o t used o r when t h e d i s t a n c e covered
e v e r y day i s b e s s t h a n 50 km, t h e b a t t e r y
m u s t be charged e v e r y month w i t h 1 A.
When p u t t i n g i n t o o p e r a t i o n , accumulator
s u l p h u r i c a c i d (below c a l l e d e l e c t r o l y t e ) 5.4. Ignition
h a v i n g a d e n s i t y of 1.28 + 0.01 3fcm3 6.4.1. I w l i t i o n Coil
( i n t h e t r o p i c s 1.22 + 0.n1 g/cm ) measur-
ed a t 20 2 2 O C , is f r l l e d i n t o t h e The i g n i t i o n c o i l can be compared w i t h a
battery. t r a n s f o r m e r which c o n v e r t s a low v o l t a g e
A 1 1 c e l l s o f t h e b a t t e r y m u s t be f i l l e d i n t o a h i g h one. S i n c e , however,only an
up t o 5 mm on t o p of t h e s e p a r a t o r s o r a l t e r n a t i n g v o l t a g e can be transformed
up t o t h e given acid l e v e l mark, When w h i l e t h e e l e c t r i c a l system of t h e v e h i c l e
f i l l i n g , t h e t e m p e r a t u r e of t h e e l e c t r o - i s fed w i t h d i r e c t v o l t a g e , a c o n t i n u o u s
l y t e s h o u l d 25 O C n o t exceed. v o l t a g e change must be caused; t h i a i s
perfomned by t h e c o n t a c t b r e a k e r t o g e t h e r
with t h e capacitor.

Fig. 164, I g n i t i o n c o i l
The normal v o l t a g e of 12 V i s transformed
t o t h e i g n i t i o n v o l t a g e of abolrt 12,000 V.
The trwo c o n n e c t i n g b o l t s of t h e i g n i t i o n
c o i l a r e marked.
Terminal 1 i s connected w i t h t h e c o n t a c t
b r e a k e r and t e r m i n a l 15 w i t h t h e t e r m i n a l
15/54 o f t h e i g n i t i o n l o c k .
NOTICE:
When t h e engine i s s t a t i o n a r y , t h e i g n i t i o n
switched on and t h e c o n t a c t b r e a k e r c l o s e d ,
t h e i e p i t i o n c o i l w i l l be s u b j e c t t o a
c u r r e n t which w i l l h e a t t h e i g n i t i o n c o i l
i n a prolonged p e r i o d of time. A t t h e same
t i m e , t h e i n s u l a t i n g ' m a t e r i a l w i l l be
d e s t r o y e d . The i g n i t i o n c o i l w i l l break
down and, t h u s , become u s e l e s s .
6.4.2. Contact B r e a k e r
U speed's.
Pig. 165. Contact b r e a k e r
The d e s i g n o f t h e c o n t a c t bpeaker i s shown
i n Fig. 165.
The a d j u s t i n g p l a t e ( 4 ) s e r v e s a s c a r r i e r
of late ( 3 ) and t h e f e l t pad (11) and a l s o
for- a d j u s t i n g the f i r i n g point.
To t h e p l a t e ( 3 ) w i t h t h e f i x e d c o n t a c t
( 2 b ) , t h e b e a r i n g b o l t (5) i s f a s t e n e d
on which t h e l e v e r (1) i s p i v o t e d .
The c o n t a c t ( 2 a ) r i v e t e d t o t h e r i g h t end
o f t h e l e v e r ( 1 ) Fa p r e s s e d on t h e f i x e d
c o n t a c t ( 2 b) by t h e r e t u r n s p r i n g (6)
which a l s o s e r v e s a s c u r r e n t conductor
and i s supported a t one s p r i n g end by t h e
c o n n e c t i n g screw. ( 7 ) . The c o n t a c t b r e a k e r
t h e a c c e n t r i c screw ?
p o i n t s gap can be ad usted p r e c i s e l y by
a f t e r loosening t h e
f a s t e n i n g s c r e w ( 8 ) . $he f e l t pad ( 1 1)
which i s s l i g h t l y soeked w i t h t h e s p e c i a l
011 WnterbrCilw should be approached t o
t h e cam j u s t f a r enough t h a t t h e l o b e i s
touched.
I f t h i s i s n o t observed and t h e f e l t i s
moved c l o s e r t o t h e cam, t h e o i l i s squeez-
ed o u t o f t h e f e l t and l u b r i c a t i o n o f t h e
cam i s n o t ensured. R e s u l t : The n o s e shows
g r e a t wear - t h e c o n t a c t b r e a k e r p o i n t s gap
and t h e s e t advanced i g n i t i o n w i l l change.
$he f e l t (10) s e r v e s f o r c o l l e c t i n g t h e
e x c e s s i v e o i l and must n o t be o i l e d i n
a d d i t i o n . A h e a v i l y contaminated f e l t
m u s t be r e p l a c e d .
6.4.3. Innit i o n Timing
- ADJUSTING THl3 BREAKER POINTS GAP
B e f o r e a d j u s t i n g , i t i s n e c e s s a r y t o sub-
j e c t t h e c o n t a c t b r e a k e r t o a check. For
t h i s p u r p o s e , t h e c o n t a c t s a r e removed
( s e e F i g . 165).
The screw (7) i s unscrewed, t h e c o n t a c t
r a i l i s r e e s e d upward, t h e f a s t e n i n g
screw (87 removed and t h e b r e a k e r b a s e p l a t e
t a k e n o f f . When burns c a n be found on t h e
c o n t a c t s u r f a c e s , t h e y can be removed by
means of a f i n e emery f i l e . I n c a s e of
heavy b u r n i n g of t h e c o n t a c t s , t h e b r e a k e r
b a s e p l a t e w i t h c o n t a c t b r e a k e r must be
replaced.
When mounting t a k e c a r e t h a t t h e a d j u s t i n g
p l a t e ( 4 ) i s c l e a n and f r e e from o i l a s w e l l
a s t h e complete b r e a k e r s e t . When t h i s i s
n e g l e c t e d , e r r a t i c i g n i t i o n and s t a r t i n g
d i f f i c u l t i e s w i l l occur. Old l u b r i c a n t r e -
mains must be removed from t h q b e a r i n g b o l t
( 5 ) and t h e b r e a k e r hammer m u s t be mounted
i n a s l i g h t l y o i l e d (breaker o i l ) condition.
The b r e a k e r p o i n t s must be s e t i n such a
m y t h a t t h e y a r e p a r a l l e l t o each o t h e r .
When a d j u s t i n g t h e b r e a k e r gap, t h e crank-
s h a f t i a t u r n e d u n t i l t h e n o s e of t h e
b r e a k e r l e v e r i s on t h e l o b e o f t h e came
The fasUening screw (8) i s loosened and,
by means o f t h e e c c e n t r i c screw (91, t h e
b r e a k e r p o i n t s gap La a d j u s t e d i n such e
m y t h a t t h e f e e l e r gauge can j u s t be drawn
through t h e contacts.
T i g h t e n t h e f a s t e n i n g screw (8) and once
more check t h e b r a k e r p o i n t s gap by means
o f t h e f e e I e r gauge.
The c o n t a c t b r e a k e r gap s e t muat remain
c o n s t a n t d u r i n g t h e whole opening a n g l e
w h i l e t h e c r a s h a f t i s t u r n e d , on no account
ehould t h e gap i n c r e a e e , o t h e r w i s e a cam
s t r o k e w i l l be involved which l e a d s t o
e r r a t i c i g n i t i o n a t higher r o t a t i o n a l
- ADJUSTING THE FIRING POINT The p o i n t e r of t h e timing gau e i s a t "0"
of t h e s c a l e when t h e p i s t o n f s i n T.D.C.
The t e a t lamp w i t h an e l e c t r i c bulb (G) o f
12 V and max. 2 w a t t i s w i t h i t s p o s i t i v e
s i d e (1) clamped t o t h e c u r r e n t b a r (from
c o n t a c t b r e a k e r t o c a p a c i t o r ) and w i t h i t s
n e g a t i v e s i d e (M) t o t h e engine c a s i n g o r
the oylinder.
When c o n t i n u i n g t o t u r n t h e c r a n k s h a f t
through about 340 degrees i n clockwise d i -
r e c t i o n , t h e p o i n t e r of t h e t i m i n gauge
w i l l a r r i v e a t f i r i n g point 3 (4
the s c a l e v i a the acale values 5 t o 4 (mm).
of
When a t t h i s p o i n t t h e t e s t lamp s t a r t s
l i g h t i n g ( b a t t e r y connected t o t h e e l e c t r i -
c a l system of t h e v e h i c l e and i g n i t i o n
awitched o n ) , t h e f i r i n g p o i t i s c o r r e c t l y
set.
When t h e t e a t lamp l i g h t s up t o o e a r l y ( e .
g. between t h e s c a l e v a l u e s 4 and 31, t h e
c o n t a c t b r e a k e r opens t o o e a r l y and t h e
a d j u s t i n g p l a t e , ( 4 ) must be turned t o t h e
r i g h t in t h e senae of r o t a t i o n a f t e r looaen-
i n g t h e f a s t e n i n g screws f 13). When t h e
t e s t lamp l f g h t s ap a f t e r t h e s c a l e v a l u e 3
(e.g. alt s c a l e v a l u e 2) ,. t h e n t h e c o n t a c t
b r e a k e r opens too l a t e and t h e s d j u s t i n g
p l a t e ( 4 ) m u s t be d i s p l a c e d t o t h e l e f t
opposite t o the sense of r o t a t i o n - ( s e e
Fig. 166. I g n i t i o n t i m i n g gauge 29-50.801 a l s o Fig. 165).
acrewed i n p l a c e
(3*0-0. mm b e f o r e T.D.C. or
22' 15' - 2' crank a n g l e )
The adjustment i s made by means of t h e
i g n i t i o n timing gauge 29-50.801 and a
t e s t lamp.
The i g n i t i o n t i m i n g gauge i s crewed i n t o
t h e sparking-plug thread; and by t u r n i n g
t h e c r a n k s h a f t clockwise t h e s c a l e of
t h e timing gauge i s a u t o m a t i c a l l y s e t
t o t h e top dead c e n t r e (T.D.C.).

Fig. 168. CheckJng t h e f i r i n g p o i n t with

a c u r r e n t source o u t s i d e t h e
vehicle
A f t e r any adjustment of t h e a d j u s t i n g p l a t e
( 4 ) , t h e c o n t a c t b r e a k e r p o i n t s gap must be
checked and a d j u s t e d , i f r e q u i r e d . Measure-
ment of t h e f i r i n g p o i n t must be repeated
a n t i 1 t h e t e s t lamp l i g h t s up a t t h e s c a l e
value 3 x -0.5 while t h e p i s t o n moves up.
When an o u t s i d e c u r r e n t s o a r c e ( n o t t h e
e l e c t r i c a l system of t h e v e h i c l e ) i s useq
f o r ad jus-ting t h e f i r i n g p o i n t , t h e teert
Fig. 1 6 7 . Te#t lamp connected lamp w i l l go o u t when t h e c o c t a c t b r e a k e r
by clamping poinlte open.
NOTICE I
On no account should t h e c o n t a c t b r e a k e r
open e a r l i e r t h a n 3.0-0,5 mm b e f o r e T.D.C.
oQherwise the combustion i n t h e engine w i l l
be f i n i s h e d t o o e e r l s and t h e combustion
p r e s s u r e p r e s s e s ,on t h e p i s t o n already be-
f o r e t h e T.D.C. which means o v e r h e a t i n g ,
power drop and high wear on t h e engine.

6.4.4. Sparkinn-plug
I n essence, t h e sparking-plug c o n s i s t s o f
t h r e e p a r t s . These a r e t h e i n s u l a t i n g
body, t h e c e n t r a l e l e c t r o d e and t h e s t e e l
c a s i n g w i t h ground e l e c t r o d e . The s p a r k
a p p e a r s between c e n t r a l e l e c t r o d e and
ground e l e c t r o d e and i g n i t e s t h e f u e l -
a i r mixture.
Fig. 169. Improper s c r e w i n g i n and o u t
of t h e sparking-plug
The i n s u l a t i n g body must have a v e r y
high d i e l e c t r i c s t r e n g t h . I n o r d e r t o
e n s u r e t h i s d i e l e c t r i c s t r e n g t h a t any
t i m e , t h e p l u g must be t r e a t e d w i t h e v e r y
care.
Due t o improper h a n d l i n g , ( s t r i k e , impact)
almost i n v i s i b l e h a i r c r a c k s may o c c u r
which r e n d e r t h e p l u g u s e l e s s .
The s e r v i c e l i f e o f a s p a r k i n g - p l u g
used i n two-stroke e n g i n e s is about
10.000 km of road o p e r a t i o n . A f t e r t h i s
i t is ganerally advisable
t o REPLACE THE PLUG BY A NE!W ONE.
The ETZ 250 i s r o v i d e d w i t h a M 14/260
sparking-plug. P t i s a d v i s a b l e t o use
always such a p l u g ( o b s e r v e t h e c a l o r i f i c
value).
A lower c a l o r i f i c value i n w i n t e r o r a
h i g h e r one i n summer w i l l n o t g i v e any
advantage but r a t h e r disadvantages; but
t h i s may be r e q u i r e d i n extreme c l i m a t i c
zones.
The c o r r e c t s e a t o f t h e p l u g i s a l s o o f
p e r t i c u l ~ ri m p o r t a n c e . The t h r e a d of t h e
p l u g must be f l u s h w i t h t h e t h r e a d i n t h e
c y l i n d e r head.
When t h e p l u g p r o j e c t s t o o f a r i n t o t h e
chamber of combustion (no o r a compressed
p a c k i n g r i n g u d e r t h e p l u g ) o r when t h e
p l u g i s n o t f a r enough screwed i n (two
p a c k i n g r i n g s under t h e p l u g ) , h e a t accu-
mulation o r overheating will.occur.
Meintenance r e q u i r e m e n t s o f t h e p l u g a r e
r e l a t i v e l y s m a l l . The e l e c t r o d e gap muet
be checked e v e r y 2,500 km and t h e p l u g
e l e c t r o d e s must be c l e a n e d .
When changing t h e p l u g s , an e x a c t l y f i t t i n g
s p a r k i n g - p l u g s p a n n e r must be used i n o r d e r
t o avoid b r e a k a g e o f t h e i n s u l a t i n g body
( F i g . 169. I n any c a s e , pay a t t e n t i o n t o
t h e _ s p a r k i n g - p l u g appearance. I t e n a b l e s
t o draw c o n c l u s i o n s a b o u t t h e mode o f opera-
t i o n o f t h e engine, t h e formation of 'the
p e t r o i l - a i r m i x t u r e , t h e f u e l used and t h e
s u i t a b i l i t y o f t h e plug f o r t h e engine a f t e r
a prolonged p e r i o d o f use o f t h e plug.
The c o r r e c t SPARKING-PLUG APPEARANCE:
Pace of t h e s p a r k i n g - p l u g t h r e a d b l a c k
and t h e t i p o f t h e i n s u l a t i n g body w i t h
ground e l e c t r o d e g r e y - y e l l o w t o fawn.
6.4.5. I m i t i o n L i n e Connector
(Sparking-plug connector)
The i g n i t i o n . l i n e c o n n e c t o r e s t a b l i s h e s
t h e c o n n e c t i o n between t h e s p a r k i n g - p l u g and
t h e i g n i t i o n c a b l e and t o s c r e e n t h e e l e c -
t r i c a l f i e l d of the sparking-plug t o the
outside.
I n o r d e r t o s c r e e n t h e s p a r k i n g - p l u g eo t h a t
i n t e r f e r e n c e i s completely suppressed, take
c a r e t h a t t h e sheet-metal s h e l l attached t o
t h e c o n n e c t o r i s p r o p e r l y s e a t e d on t h e
hexagon p a r t o f t h e s p a r k i n g - p l u g .
On no a c c o u n t should t h e s h e e t - m e t a l s h e l l
be removed b e c a u s e t h i s l e a d s t o i n t e r f e r e n -
c e s w i t h v.h.f. and t e l e v i s i o n r e c e p t i o n .
C a r e f u l l y h a n d l e n o t o n l y t h e p l u g but a l s o
t h e i g n i t i o n l i n e connector. Hair cracks i n
t h e i n s u l a t i n g body which l e a d t o t r a c k i n g
render i t useless. E r r a t i c i g n i t i o n occurs
when t h e p l u g c o n n e c t o r i s m o i s t , d i r t y
o r o i l e d up i n i t s i n t e r i o r .
6.4.6. T r o u b l e s i n t h e I p ~ l i t i o nSystem
Due t o wear and a g e i n g of t h e v a r i o u s de-
vices, t r o u b l e s may be caused i n t h e i g -
n i t i o n system.
Below, a few o f t h e main c a u s e s and
t h e i r e f f e c t s w i l l be d e s c r i b e d :
1. Cam t r a c k p o o r l y l u b r i c a t e d
Wear o f t h e n o s e o f t h e c o n t a c t b r e a k e r ,
b r e a k e r gap t o o s m a l l o r none a t a l l =
starting difficulties,
i r r e g u l a r running,
d e c r e a s e i n power
2. C a p a c i t o r breakdown,
h i g h wear r a t e on c o n t a c t s
erratic ignition a t higherrotational
speeds
3. S e t t i n g o f t h e b r e a k e r gap i n c a s e o f
p i t t i n g of t h e c o n t a c t s ,
t h e a c t u a l gap is t o o l a r g e =
e r r a t i c i g n i t i o n a t higher r o t a t i o n a l
speeds,
weak s p a r k ,
d e c r e a s e i n power
4. C r a n s h a f t b e a r i n g s worn
e x c e s s i v e e c c e n t r i c i t y of t h e c r a n k s h a f t
and, hence, o f t h e cam,
c a r b o n b r u s h e s and c o n t a c t b r e a k e r "jump"
= erratic ignition
5. Low p r e s s u r e o f t h e c o n t a c t s p r i n g (con-
t a c t breaker)
b r e a k e r l e v e r h a s no e x a c t g u i d e on
t h e cam t r a c k =
e r r a t i c i g n i t i o n a t higher r o t a t i o n a l
speeds
 I g n i t i o n l i n e connector: I n t h e headlamp housing, t h e r e a r e two
l i n e c o n n e c t o r s ( 1 ) and one ground connec-
1. Dust and w a t e r i s between i n s u l a t i n g t i o n screw ( 2 ) which i s used f o r a l l ground
body of t h e sparking-plug and t h e c a b l e s passed through t h e headlamp.
compression moulding o f t h e c o n n e c t o r =
NOTICE:
starting difficulties,
erratic ignition A s l i n e c o n n e c t o r o n l y t h a t one may be
used which i s shown i n Fig. 171 i n open
2. Due t o improper h a n d l i n g , t h e i n s u l a t - position!
i n g body i s cracked ( h a i r c r a c k s )
t r a c k i n g t o ground =
starting difficulties,
weak s p a r k ,
d e c r e a s e i n power
Lines :
D e f e c t i v e i n s u l a t i o n of t h e high-
voltage l i n e ( i g n i t i o n cable)
s p a r k o v e r t o ground ( c y l i n d e r head) =
s t a r t i n g d i f f i c u l t i e s especially
i n wet weather,
e r r a t i c i g n i t i o n a t high r o t a t i o n a l
speeda
Broken l i n e s ,
short-circuit =
blown f u s e
F l a t plugged c o n n e c t i o n s h e a v i l y
c o r r o d e d , very high c o n t a c t r e s i s t a n c e =
the voltage applied t o the
d e v i c e s i a t o o low.

6.5. L i n h t i n n and S i m a l l i n g System

6.5.1. Headlam
The headlamp i e opened by l o o s e n i n g t h e
f i l l i s t e r - h e a d screw and removing t h e
f r o n t p a r t of t h e headlamp housing. The
f r o n t p a r t c o n e i s t a o f t h e chromium-plated
f r o n t r i n g , the r e f l e c t o r with d i f f u s i n g
s c r e e n , t h e tiwn-filament b u l b and t h e
p a r k i n g lamp and t h e i r h o l d e r a .
Fig. 171. Line c o n n e c t o r f o r headlamp and
for the internal electrical
equipment
When r e p l a c i n g a twin-filament b u l b ,
ob.serve t h e following:
The clamping member ( t h e r m o s e t t i n g p l a s t i c
p a r t ) , which e s t a b l i s h e s t h e e l e c t r i c a l
c o n n e c t i o n w i t h t h e lamp, must b e w i t h -
drawn i n s t r a i g h t d i r e c t i o n - i t m u s t n o t
be t i l t e d - otherwise the contact lugs
w i l l be d i s t o r t e d . A s a consequence, t h e
c u r r e n t f l o w may be i n t e r r u p t e d .
The c a b l e s which l e a d t o t h e t e r m i n a l s 31,
56a, 56b, need n o t be d i s c o n n e c t e d . It
i s a d v i s a b l e , however, t o check them
t h a t t h e y f i t t i g h t l y . Only t h e c a b l e 58
( p a r k i n g l i g h t ) must be loosened.
The h o l d e r ( 1 ) f o r t h e twin-filament b u l b
ana t h e p a r k i n g lamp i s loosened from t h e
upper s h e e t - m e t a l nose of t h e r e f l e c t o r
by l i f t i n g t h e r e t a i n i n g s p r i n g ( H ) . Then
t h e twin-filament bulb can be t a k e n from
t h e r e f l e c t o r . The g l a s s bulb of t h e lamp
should n o t be gripped by t h e b a r e hand.
Even c l e a n f i n g e r s l e a v e t r a c e s of g r e a s e !

F i g . 170. Headlamp housing

 When the carriageway illumination is in-
sufficient, the pointe of contact in the
leade to the twin-filament bulb muet be
checked and carefullg cleaned, if required.
DIRTY CONTACTS CAUSE A CONSIDERABLE
VOLTAGE DROP1
In older vehicles, the reflector m y have
become dull. In the interest of your eafe-
ty it is necessary to replace it by a new
one. The diffusing screen and the reflector
are glued together, they cannot be replaced
separately.
An important taek is the adjustment of
the headlamp. If is necessary for your.
own aafety and for the safety of other
road users.

.
The headlamp can be adjusted after loosening
the fastening nut ( 1 )
The passing beam of the headlamp is ad-
justed according to the acheme given
in Fig. 174.

Fig. 172. 'Front part of the headlamp

with lamp holder
When fitting take care that the nose
at the lamp cap engages with the
recem in the reflector.

Fig. 174. Headlamp adjusting dcheme

The vehicle is placed according to the
illustration and loaded according to the
primary operating conditions. The suspen-
sion units are consequently set to "hard"
or "soft".
The light/dark boundary must concide exact-
ly with the 2-line, and the break must
lie between the lines V-V and W-W. When
the headlamp has been adjusted according
to these instructions, the light-dark
boundary will be at the correct level
under a11 operating end load conditions.

Fig. 173. Adjustment of the headlamp

 6.5.2. Combined Stop-Tail-Number-plate
Lightina Fit tinq
The combined stop-tail-number-plate light-
ing fitting is proved with ball lamps
which are held in holders with bayonet
catch as. usual.
. .- -

Fig. 176. Switch positions of the

ignition-light switch
Fig. 175. Combined stop-tail-number- Demounting and mounting the ignition-light
plate lighting fitting switch is illustrated in Fi 177. In the
interior (partly cut up) deluxe model (A in Pig. 177k: the inetru-
ment pod (1) must be unscrewed from the
The bulbs and cable connections are upper clkmping head. Then, the covering
accessible after unscrewing the cap (2) and the ignition-light switch
fastening screwa ( arrow-heads) and will be accessible.
the removal of the light emitting
pane.
In the combined stop-tail and number-
plate lighting fitting, everything also
depend8 on tight non-corroded connec-
tions. In assembling, after fitting
the packing, screw the light emitting
pane in place in such a way that the
lighting fitting is protected from
moisture and that the light emitting
pane does not break.

-6.5.3. Imition-light Switch

The ignition-light switch is the main
jwitch of the electrical system.
Ft is used to switch the following
,see Pig. 176 and Wiring Diagram,
ng. 184):
All loads switched off, ignition
key can be withdrawn
Parking position at night (park-
ing light), ignition key can be
withdrawn
Daytime operation (ignition
switched on), ignition key cannot
be withdrawn
Ignition switched on, parking lamp
l'ighting, ignition key cannot be
withdrawn
Light operation, ignition and main Fig. 177. Exploded view of instrument pod
light switched on, ignition key (A) deluxe model
cannot be withdrawn. (B) standard design
In order to be in a position, to plug the
cables on the correct lug8 after replacing
the ignition-light switch, the individual
connections involved have been clearly
identified in Fig. 178.
Fig. 178. Connections of the ignition-
light switch
Fig. 180. Individual switches of the
The ignition-light switch shown in Fig. 'switch combination at the
178 canoot be used for the older MZ-t pea handle-bare
because the former switch position (57 NOTICE:
is no longer switched electrically. On
the other hand, an ignition-light The switch combination of the light motor-
switch of older types can be used also cycles Simson S 51 cannot be used for the
for the ETZ 250. ETZ 250 because the switches which are
the same as that of MZ have different
MOUNTING HINT: cables soldered on1
The arrow in Fig. 178 shows the mounting
position of the ignition-light switch 6.5.5. Stop-light Switch
.
in travel direction, connections
downvrerd
In the motor-cycle design with disk brake,
two stop-light switches are installed. The
front drum brake can also be equipped with
6.5.4. Switch Combination at Handle-Bars a stop-light switch which corresponds to
The switch combination at the left-hand the switch in the rear wheel hub.
handle-bar comprises the following
switches (Fig. 179) :
(1) Dimmer switch
(2) Switch for direction indicator
(L) Flashing-light left side
(R) Flashing-light right side
( 3 ) Switch for horn
(4) Switch for by-pass light signal

Fig. 181. Adjusting the rear wheel brake

and stop-light switch
For adjusting the stop-li ht switch, loosen
the plugged connection (8 and slacken back
the check nlit u t i l the rear nut can be
Fig. 179. Switch combination at handle-bars properly gripped by means of 811 open-ended
spsnner. This nut is slackened back for
The various switches are fastened in the a quarter of a revolution.
enclosure by means of sheet-metal screws
(switch for direction indication A and
switch for horn B, and by-pass light signal
B2) or actuation slide and spring (dimmer
sditch C). The cables are soldered to the
switches by the manufacturer).
 .The f l a s h e r unit i e e l a s t i c a l l y suepended
Now, an a s s i s t a n t p r e s s e s t h e brake pedal a 0 t h e b a t t e r y h o l d i n g cover !with. t h e
down u n t i l t h e b r ~ k eshoes b e g i n t o r u b c o n n e c t i o n s p o i n t i n g dounwarda.
on t h e brake drum while t h e r e a r wheel i s
turned6 R e t a i n t h e b r ~ k ep e d a l i n t h i e po- NOTICE:
s i t i o n and t u r n t h e a d j u s t i n g screw u n t i l The l i n e from t h e i g n i t i o n lock w i t h p o s i -
t h e s t o p l i g h t f l a s h e s up. t i v e p o t e n t i a l i s t o be connected t o
For t h i s work, t h e i g n i t i o n must be switch-
ed on and t h e c a b l e connected. Then t i g h t e n t e r m i n a l 49 and t h e l i n e from t h e f l a e h e r
t h e two n u t s . The r e a r n u t must be t i g h t e n - switch with negetive p o t e n t i a l t o the
ed w i t h e v e r y c a r e because t h e i n s u l a t i n g t e r m i n a l 49a of t h e f l a s h e r u n i t .
bush i s made o f p l a s t i c . A t t h e same time
r e t ~ i nt h e a d j u s t i n g screw ( 3 ) by means of
a screwdriver.
When t h e a d j u s t i n g range i s i n s u f f i c i e n t ,
t h e back r e s t m u s t be demounted and t h e
c o n t a c t s p r i n g a t t h e cam s p i n d l e must be
realigned.
6.5.6. F 1 a s h i n ~ - l i ~ hDt i r e c t i o n I n d i c a t o r
S r s t em
The ETZ 250 i s provided w i t h a f o u r -
i n d i c a t o r f l a s h i n g - l i g h t system equipped
w i t h 21-W b a l l lamps. When r e p l a c i n g
t h e f l a s h i n g lamps, o n l y 21-watt lamps
mustbe i n s t a l l e d . Other lamps, e.g. such
o f 15 w a t t , change t h e s p e c i f i e d f l a s h i n g
frequency o f 90 5 30 cycles/minute.
A t e l l - t a l e lamp (No. 4 i n Fig. 185) i s
used f o r checking t h e d i r e c t i o n i n d i c a t i n g
system. The two f r o n t f l a s h i n g - l i g h t
d i f f u s i n g s c r e e n s a r e provided w i t h a
l a r g e r r i m ( 1 ) t h a n t h e two r e a r ones.
T h i s r i m i s intended f o r checking t h e
f l a s h i n g - l i g h t system by t h e d r i v e r .

Pig. 183. Rear f l a s h i n g - l i g h t d i r e c t i o n

indicator
( 1 ) Packing

6.5.7. Horn
The e l e c t r i c horn i s f a s t e n e d t o t h e frame
under t h e f c e l tank.
Before demounting t h e c y l i n d e r head o r t h e
c y l i n d e r , t h e s i g n a l horn must be unscrewed.
I f , upon a c t u a t i n g t h e push b u t t o n , t h e horn
f a i l s t o emit t h e r e q u i r e d volume of sound,
t h e n t h e l e a d s , t h e i r connections and t h e
push b u t t o n must be checked f o r d i r t y con-
t a c t s . I f such a r e p r e s e n t , t h e v o l t a g e
a p p l i e d w i l l be t o o low.
I f t h i e i s n o t t h e cause, t u r n t h e a d j u s t i n g
screw a t t h e horn s l i g h t l y t o t h e l e f t o r t o
t h e r i g h t u n t i l t h e sound has t h e d e s i r e d
loudness.

6.5.8. Circuit Dia~ram

Fig. 182. Front flashing-light The c i r c u i t diagram, Pig. 184, g i v e s t h e
direction indicator r e q u i r e d d a t a on course of c a b l e s and c a b l e
( 1 ) R i m f o r checking t h e a c t i o n c o l o u r s f o r r e p a i r s a t t h e l o a d s and t h e
of flashing e l e c t r i c a l system.
( 2) P l a s t i c r e f l e c t o r The e l e c t r i c a l w i r i n g diagram i s included
( 3 ) Terminals ( 4 ) Packing i n t h i s Repair uanual i n t h e form of a
The f a i l u r e of one f l a s h i n g - l i g h t d i r e c t i o n fold-out sheet.
i n d i c a t o r i s i n d i c a t e d by an i n c r e a s e d
f l a s h i n g frequenc ( > 150 periods/minute)
O? t h e f r o n t flashing-liqht indicators.
The whole f l a s h i n g - l i g h t system i s p r o t e c t e d
by a 4-A f u s e ( s e e Fig. 563).
Fig. 184. C i r c u i t diagram
Legend f o r Fig. 184, C i r c u i t diagram LVR Cable connector i n headlamp,
right-hand s i d e
Battery 0 top
Capacitor U bottom
v front
I g n i t ion-light switch X occupied connection
Dynamo LVL Cable connector i n headlamp,
Rectifier left-hand s i d e
Regulator 0 top
U bottom
Charging c o n t r o l lamp ( i n s t a n d a r d v front
d e s i g n a l s o f o r checking t h e X occupied connection
direction indicators)
LVF Cable connector a t c h a s s i s ,
I d l i n g control l i g h t (only a t f i l t e r bowl top
d e l u x e model)
v front
Switch f o r i d l i n g c o n t r o l l i g h t h rear
Switch f o r horn ( s w i t c h combinat ion X occupied connection
a t handle-bars Si f u s e box
Horn 1 left
r right
witch f o r b -pass li h t s i a1
?*witch combgnat i o n a & h a n d g - b a r s ) MA ground p o i n t hee.dlamp
Dimmer s w i t c h ( swl t c h combination Y(B ground p o i n t combined e t o p - t a i l -
a t handle-bars) number-plate l i g h t i n g f i t t i n g 1
T e l l - t a l e l i g h t f o r 'high h e a d l i g h t ML ground lamp f o r headlamp
beam
MC ground p o i n t o f v e h i c l e ( a t c a b l e
Lamp f o r headlamp connector a t c h a s s i s )
a ) high beam
b) p a s s i n g beam MD ground p o i n t of dynamo
I l l u m i n a t i o n f o r s eedometer s c a l e MT ground p o i n t of tachometer
( o n l y deluxn model7 Cable c o l o u r s :
I l l u m i n a t i o n f o r tachometer s c a l e German Meaning
abbreviation
br brown
T a i l l i , h t and number-plate i l l u m i -
n ~ t i o n? i n t a i l - s t o p and number-plate rt/sw red-black
l i g h t i n g f i t t i n g , bottom) SW black
Socket o u t l e t f o r s i d e lamps ( o n l y sw/ws black-white
f o r side-car operation)
ws/sw . whit e-black
Socket o u t l e t f o r ground ( o n l y
f o r side-car operation) gr grey
Ignition coil gn/rt green-red
Contact b r e a k e r of t h e i g n i t i o n bl blue
Sparking-plug w i t h screened connector yellow
Stop l i g h t s w i t c h - f r o n t wheel brake red
Stop l i g h t s w i t c h - r e a r wheel brake black-red
Sto l i g h t ( i n t a i l l i g h t i n g f i t t i n g black-blue
top P black-green
Flasher unit white
Switch f o r d i r e c t i o n i n d i c a t o r s green
( s w i t c h combination a t handle-bars)
green-blue
Tell-tale l i g h t f o r d i r e c t i o n indica-
t o r s ( o n l y deluxe model) blue-white
Flashing-light d i r e c t i o n i n d i c a t o r , rt/ge red-yellow
f r o n t , l e f t f h ~ n ds i d e br/s w brown-black
Flashing-light d i r e c t i o n i n d i c a t o r ,
r e a r , left-hsnd s i d e
Flashing-liqht d i r e c t i o n i n d i c a t o r ,
f r o n t , right-hand s i d e ) dash-dott ed l i n e r e p r e s e n t S conductors
Flashing-light d i r e c t i o n indicator, which a r e o n l y p r e s e n t i n t h e s t a n d a r d
r e a r , right-hand s i d e design
Socket o u t l e t f o r f l a s h i n g - l i g h t s 2) dashed l i n e r e p r e s e n t s conductors which
(only f o r eide-car operation)
Graphical symbols f o r : a r e o n l y p r e s e n t i n t h e deluxe model
a F l a t plug
b R e c e p t a c l e f o r f l a t plug o r
socket o u t l e t
c Ground
d Detachable connection (screw,
terminal)
e Non-detac h a b l e connect i o n
 6.6. InstYuments and Tell-tale ~ikhts
The arrangement of instruments is shown in
Fig. 177. The standard design of the ETZ
250 ie only provided with one tachometer
(at the right of the instrument pod).
In addition to the tachometer, also arrang-
ed at the right, the deluxe model is ro-
vided at the left with a speedometer 1revo.-
lution counter) mechanically driven by the
crankshaft (see also Fig. 88).
Arrangement and meaning of the tell-tale
light6 are indicated in Fig. 185. As to
the wiring and interconnection with other
electrical devices, the necessary informa-
tion is aiven in the Circuit Diaaram. Fig. 184.
Tachometer and revolution counter are
illuminated in night operation* For this
purpose, the lamps marked by (3) in Fig.
186 are used which get ground via the
flat plug connection (4). The function of
the lamps indicated by (1) is illustrated
in pig, 185.
The electrical potential for the contml
lamps ( 1)is fed via the flat plug connec-
tions (2).

Fig. 185. Arrangement of the tell-tale

lighte
Idling indication, yellow
(only delme model) Fig. 186. Arrangement of the lamps in
Control lisht for dynamo, the instruments
red (only deluxe model)
High headlight beam Removal of the lamps from the inetruments
control, blue becomes possible after withdrawing the
Control of direction indicators, flat plugs from the vertical connections
green (in the standard design of the lamps. Then the lampe can easily
of the motor-cycle, this is be drawn from the instrument casing.
also the control light for
the dynamo)
 7. I n d u c t i o n System
============IS========%

7.1. D e s c r i p t i o n a n d Function o f t h e System

The e n t i r e i n d u c t i o n aystem i s an i n t e g r a t e d
system which is o p t i m a l l y adapted t o t h e
engine. Any change i n t h i s system w i l l have
a d e t r i m e n t a l e f f e c t on t h e power, t h e
consumption, t h e wear, e t c .

Fig. 187. I n t a k e s i l e n c e r and a i r f i l t e r The i n d u c t i o n system b e g i n s a t t h e opening

arranged under t h e r e g u l a t o r and ends a t
t h e i n t a k e p o r t of t h e c y l i n d e r . I n t h e
e n t i r e system no p o i n t must a l l o w t h e
admission of a d d i t i o n a l a i r a p a r t from
t h e h o l e s provided f o r t h i s purpose.

The a i r , and from t h e c a r b u r e t t e r t h e

f u e l - a i r mixture must t a k e t h e f o l l o w i n g
course i n o r d e r t o g e t i n t o t h e crankcase:
The a i r i s drawn i n through t h e opening ( A )
of t h e i n d u c t i o n p i p e ( 1 ) . s e e Fig. 188.
The i n d u c t i o n p i p e s e r v e s f o r s i l e n c i n g
and s t i l l i n g of t h e a i r .
After leaving the induction pipe, the a i r
flows back i n t o t h e frame member and e n t e r s
t h e a i r f i l t e r c a s i n g (L) t i g h t l y screwed t o
t h e frame t u b e , s e e Fig. 187.

Fig. 188. I n d u c t i o n p i p e mountlng

 When p a s s i n g through t h e a i r f i l t e r , t h e The connecting p i e c e m u s t be checked f o r
a i r i s p u r i f i e d . The d u s t p a r t i c l e e i n porous s p o t s , e s p e c i a l l y w i t h i n t h e rango
t h e a i r a r e r e t a i n e d by t h e f i l t e r . Subse- of f o l d s , from time t o time.
q u e n t l y , t h e p r e s s u r e d i f f e r e n c e s induced 7.1.4. Carburetter
by t h e i n d u c t i o n v i b r a t i o n e a r e e q u a l i s e d
t o a g r e a t extent i n the intake s i l e n c e r I n t h e ETZ, a BVF-carburetter o f t y p e
compartment ( 1 ) . 30 m 2-5 i s employed. This i e a c a r b u r e t t e s
Then t h e a i r i s d r a m i n t h e connecting with a c o l d - s t a r t i n g device.
p i e c e (21, f a s t e n e d t o t h e c a r b u r e t t e r 7.1.4.1. D e s i m and Function of t h e
by t h e clamping r i n g ( 3 1 , and p a s e e s through Carburetter
t o the carburetter.
I n the carburetter, the a r r i v i n g a i r i s The c a r b u r e t t e r c o n s i s t s of two s y s t e m e ,
mixed w i t h t h e atomised f u e l i n a c e r t a i n I n order t o familiarise oneself with t h e
r a t i o . This f u e l - a i r mixture t h e n p a s s e s design and f u n c t i o n of them i t i s a d v i a ,
t h r o u g h t h e i n t a k e p o r t i n t o t h e crenk a b l e t o e x p l a i n each system e e p a r a t e l y ,
compartment of t h e engine caaing.
7.1.1. A i r Filter
For t h e ETZ a d r y a i r f i l t e r i s used. The
a i r f i l t e r t 4 ) is arranged i n t h e f i l t e r
caaing.
It i s c e n t r e d w i t h t h e one f a c e i n t h e cas-
i n a and w i t h t h e o t h e r f a c e i n a cup (5)
whTch i s guided on B threaded b o l t and
f a s t e n e d on i t ( F i g . 187).
I n o r d e r t h a t t h e f i l t e r i s pro e r l y s e a l -
ed a t i t s two f a c e s , t h e cup ( 5 P and t h e
c o v e r ( 7 ) must be screwed i n auch a way t h a t
t h e a i r f i l t e r i s p r o p e r l y f i x e d and t h e
packing ( 6 ) can f u l f i l i t s f u n c t i o n .
The f i l t e r w i l l be a c c e s s i b l e a f t e r t h e
removal of t h e b a t t e r y . The d u s t i s depo-
s i t e d on t h e e x t e r i o r s u r f a c e of t h e f i l -
t e r . T h i s must be t a k e n i n t o c o n s i d e r a t i o n
when c l e a n i n g i t . The dry a i r f i l t e r i s
cleaned by s l i g h t l y t a p p i n g i t o r by
b r u s h i n g by meens o f a d r y and c l e a n
h a i r brush..
7.1.2. Intake Silencer
The i n t a k e s i l e n c e r c o n s i s t s o f two l i g h t
m e t a l c a s t i n g s which a r e acrewed t o g e t h e r
s o t h a t t h e y cannot be detached.
I n t h i s casing, the a i r f i l t e r casing
(L) i a f a s t e n e d .
The s i l e n c e r compartment ( 1 ) s e r v e s f o r
t h e observance of t h e s p e c i f i e d sound
l e v e l of t h e i n d u c t i o n n o i s e and a l s o a s
r e s e r v o i r f o r t h e a i r r e q u i r e d by t h e
engine f o r combustion.
The i n t a k e s i l e n c e r i s connected with t h e
frame by means of t h r e e screws.
The i n t a k e hose ( l ) , which a l s o s e r v e s f o r
s i l e n c i n g , s e e Fig. 188, is f a s t e n e d t o t h e Fig. 189. S t a r t i n g p i s t o n c l o s e d
r e a r of t h e frame member d i r e c t l y i n t h e (driving position)
c u t of t h e p l a t e by means o f a groove i n
t h e rubber. A l u g a t t h e f r o n t end o f t h e
hose (H) keeps t h e l a t t e r i n t h e opening
(0) of t h e frame member.
Replacement o f t h e i n t a k e hose becomes
p o s s i b l e a f t e r demounting t h e i n d u c t i o n
system, t h e rear-wheel mudguard and t h e
r e a r wheel.
A broom-stick (S) o r a n o t h e r wooden rod
f a c i l i t a t e t h e i n s e r t i o n of t h e l u g ( H )
i n t o t h e opening (0).
7.1.3. Connecting P i e c e a t C a r b u r e t t e r
The c o n n e c t i n g p i e c e i s a rubber moulding
which e s t a b l i s h e s t h e connection between
i n t a k e s i l e n c e r and c a r b u r e t t e r .
Care must be taken t h a t t h e all of t h e
drill-hole i n the intake s i l e n c e r c a e i n g i s
p r o p e r l y s e a t e d i n t h e groove i n t h e connect-
i n g p i e c e provided f o r t h i s purpose and
t h a t t h e o t h e r end of t h e connecting p i e c e
i s f i n l y connected w i t h t h e c a r b u r e t t e r ~ i g .190. Lever f o r s t a r t i n g Carburetter
w i t h t h e h e l p of a clamping r i n g . (1) Drivinn ~ o s i t i o n
( z j P o s i t i o n ' f o r cold s t a r t i n g
1. COLD STARTING DEVICE
A s t h e name i n d i c a t e s , t h i s i s a d e v i c e f o r
f a c i l i t a t i n g t h e s t a r t i n g o f t h e engine
i n a cold s t a t e .
The cold s t a r t i n g d e v i c e i s shown i n M g .
189 ( d r i v i n g p o s i t i o n , l e v e r f o r s t a r t i n g
c a r b u r e t t e r a t t h e handle-bare c o n t a c t s
t h e f r o n t s t o p ) and i n Fig. 191 ( c o l d
starting., lever f o r starting carburetter
a t t h e handle-bars is drawn towards t h e
driver).
I n t h e d r i v i n g p o s i t i o n of t h e l e v e r f o r
t h e s t a r t i n g c a r b u r e t t e r a t t h e handle-
b a r s , t h e packing ( 2 ) a t t h e s t a r t i n g
p i e t o n ( 1 ) must completely s e a l t h e
~ t a r t i n gmixing t u b e ( 3 ) .
The c a b l e c o n t r o l a d j u s t i n g screw (4) must,
t h e r e f o r e , always be s e t i n such a manner
t h a t a p l a y of about 1 mm i s p r e s e n t bettneen
c a b l e c o n t r o l s h e a t h and ad j u s t i n g screw.
When t h e l e v e r f o r t h e s t a r t i n g c a r b u r e t t e r
a t t h e handle-bars i s s e t t o c o l d s t a r t i n g
p o s i t i o n ( t h e l e v e r i s drawn towards t h e
d r i v e r ) , then t h e s t a r t i n g p i s t o n with
p a c k i n g i s l i f t e d and, t h u s , t h e upper
o p e n i n g o f t h e s t a r t i n g mixing t u b e ( A ) ,
F i g . 191, i s r e l e a s e d .
Fig. 191. S t a r t i n g p i s t o n l i f t e d
(cold s t a r t i n g )
The f u e l i n t h e s t a r t i n g mixing t u b e i s
sucked up when t h e engine i s s t a r t e d ahd
t h e n p a s s e s through t h e s t a r t i n g d u c t ( 5 1 ,
Fig. 191, which ends i n t h e s u c t i o n p o r t
a f t e r t h e t h r o t t l e valve.
I n o r d e r t o e n s u r e t h e r e q u i r e d under-
p r e s s u r e f o r cold s t a r t i n g i n t h e s t a r t -
i n g system, t h e t h r o t t l e v a l v e must be i n
the i d l i n g position.
The start in^ d e v i c e i o i n e f f e c t i v e when,
i n s t a r t i n g t h e e n ~ i n e ,t h e t h r o t t l e v a l v e
i s l i f t e d beyond t h e i d l i n g systeml
The lower opening o f t h e s t a r t i n g mixing
t u b e ends i n a s e p a r a t e s p a c e , t h e s t a r t i n g
compartment, which i s connected w i t h t h e
compartment f o r t h e c e n t r a l f l o a t t h r o u g h
t h e s t a r t i n g j e t ( 6 1 , Fig. 191.
The d r i l l - h o l e o f t h e s t a r t i n g j e t is a r r a n -
ged i n such a way t h a t , a f t e r t h e s u c k i n g
o f f of t h e amount o f f u e l s t a n d i n g i n t h e
s t a r t i n g mixing t u b e , o n l y such an amount
o f f u e l l e allowed t o f o l l o w t h a t t h e
e n g i n e , w i t h t h e s t a r t i n g l e v e r drawn f o r
a lonR t i m e , can j u s t p r o c e s s t h e t o o r i c h
mixture.
The Fuel r e q u i r e d f o r s t a r t i n g i s p r e -
mixed i n t h e s t a r t i n g compartment.
The a i r r e q u i r e d f o r t h i s purpose i s sucked
up from t h e compartment f o r t h e c e n t r a l
f l o a t t h r o u g h a r e c e s e i n t h e upper Edge o f
t h e p a r t i t i o n w a l l . The c e n t r a l f l o a t i s
a e r a t e d through an o v e r f l o w t u b e (151, Fig.
196, which i s arranged i n t h e c e n t r e o f t h e
f l o a t chamber.
The f u e l flowe through t h e f l o a t v a l v e (16
i n Fig. 192) i n t o t h e f l o a t chamber. When
t h e f u e l l e v e l has reached a c e r t a i n h e i g h t
( F u e l l e v e l 1 , t h e f l o a t n e e d l e v a l v e is
c l o s e d by a sheet-mete1 n o s e (171, Pig.
196, which i s arranged a t , t h e h o l d e r of t h e
float.
With t h e engine r u n n i n g , due t o a c c e l e r a t i n g ,
t h e p a r t i a l load n e e d l e i s l i f t e d more o r
l e s s from t h e n e e d l e v a l v e (18) and, conse-
auently, t h e t h r o t t l e valve r a i s e d f o r t h e
same amount.
The a i r sucked up by t h e engine f l o w s
through e u c t i o n p o r t o f t h e c a r b u r e t t e r and,
hence, p a s t t h e a t o m i s e r i n s e r t . A s a conse-
quence, t h e f u e l i s sucked up t h r o u g h t h e
'main j e t ( 1 9 ) and n e e d l e j e t t o t h e s u c t i o n
port.
By t h e a t o m i s e r i n s e r t ( 1 8 i n Fig. 1961, t h e
f u e l i s atomised and mixed w i t h t h e a i r
f l o w i n g through. T h i s i g n i t a b l e f u e l - a i r
m i x t u r e i s t h e n conducted t o t h e engine.
Thc forrna.tion of an i g n i t a b l e m i x t u r e i n
i d l i n g i s due t o t h e i d l i n g j e t and t h e
s p e c i f i e d s e t t i n g o f t h e slow-running
a i r screw ( s e e F i g , 192, Nos. 8 a n d 11).
The c o r r e c t mixing r a t i o between f u e l and
a i r i n t h e p a r t i a l - l o a d r a n g e I s brought
about by t h e n e e d l e position, t h a t i s t o
say, the notch i n the needle holder i n t o
which t h e p a r t i a l - l o a d n e e d l e i s
suepended.
Fig. 192. C a r b u r e t t e r BVF 30 N 2-5 ( d t a r t i n g c a r b u r e t t e r ) , s e c t i o n a l view
( I ) Starting piston (6 Starting jet (10 T r a n s f e r p o r t ( 1 4 ) T h r o t t l e s t o p screw
( 2 ) S e a l washer (71 Needle j e t w i t h (11 Slow-running a i r screw ( 1 5 ) Vent tube f o r
( 3 ) S t a r t i n g mixing main j e t ( unscrewed) f l o a t chamber
tube (8) I d l i n g j e t ( 1 2 ) I d l i n g a i r duct ( 16) F l o a t v a l v e
(5) S t a r t i n g d u c t (g) I d l i n g duct (13) Kixing a i r duct ( 2 0 ) Atomiser i n s e r t
The n e e d l e h o l d e r not o n l y f i x e s t h e needle
f o r p a r t i a l load but a l s o g u i d e s t h i s needle
(upper p l a t e of the needle holder).
F o r s e t t i n g t h e n e e d l e , t h e lower p l a t e
( A ) of t h e h o l d e r i s d e c i s i v e ( ~ i g . 1 9 3 ) .
The n e e d l e h o l d e r l i e 8 f l a t on t h e bottom
o f t h e t h r o t t l e valve. The l a t t e r i n t u r n ,
d i s p l a c e a b l e a x i a l l y i n i t s g u i d e , i s press-
ed i n t o i t s i n i t i a l p o s i t i o n ( i d l i n g posi-
t i o n ) by a s p i n g which i s supported by t h e
c l o s i n g cap. $he s p r i n g f o r c e a c t s a g a i n s t
t h e c a b l e c o n t r o l f o r c e ( s e e Fig. 192).
1 . 4 2 . Buel Level Baeic Adjustment
Pcir t h e combustion i n t h e engine an Lgnit-
a b l e f u e l - a i r mixture i n t h e r a t i o 6f
1 35 (marin v a l u e ) 1 a . r e q u i r e d .
When t b i a r a t i o i s changed, e.g. by t h e
admission of more a i r ( 1 : 181, t h e mixture
w i l l become t o o lean.
When t h e a i r p r o p o r t i o n i s t o o s m a l l , e,g.
7 : 13, i t w i l l become t o o r i c h and
is hardly ignitable.
Fig. 793. P a r t i a l - l o a d n e e d l e with h o l d e r
 The f u e l l e v e l t o be k e p t c o n s t a n t i n t h e
f l o a t chamber i s r e g u l a t e d by t h e f l o a t
n e e d l e v a l v e and t h e f l o a t .
The a d j u s t m e n t o f t h e f u e l l e v e l s u b s t a n -
t i a l l y c o n t r i b u t e d towards t h e f o r m a t i o n
of t h i s f u e l - a i r r a t i o .
Fig. 194. F l o a t v a l v e c l o s e d , measured
w i t h o u t packing
(A) Closing p l a t e
A f u e l l e v e l s e t t o o high means - too
r i c h a mixture; B f u e l l e v e l s e t too
low means - t o o l e a n a mixture. There-
f o r e , t h e b a s i c adjustment o f t h e f u e l
l e v e l is o f p a r t i c u l a r importance.
P l e a s e , t a k e t h e i l l u s t r a t i o n s F i g . 194
and 195 i n t o c i n s i d e r a t i o n !
F o r t h e b a s i c a d j u s t m e n t of t h e f u e l
l e v e l always stkrt from t h e f a c t t h a t
t h e tongue ( A ) i n F i g . 194 must be p a r a l l e l
t o t h e h o l d e r o f t h e f l o a t . An extremely
b e n t tongue ( A ) means t h a t t h e h o l d e r o f
t h e f l o a t i s d i s t o r t e d a t t h e lower s o l d e r -
ing j o i n t ( k i n k a n g l e ) . I n t h i s c a s e , t h e
f l o a t s must be r e s e t t o t h e b ~ s i cdimen-
s i o n 30.0 mm ( w i t h t h e f l o a t v a l v e c l o s e d
and t h e demping o f t h e f l o a t n e e d l e n o t
depressed) uniformly(in t h e kink
a n g l e , lower s o l d e r i n g j o i n t ) .
Fig. 195. F l o a t v ~ l v ef u l l y open,
measured w i t h o u t packing
(B) S t o p tongue
The dimeneion ( 2 7 mm) g i v e n i n F i g . 194
means f u l l y spring-loaded damping o f t h e
f l o a t needle - a s l i g h t correction is,
e f f e c t e d a t t h e tongue ( A ) .
NOTICE:
On no account should t h e tongue (A) be
b e n t downward towards t h e h o l d e r o f t h e
f l o a t s because i n t h i s e v e n t t h e f l o a t
n e e d l e v a l v e w i l l n o t be opened s u f f i c i e n t -
l y s o t h a t f u e l i s admitted a t a slow r a t e ,
a f a c t , which l e a d e t o t o o l e a n a m i x t u r e
with i n c r e a s i n g r o t a t i o n a l speeds of t h e
engine !
The dimeneion (33 mm) g i v e n i n Fig. 195
l i m i t s t h e f l o a t t r a v e l downwards and can
be r e a d j u s t e d a t t h e s t o p tongue ( B ) .
NOTICE :
The f l o a t t ~ a v e lmust not be s m a l l e r t h a n
6 mm ( t h e d i f f e r e n c e between 33 and 27 mm)!
7.1.4.3. F u e l Level - Fine Adjuetment
I f a l e v e l t e s t i n g equipment i s n o t a v a i l -
a b l e , t h e f u e l l e v e l can be measured d i r e c t -
l y a t t h e c a r b u r e t t e r i n t h e v e h i c l e . For
t h i s purpose, an o l d f l o a t chamber i s r e -
q u i r e d which i s provided w i t h a c u t . 20 mm
wide and 25 mm long, i n t h e narrow end s o
t h a t t h e f l o a t n e e d l e v a l v e becomes v i s i b l e
and which i s c l o s e d w i t h a p i a c r v l p l a t e
glued i n p l a c e . A s e p a r a t e a p p l i c a t i o n
a d h e s i v e should be used.
F i g . 196. C a r b u r e t t e r lower p a r t ( s e c t i o n a l
view) f u e l l e v e l
( 1 5 ) Vent t u b e f o r t h e f l o a t chamber
( 1 7 ) C l o s i n g p'late o f t h e f l o a t v a l v e
( 1 8 ) Needle j e t w i t h j e t c a r r i e r
( 1 9 ) Main j e t
( 21 ) Spring-loaded f l o a t n e e d l e
( 2 2 ) F l o a t v a l v e , complete
On t h e p i a c r y l p l ~ t eglued i n p l a c e , t h e
dimension o f 14 mm, s t a r t i n g from t h e
s e a l i n g surface, i s projected.
 The f l o a t chamber p r e p e r e d i n t h i s way i s
a t t a c h e d w i t h PACKING t o t h e c a r b u r e t t e r t o
be measured. A n a c c u r a t e measurement depends
on t h e fact t h a t t h e flow r a t e of t h e f u e l
i s 12 1 p e r hour. The f u e l t a n k muet be a t
l e a s t half f u l l i n order t h a t the specified
p r e s s u r e on t h e f l o a t n e e d l e v a l v e 3 s g i v e n .
P l u g t h e c a r b u r e t t e r , which i s cleaned and
checked f o r p r o p e r b a s i c a d j u s t m e n t , i n t o
t h e f u e l hose and open t h e f u e l cock. F u e l
w i l l be a d m i t t e d i n t o t h e f l o a t chamber
u n t i l t h e f l o a t l i f t e d by t h e r a i s i n g
f u e l l e v e l c l o s e s t h e f l o a t needle valve,
t h u s , i n t e r r u p t i n g t h e f u e l f e e d , The
l e v e l now a c t u a l l y p r e s e n t i n t h e f l o a t
chamber i s compared w i t h t h e marking a t
the inspection g l a s s a n d , i f required,
c o r r e c t e d by r e a d j u s t i n g t h e tongue (A),
F i g . 194.
When t h e f l o a t n e e d l e v a l v e i s l e a k y ,
t h i s i s i n d i c a t e d by t h e d r i p p i n g vent
( 1 5 ) , Fig. 196. I n t h i s c a s e , demount
t h e v a l v e and once more c a r e f u l l y c l e a n
i t ; If i t t h e n i a s t i l l l e a k y , i t m u s t
be r e p l a c e d by a new one.
The f u e l l e v e l is 14 + 1 mm measured from
t h e t o p edge o f t h e f l o a t chamber.
7.1.4.4. I d l i n ~Adjuetment
NOTE:
1. The c e r b u r e t t e r should be a d j u s t e n d when
t h e e n g i n e s t i l l h a s operafing; tempem-
ground .
t u r e . The v e h i c l e m u s t s t a n d on p l a n e
2. The i d l i n g p o s i t i o n of t h e t h r o t t l e val-
ve s h o u l d n o t be s e t by means of t h e
a d j u s t i n g screw f o r -the t h r o t t l e c a b l e
c o n t r o l b u t by t h e s t o p s c r e w f o r t h e
t h r o t t l e valve.
The s t o p screw (14) f o r t h e t h r o t t l e v a l v e
i s a d j u s t e d i n s u c h a way t h a t t h e engine
r u n s p e r f e c t l y smooth. Then t h e slow runn-
i n g a i r s c r e w ( 1 1 ) i s f u l l y t u r n e d down
and s l a c k e n e d back t h r o u g h one r e v o l u t i o n .
Subsequently, the slow running a i r screw
i s screwed down and back f o r t r i a l t o
f i n d t h e maximum r o t a t i o n a l speed of t h e
engine. When i t has been found, t h e s t o p
screw f o r t h e t h r o t t l e v a l v e m u s t be s e t
i n s u c h a way t h a t t h e e n ~ i n ea g a i n
r e a c h e s t h e i d l i n g speed ? s e e Fig. 192).
T h i s p r o c e s s must be r e p e a t e d u n t i l t h e
e n n i n e epeed w i l l no l o n g e r change when
t h e slow r u n n i n g a i r screw i s a d j u s t e d .
When, a t t h e b e g i n n i n g o f t h e a d j u s t i n g
o p e r a t i o n s , t h e speed does n o t change
when t h e s l o w r u n n i n g a i r screw i a regu-
l a t e d , t h e n t h e i d l i n g j e t i s clogged.
If t h i s a d j u s t m e n t is performed c o r r e c t -
l y , t h e n t h e e n g i n e w i l l show a p e r f e c t
t r a n s i t i o n from i d l i n g t o t h e p a r t i a l
load range.
7.1.5. I n t a k e Connection
It i s t h e t a s k of t h e i n t a k e connection t o
f i x t h e p o s i t i o n o f t h e c a r b u r e t t e r and
t o e s t a b l i s h t h e c o n n e c t i o n between c a r -
b u r e t t e r and i n l e t o r t of t h e c y l i n d e r .
I t i s f s s t e n e d t o t i e c y l i n d e r by meane
o f hexagon n u t s and s t u d b o l t a .
I n o r d e r t h a t t h e h e a t from t h e c y l i n d e r
is n o t transmitted t o t h e cfirburetter,
a p l a s t i c f l a n g e and two packtnge are
i n s e r t e d ( i n f r o n t o f and behind t h e
p l a s t i c f l a n g e ) between t h e i n t a k e
a o n n e c t i o n ~ n dt h e c y l i n d e r .
7.2. Fault Localisation
3.2.1, TOO Lean a Mixture
The f a c t t h a t t h e f u e l - a i r m i x t u r e becomes
t o o l e d n i s i d e n t i f i e d by t h e f o l l o w i n g
features:
1 , Severe b u r n i n g o f t h e e l e c t r o d e s o f
t h e sparking-plug;
2. Beads a p p e a r a t t h e s p a r k i n g - p l u g ;
3. Within t h e r a n g e from h a l f t o f u l l
t h r o t t l e , t h e power d e l i v e r e d by t h e
e n g i n e i s t o o low;
4. The e n g i n e t e n d s t o become s t u c k !
F a u l t s and d e f e c t s which c a u s e t h e m i x t u r e
t o become t o o l e a n and t h e i r remedies:
1. A i r f i l t e r f a i l s t o f i t p r o p e r l y i n
the c e n t r i n g c o l l a r of t h e intake
s i l e n c e r casing
- Remove t h e a i r f i l t e r and f i t i t
correctly i n the centring c o l l a r .
2. A f t e r improper h a n d l i n g , t h e a i r f i l t e r
h a s been damaged.
- R e p l ~ c et h e a i r f i l t e r by a new one.
3. Packings between a i r f i l t e r c a s i n g and
i n t a k e e i l e n c e r o r between a i r f i l t e r
c a s i n g and freme d e f e c t i v e .
- Replace t h e packing5 o r r e - t i g h t e n t h e
screwed c o n n e c t i o n s .
4. Packing between ~ i f ri l t e r c a s i n g end
cover missing o r defective.
- F i t a new p a c k i n g o r r e p l a c e t h e
o l d one by R new one
5. Connection t o c a r b u r e t t e r i s d e f e c t i v e
o r porous o r i t f a i l s t o f i t p r o p e r l y
i n i n d r i l l - h o l e of the intake s i l e n -
c a r casing.
- Replace t h e c o n n e c t i n g p i e c e by a new
one o r a l i g n i t .
6. I n t a k e socket porous.
- Replace t h e i n t a k e s o c k e t by a new one
or - i f s t i l l p o s s i b l e - s e a l i t by
means of a r t i f i c i a l r e s i n .
7. I n s u l a t i n g f l a n g e broken o r p o r o u s ;
packings d e f e c t i v e .
- Replace t h e p a r t s i n q u e s t i o n by
new ones.
8. Fuel f e e d i n s u f f i c i e n t due t o :
d i r t y f u e l cock,
compressed r u b b e r s e a l r i n g ,
hardened o r d e f e c t i v e f u e l l i n e ,
clogged vent h o l e i n t a n k c o v e r .
- demount t h e f u e l cock and c l e a n i t s
parts separately,
- d e f e c t i v e and hardened f u e l l i n e s and
and t h e damaged r u b b e r p a c k i n g m u s t
be r e p l a c e d by new o n e s ,
- t h e h o l e i n t h e t a n k c a p must be
cleaned by blowing compressed a i r
through it.
9. The p a r t i a l - l o a d n e e d l e i s suspended
t o o deep.
- The p a r t i a l - l o a d n e e d l e m u s t be sus-
pended a t one o r more n o t c h e s h i g h e r
u n t i l t h e normal m i x i n g r a t i o i s
reached.
10. Central f l d a t i s d i s t o r t e d
i s i n s u f f i c i e n t l y opened
- f l o a t valve
-
Adjust t h e c e n t r a l f l o a t .
11. F l o a t n e e d l e jams
-P o l i s h t h e f l o a t n e e d l e and through
b o r e s i n t h e v ~ l v ebody,
-Check t h e v e l v e f o r f o r e i g n p a r t i c l e s ,
-Replace t h e f l o a t n e e d l e and t h e
v a l v e s e a t f o r new p a r t a .
7.2.2. Too Rich a Mixture
The f a c t t h a t t h e f u e l - a i r mixture becomes
t o o r i c h i s i d e n t i f i e d by t h e f o l l o w i n g
features:
1. S t a r t i n g the engine i s d i f f i c u l t ;
2. Engine power o u t p u t drops w i t h i n c r e a s -
i n g t e m p e r a w r e of t h e e n g i n e ;
3. High f u e l consumption;
tt
4. I n c l i n a t i o n s i m u l a t e a "four-
s t r o k e engine ;
5. Sparking-plug w i t h t h e e p e c i f l e d
calorific v a l u e i s o i l e d up;
6. Formation of smoke i n t e n s e and v i s i b l e
i n t h e s t a t e when t h e engine has
o p e r a t i n g temperature.
F a u l t s and d e f e c t s which cause t h e
m i x t u r e t o become t o o r i c h and
t h e i r remedies:
1. Dry a i r f i l t e r i s too o l d (more than
10,000 km of road o p e r a t i o n )
- Replace t h e a i r f i l t e r by a new one.
2. Dry a i r f i l t e r has become wet
Cause: A i r f i l t e r c a s i n g n o t t i g h t
w a t e r has e n t e r e d
- -
- Dry t h e a i r f i l t e r , r e p l a c e i t ,
i f required.
3 * P a r t i a l - l o a d n e e d l e i s suspended
a t a n o t c h which i s a t t o o high a l e v e l
- Suspend t h e p a r t i a l - l o a d n e e d l e lower
f o r one o r more n o t c h e s u n t i l a
normal r a t i o o f mixing has been
reached.
4. Needle j e t and p a r t i a l - l o a d n e e d l e
m m (more than 20,000 km of road
operation)
- Replace t h e two p a r t s by new ones.
5. F l o a t v a l v e l e a k y
Cause: 1) v a l v e d i r t y ,
2) f l o a t needle worn
- Clean -the f l o a t v a l v e ,
- it' a new f l o a t n e e d l e .
Central f l o a t distorted
remains open t o o wide
- f l o a t valve
- Adjust t h e c e n t r a l f l o a t .
Main j e t t o o l a r g e
- Use a n o t h e r main j e t w i t h t h e same
dimension p r i n t e d on i t ( j e t s with
t h e same nominal dimension d i f f e r
bv t h e i r t o l e r a n c e s ) .
- I? t h i s f a l l s t o be a remedy, use
t h e next smaller jet.
3. Packing i n s t e r t i n g p i s t o n damaged
- Replace t h e packing by a new one.
9. S p r i n g f o r s t a r t i n g p i s t o n has an
i n s u f f i c i e n t pre-t ension
- Replace t h e s p r i n g by a new one.
10. Sheath of t h e c a b l e c o n t r o l f o r t h e
s t a r t i n g d e v i c e has no c l e a r a n c e ;
consequently, t h e s t a r t i n g p i s t o n
cannot s e a l p r o p e r l y t h e s t a r t i n g
mixing t u b e
Adjust t h e c a b l e c o n t r o l s h e a t h
so t h a t a c l e a r a n c e of 1 mm i s
given.
Fig. 197. Range of S p e c i a l Tools f o r t h e ETZ 250

8.1. L i s t of S p e c i a l Tools
Spare Drawing
Reference
.
lio No.

Engine assembling d e v i c e 22-50.014 la

Clamping p i e c e r e a r 1) 89-99.321 lb
Clamping p i e c e , f r o n t complete 11 89-99.322 lc
C e n t r i n g b o l t f o r swing-f.ork (05-MW 26-41 89-99-055 2
E x t r a c t o r f o r b e a r i n g i n c o n t r o l head 22-51.006 3
F i t t i n g d e v i c e f o r r u b b e r b e a r i n g i n swing-fork 22-51.445 4
Expanding mandrel f o r wheel b e a r i n g (H 8-820-3) 89.99.090 5
Assembly d e v i c e f o r gearbox 29-50.011 6
Measuring i n s t r u m e n t f o r end p l a y of c l u t c h d r i v e r
( 05-MIJ J 3-41
Clutch clamping d e v i c e (05-MV 150-2)
Holding-up d e v i c e f o r gearbox s p r o c k e t wheel (05-MW 45-31
E x t r a c t o r f o r d r i v i n g g e a r (05-MV 45-3)

1 ) For t h e completion o f engine assembling d e v i c e s purchased up t o 1980

f o r t h e ETZ 250 engine
 Spare
H0 .
Ref erenoe
B0

Preseing-out dsvl'oe f o r gudgeon pin ll

Pieton support 12
I g n i t i o n timing gauge wlthout
Anchor p u l l i n g ecrew (02-m 39-41 13
Drift f o r locating eleeves (1 l-MW 3-4) 14
Guide mandrel f o r gudgeon p i n (05-MW.19-4) 15
Drift f o r bearings 6203 and 6204 ( 1 7 - n 7-4) 16
Drift f o r bearing 6306 17
F i t t i n g t o o l f o r packing r i n g 30 x 72 X 7, dynamo eids 78
F i t t i n g t o o l f o r p ~ c k i n gr i n g 30 x 72 X 7, c l u t c h aids 19
Aeeemblhg bridge X)
Ball bearing e x t r a c t o r (bearing 6306) 21
Pulling sleeve (clutch - thread H 24 X 1.5) 22
Preseing epindle f o r presaing piece 23
Extracting ecrew f o r bearing 6203 24
Clamping c a r t r i d g e 25
F i t t i n g wrench f o r teleecopio fork (19-MU 22-1) without
Spacer r i n g
26
Piston r i n g p l i e r s (05-MW 141-4) 27
Clamping r i n g (05-MW 147-4) 28
Special epanner f o r ahock absorber (05-MW 82-4) 29
8.2. Drawings of Special B o l e
l a l l l l l l l P I P t l l l P I P = s P I P = . I E L I ~ t ~ I

1. E n ~ i n eAeeemblina Device
22-50.014

A l l assembling devlcee sold by NZ

u n t i l 1980 cannot be used f o r holding
t h e engine of type EU 250.
The MZ Spare S a l e Department o f f e r e f o r
modifying t h e s e o l d e r devicee
rnodiftcation s e r a c o n s i e t i n g of
clamping p i e c e 89-99.321, r e a r an'd
cEamping p i e c e , f r o n t complete,
89-99.322
t o cuetomere e n t i t l e d t o purchaee
e p e c i a l 'tools.
I n a d d i t i o n , t h e f r o n t cIamping point
a t t h e 22-50.014 device muet be modi-
f i e d according t o drawing l a ; t h i a i s
poasible by meane of t h e ueual work-
shop t o o l e . .Fig. la. Modification of the clamping
p o i n t of t h e assembling
.device 22-50.014

Fig. lb. Clanping piece, r e a r , Pig. Ic. Clamping piece, f r o n t , complete,

89-99.321 89-99 322
2. Centrlnn bolt for erinn-fork (05-MW 26-4) 89-99.052

Par* Quantity Description Material Rough Size Remarks

1 centring bolt C 15 K g 18 x 255 caee hardened
3. Extractor for bearing in control head 22-51.006

Part Quantity Description Material Rough Size Remarks

1 C 45 0 30 X 80 hardened and
1 pipe 76 X 10 St 35 hb 75 long tempered
1 St 38 b-2 0 65 10) welded part
1 St 38 b-2 K
130) welded part
1 hexagon head ecrew I
M 1 6 ~
1.5.x 35 TGL 0-96 1
1 St 38 b-2 K @ex92
l 16 Mn Cr 5 !l
36 X 30 case hardened
1 circlip 28 X 1.6 TOL 0-9045
Part 1

T e l l 8 m l t F e e t s i t z elngepaDt ='
Part 8 mounted with t i g h t f i t
Nominal dimension Allowance
 Parts 4/5

Part 6

Part 7

Einzelheit X PaBmaD =
1 2 : 1 = Nominal d imene ion
D e t a i l X, s c a l e 2 : l
4. F i t t i n g d e v i c e f o r r u b b e r bear in^ i n s w i n p f o r k
22-51.445

- - -

Part Quantity Description Material Rough S i z e Remarks

St 38 b-2 070x20
c 45 $ 23 X 170 nickel-plated
S t 38 b-2 K 32 X 125 nickel-plated
 - 103 -
5. Ex~andingmandrel f o r wheel bearinn ( H 8-820-3) 8.9-99.090

gehartet und angelossen

HRC 4.7.-51 l-
P

gehartet und angelaeeen =- hardened and tempered

HRC 4 7 - . . . 51 S HRC 47 to 51

Part Quantity DescrFption Materfa1 Rough Size Remarks

1 1 driver b o l t c 15 15 X 170 caee hardened
2 1 expanding bush 67 S i Cr 5 8' 25 X 65
3 1 hexagon-head bolt M 8 X 45 TGL 0-561

6. Assembly device f o r nearbox 29-50.011

5oagh S i z e Remarks
7 St Zu -A 2 2 X 88 X 205
 instrument f o r end lay o f c l u t c h driver (05-ML 13-41 89-99.117

1.

36 (24 b e i MeDuhr 0 60) = a l l e unbemaDten = a l l r a d i i without dimen-

36 ( 24 f o r d i a l gauge 0 60) Radien R = l mm aions have a radiue o f
R = l m

Part Quantity Deecription Mat e r i a l Rough Siae Remarke

1 1 recept i o n c 15 0 60 X 48 caee hardened

2 1 probe b o l t silver steel fa 5 X 40
3 1 f i l l i s t e r - h e a d screw
M4x12 TDL 0-84
4 1 d i a l gauge 0 40
8. Clutch clamping device (05-MV 150-2) 89-99.071

P ~ r t Quantity Deecription hterial Rough S i z e Remarks

pipe 28 X 4 S t 35 hb 30 long
crankshaft end 05-43.058 t o be employed
S t 38 b-2
S t 38 b-2 l0 X
26
9 x40 1 welded part

S t 38 b-2) 0 45 X 45
c l i n d r i c a l pin
B
7 m6x80 1 welded
part TGL 0-7

c lindrlcal pin
g m 6 x 6 0 TGL 0-7
c l r c l i p 22 X. 2 TGL 0-9045'
hexagon-head ecrew
M8x50 TGL 0-933
hexagon nut M 8
Part 1

feinstgedreht = precision turned PaBmaB = nominal dimension AbmaB = allowance

i n a lathe
Kegel = cone gehiartet und g e s c h l i f f e n = hardened and ground
( a ) Gewinde weich = ( a ) thread s o f t

Part 2
 e n t f e t t e t , phosphatiert=
degreased, phoephatieed
PaBmsd = nominal dimension AbmaB - allowance

Part 5

PaBmaB = nominal dimension AbW a allowence

\C
hertgel5tet = braeed
9. Holdina-ur, device f o r Rearbox evrocket wheel (05-MW 45-3) 89-99.051

Hartltlten P brazing

Part Quantity Deecription Mabe~ial Rough Size Remerke

1 1 wrench ) welded S t 34 K 16 X 8 X 270 TDL 0-1652
2 1 r o l l e r chain 1 Part 12.7~8.51. DIN8180
 10. E x t r a c t o r f o r d r i v i n a Rear (05- MV 45-3) 89.99.064

vrwl

Gewinde verstemmen thread t o be caulked S p l t z e andrehen = t i p t o be turned I n l a t h e

-- - --

Part Quantity Description Material Rough S i z e Remarks

1 1 st 38 U-2 30~20~120 TGL 7 73
2 1 c -45 0 18 X 62 TGL 7;70
3 1 c 45 # 18x70 TGL7970
4 1 ) welded S t 38 K 0 8x145 TGL 7970
5 1 ) p a r t hexagon-head a c r e s M 12 X 80 t i p turned
6 2 hexagon n u t M 10 TGL 0-934
11. Pressing-out device f o r gudgeon .pin 22-50.010

Druckstff ck muD s i c h t h r u s t member m u s t

scharfkantig ausgefiihrt = vernietet = noch d ~ e h e n = be capable o f
provided w i t h s h a r p edge riveted laeeen being turmed
-
P a r t Quantity Description Material Rough Size Remarks
1
2
?
1
S t 38 b 2
s p r i n g s t e e l band 0.6 mm t h i c k C K 67
- 30~10x72 TGL 7973
!EL 7975
3 1 C K 45 Q 20x20
4 1 ) welded S t 38 K # 8x100 TGL 7970
5 l 1 part St 38 K 0 5x30 TGL 7970
6 hexagon-head screw ?A 12 X 100 TCL 0-933
7 4 washer 0 5.3 TGL 0-125
8 4 f l l l l s t e r - h e a d screw M 5 X 12 M L 0-84-5 S
 12. Piston suvport 22-50.412

-.-. . - -.

Part Quantity Description Material Rough S i z e Remarks

1 fork HGW 2088 180x35~20 TGL 12 246

: r 4
, \ , I , '
13. Anchor ~ u l l i n nscrew (02-MW 39-4) 89-99.026 ?

Part Quantity Description Material Rough S i z e Remarks

1 1 hexagon-head screw 1 10 X 90 lug tuned in
l a f be
2 1 handle 0 8 X 125
 - 111 -
14. Drift for locatin~sleeves (11-hW 3-4) 09-99.072

Part Quantity Description Material Rough Size Remarks

1 drift c 15 0 15 X 145 case hardened

,15. Guide mandrel for uud~eonpin (05 bW 19-41 89-99.051

Part Quantity Description Material Rough Size Remarka

1 guide mandrel St 38 b-2 $ 20 X 145
 - 112 -
16. D r i f t f o r bearings 6203 and 6204 (11 MW 7-4) 89-99.071

a l l e unbemaoten = f o r a l l r a d i i without
Radien R = 1 mm dimension R = 1 mm

Part Quantity Description Material Rough S i z e Remarks

1 drift c 15 50 X 100 case hardened

17. Drift f o r beart= 6306 29-50.405

. -- - -...
Part Quantity Deecription &t e r i a l Rough Size ~emarka
 18. F i t t i n g t o o l f o r ~ a c k i nr i~n g ( 3 0 x 7 2 ~ 7 )29-50.406 (dynamo s i d e )

p o l i e r t = polished Kegel 1 : 5 = cone 1 : 5

Part Quantity Description Material Rough S i z e Remarks

) welded part
1 3
3 1 pipe 28 X 6 St 35 hb 50 long TGL 1 4 100

13. F i t t i n g t o o l f o r packing r i n g ( 3 0 x 7 2 ~ 7 )29-50.409 (clutch side)

T e i l e 1 und 2 galvanisch verzinken = Parts 1 and 2 t o be galvanised

Part' Quantity Description Material Rokgh S i z e Remarks

) welded part
1 3
SchweiBnShte: welding seams Fraser 50 = m i l l i n g c u t t e r 50 i n d i a m e t e r
p l a n e n b i s Poe. 8/9 = t o be faced u n t i l i t e m s
Auflage h a t 8/9 make c o n t a c t
ohne schwelDnaht = without welding seem
kontrollbearbeitet = control finished

Part Q u a n t i t y Description Material Rough S i z e Remarks

1 1 U-steel 6 '/2 St 38 b-2 350 l o n g ) TGL 0-1026

2 1 St 38 b-2k $ 20 ~8 )
3 1 St' 38 b-2 5 x 6 0 ~ 1 11
5 ) welded p a r t
4 1 St 38 b-2 12x55 )
5 1 +;asher R 8.5 TGL 0-440
6 1 S t . 38 b-2 6x25~30 welded p a r t
7 1 hexagon-head screw M 10 X 70 TGL 0-931
8 1 hexagon n u t M 10 TGL 0-934
 21. B a l l bearinn e x t r
bearinn 63ub C 22-

Zapfen gehgrtet = pin hardened

Part Quantity Description Material ~ o u : ~S ihz e Remarks
l 1 c 15 20x100~105 carbonitrided
2 2 hexagon-head screw M8x70 TQL 0-931
3 2 hexagon-head' screw M 8 X 100 TGL 0-933
22. P u l l i n g s l e e v e c l u t c h - thread M 24 X 1.5 (22-50.435)
--, t
9 ,i 5 '5 /"1

vergiiten .= t o be hardened and tempered

Part Quantity Description Material Rou~hS i z e Remarke

6-45 x 112 hardened and temp.
 - 116 -
a. Pressing spindle with pressing piece 22-50.437

4 \ Bund entgraten

Bund entgraten = collar to be burred

Achse 22-25.003 verwenden = Use axle 22-25.003

Part Quantity Description Material Rough Size Remarks

1 1 pre~singspindle C' 60 K 0 15.4 X 169.5
2 1 pressing piece C 45 K $ 22 X 18
 24. Extracting ecrew for bearinn 6203 (22-50.438)

Part Quantity Deecripffon Maf erial Rough Siee Remarke

1 1 hexagon nut M 12 TGL 0-934
2
3
1
1
hexagon-head bolt M 12 X 80
cylindrical pin 8 X 6 X TOO 1 welded
part
TGL 0-933
TGL 0-7

25. clamp in^ cartridge 22-50.439

Part Quantity Deecription Material Rough ~ i e e

f 1 olamping cartridge C 60 fd 25 X 75
2 1. bolt 10 x 40 m 0-1433
 26. S p a c e r ( n o t on s a l e by MZ)

Rohr 35 x 4.5 = p i p e 35 x 4.5 Kanten 1 x 45O g e ~ r o c h e n= edges chamfered 1 X 4

Part Quantity Description Material Rough S i z e Remarks

1 pipe ) welded p a r t
1 1

27. P f s t o n r i n a p l i e r s (05-MW 141-4) 89-99.124

Ansicht X M 2 : 1 = View X s c a l e ' 2 : 1

-.- --- -
Part Quantity Description Msterial Rough S i z e Remarks
1 l o c k - r i n g p l i e r s A 1 60 TGL L 8-72 5
 - 119 -
28. clamp in^ r i n a f o r p i s t o n r i n g s 05-MW 147-4 (89-99.128)

F o r t h i s t o o l a l s o u s e s p e c i a l p l i e r s 05-Msl 141-4

Part Quantity Description Material Rough S i z e Remarks

1 S t 38 U-2 $ 90 X 15

29. S p e c i a l s p a n n e r f o r shock a b s o r b e r (05-MW 82-4) 89-99.052

Rohr p r e s s e n = p i p e t o b e p r e s e e d SchweiBnaht d a r f n i c h t i i b e r s t e h e n = weld must n o t

project
- -

Part Quantity Description Material Rough S i z e Remarks

1
2
1
1
ring
p i p e 1 8 X 1.5
M ST 3
St 35 hlj
35 X 35
185 l o n g )
1
welded p a r t
 ques - Cycle P a r t s
------------------
B u t e f o r t h e c y l i n d e r head 26 Bm Nut f o r c o n t r o l tube
('2.6kpm)
Screw plugs f o r t e l e s c o p i c 150 Mm
fork (15.0 kpm)
F i l l i s t er-head screws f o r 13 Mm Clamping screws a t lower 20 Nm
c a s i n g , dynamo cover and (1.3 kpm) clamping head - t e l e e c o p i c (2.0 kpm)
c l u t c h cover fork
Screws f o r s e a l i n g cap Hexagonal socket-head 20 Nm
of d r i v i n g s h a f t 5 Nm bolt (2.0 kpm)
(0.5 kpm) Clamping screw - 20 Nm
Screws f o r r e t a i n i n g cap - 5 Nm f r o n t wheel a x l e (2.0 kpm)
dynamo (0.5 kpm) Front-wheel and rear-wheel 80 Em
Screw f o r armature f a s t e n i n g 20 Nm axle (8.0 kpm)
( dynamo (2.0 kpm) Nut f o r f l a n g e 8 b o l t - r e a r 80 Nm
stud b o l t s f o r cylinder 20 Mm wheel d r i v e (8.0 kpm)
fae t ening (2.0 kpm) Suspension u n i t f a s t e n i n g , 26 Nm
C l u t c h f a s t e n i n g nut 80 t o 100 Nm top (2.6 kpm)
(8 t o TO kpm) Suspension u n i t f a s t e n i n g , 45 Nm
Nut f o r d r i v e g e a r 68 t e e t h 60 Nm bottom (4.5 kpm)
(6.0 kpm) Engine f a s t e n i n g , r e a r 26 Nm
Nut f o r sprocket wheel 60 liTm (2.6 kpm)
a t gearbox (6.0 kpm) Engine f a s t e n i n g a t rubber 26 Mm
Screws f o r end cap i n 8 Mm element ( c y l i n d e r head) (2.6.kpm)
c l u t c h cover and speedo- (0.8 kpm) Exhaust pipe f a s t e n h a t o 150 Nm
meter d r i v e cylinder (15.0 kprn)
M 8 f a s t e n i n g screws f o r
exhaust system

Swing-fork b e a r i n g b o l t
( s p r i n g s f u l l y extended)

Wiring diagram of t h e
e l e c t r i c a l aystem YIZ 6 V / 72 V