FOREWORD For proper maintenance of a vehicle, itis primarily necessary to obtain a exoct knowledge of the construction of the vehicle. ‘This manvel hos been compiled to serve the veers ond give them Practical knowledge of the construction of the HONDA 90 model 1€-200 motorcycle engine, For those engaged in the sole of hit motorcycle, this manwal also can be utilized os a reference for technical information, ‘This manwol is composed of three sections, ond the third ‘ection includer subsections on Construction, Operating Principles, Disatsembling, Assombling, ote. Efforts have been token te explain the construction ploinly cond concretely by using os mony pictures ond illustrations os po- sible cother than merely stating theories. In thie service manval, only the engine is covered. Please refer to the Service Momial for the HONDA 50 fer explonations ‘of the construction, operating principles and maintenance of the frome ports and electrical equipment. Honda Motor Co., Ltd.INDEX 1, DISTINCTIVE FEATURES ... 2. SPECIFICATIONS AND PERFORMANCE ....... 3. ENGINE 31 ENGINE... A. Constction B Removing Engin. Cntaling Engine 3:2 CYUNDER HEAD COVER AND CYUNDER HEAD .. ‘Construction -Z9-mone> 3:3. CYLINDER, PISTON AND PISTON RINGS A Constuction B. Disossombling Assembling sat S-4 UBFT CRANKCASE COVER..... ‘Construction co Removing AC Dynamo Rote lestaling Reneving Dive Sos. Consrgetion of Ol Pomp ond Postage. Disassembling Assenbling 3:5 RIGHT CRANKCASE COVER A. Construction . 1 Contucton ond Cpurinon of Ouch om monerA 6. D. Operation of Breat . a2 4-9 INSPECTIONS AND ADJUSTMENTS. fibsichiaieraew ary ‘A. Abusing Toppers Ae 44 8. Adfusing Igrition Timing 3.10. SUPPLEMENT HONDA TRAIL 90 Model CT-200.é “oy (Gryues Peck pum Jom wees © Aq souR yo IO YORE doy s fo VOUDOGR “EHO BuyUeKexd OH po ‘6.0 oy 04 Ange Popp BNE "sPeOdE YOK IO BOW YOK 51008 J Inq POR JOpUIAD PLO YORENOD ‘VORHRION ay AHO 10U sOIEDUAR| 8240} YOY OD OY AG UOnYM dnd L008 1 UY “E, wotssRON poodk-y edAL usIe! PLO {Pine sion 12H powredo-nuDy OM Ym SOUR IO 10 AjKO® PetD9Ies eq UOD Peeds sedoxd UL —Z “voqdunmuoo fon) Jomo] yur sndino ex0W sonpox! uD POO, sepial2 4 Jo faery Byoo> oy eroxdy 01 peidopo 51 LeqUOY> vOHENUOD OHMS Y “L “reanoey uBleep cenyy Bunogos oy) seIpogue epAoimlou ey ‘seOoWDAPO Peds eseys wAIO oO] “Buywuns yoyeb pus Axpgpanp Guo, ‘woyosede Kxoe “poo, Aaney b yim sedojs dooyt quip 24 AuJqe uo sD y>oH resnyoa} Jo>4D01d -Auou yim @PNA faqoUod® UD sD PeuBlsep x} e/24DH0I0N QOZ-D JePoM OS VGNOH YL SHUNLVEA AALLONILSIA 1SPECIFICATION AND PERFORMANCE Model C-200 Dimensions mm ‘Overall Lent ‘Overall Width Roce as 90 80 a 35km/h 18° 10.310 660 Arccooled, 4-cycle ‘Singe cylinder, 10° ‘upward from level in fat Commpion a Riood _w/eeh Wee vin ot expoe to9.72 between engine and tronsmision main shaft wet mutilate Goo Ratios Fest Second The Foxeth Drive Sprocket Ratio Steering Steering Angle 43° loft ond right 6y-25/25 W ey-2Woo 85 2. SPECICATION AND PERFORMANCE Engine Characteristics C-200 Running Performance C—200 Ga ro “hoe 2 Doe hi yet € 7 a (arte) as 377000 rpm (Ettective rads of ‘ire: 0.277) =e & & 8 ear axe cvng Yoreand ring resistance Ke2. WIRING DIAGRAM, <| CammeeD, Le)" LL ices | BQ | iim @ |) | ot | | sie dom oe 4 9am 2005-7 ¢ nano e1ms TUM gum, HU oy 00Z—9 IPO OG WONOH wedBeiq Bua3 ENGINE Tools Necessary for Disassembling and assembling the Engine Common Tools2. ENGINEa ENGINE 9 3-1 ENGINE A Construction ‘ The engine determines the vole ond performance of a motorcycle A good engine ‘must bo compoct, ght in wolght and powerlu, ts maintenance ond service must be easy ‘ond in ockition its mechanics! appearance musi be in harmony with the frome The design of the Honda 0 engine ss the culmination of long years of research and development to make it full these requirements. Specia: consideration was taken in designing the ‘cylinder ond cylinder head 10 ingrove cooling combustion and engine efficiency 50 that o very large horsepower ie obtained fer the size of the combustion chamber becouse of this Cttention 10 heat control, Motercis are meticucusly selected ond high precision machining is ‘eppled under strict qualty contol to mivimize friction 'oss from moving ports. A quel nn. ring engine oso resits from this design ord monefoctring core The beauty of the moterict Cf the light weight clecast chminum alloy conkcose ond covers adds 10 the style of tho encine. The Honda 90 6 6 4-cyclo eigine with overhead vaives. 1 has an alternating cirent dynamo on the left side of the engine ond the primary dive on the right The cronkeass fencioses the crork chamber in the front ond tarsmasion in tho rear. The engine is bévicated by © Geer ail pump driven by tho cam shafl Speci aitention 1s paid to the force-fed LUbricotion of gears which move at high speeds to ad to their crobllty ond prevent noisy operation.10 3 ENGINE Removing Engine 1. Remove bottery box, disconnect leads from the wire horess ond take out battery. (Fig, 3-4) 2. Pull hich version cord terminal fom spark phig, remove terminal from high tension cord ond take cord out of holding cl. 3 Remove crankcase cover ond break chain at master link, Drive sprocket cover con be temoved ot the sometime. ‘caution 1t m edvinable to connect the ends of the chain with « piece of wire te keep the chein from boeing weund up inside the choin con. 4 Loosen hich whe ond remove * from chitch lover 5 Remove inet pipe from cylinder head, CAUTION Won removing (rem engine, be carafe! not to damage the ile pipe O-ring. 6 Detach exhexst pipe from cylinder head 7 Remove broke peda! spring from engine rear mounting bolt. Ike Of 8mm rut ond pul ‘ur reer moueting bolt and engine rear support bolt. The engine can be removed from frome. tnstalling Engine The engine con be mounted by reversing the steps for Removing Engine. ‘cAUTION ‘When joining the ends of the drive chin, be swe the matter nk open end is in o trong peuten, La, toward the rear when the chin is moving.12 3 ENGINE 3-2 CYLINDER HEAD COVER AND CYLINDER HEAD A Constrvetion The cast kon cylinder hood cover has rocker ems installed which transmit the motion from the push rods to the valves. Lubricating oll passing through the cylinder ond cylinder head jets from 0 nozzle in the ‘oyinder hood cover, hbricates rocker ems and volves ond refurs 10 the crankcase tough fon of possage from the cylinder head. The cylinder heod has © dome-shaped conbustion chamber which is excellent for provid- Ino good combustion The volves ore fitted directly through the cylinder head ond there ore 10 valve guides. The displacement of the combustion chamber is 16.7 > 0.2 c¢ when the valves ore closed ond 0 spork plug fitted. Along with the cylinder, the cylinder hood ond cylinder heod cover ore mounted on the crankcase ot © 10° upward angle. Disossombling 1. Remove 8mm nut and cap nut ond toke off cylinder heod cover 2. Pull out inot ond exhuast push rods. 3. Remove cylinder hood. cAUTION Whee removing heod, be careful not to damage evlinder gosket end O-ring. Assembling 1. Place cylinder gasket end O-ring in postion on cylinder ond mount cylinder head, tok- ing care not to damage cosket. 2. ngert inlet and exhaust push rods. Be sire they ere in tho right postion: — the inlet push rod Is longer than the exhuast push rod. 3. Mount cylinder head cover, making sxe there are eo locks, ond tighten the nuts in the sequence shown in Fig. 3-10. ‘CAUTION Be sure the steal balls ct the “end of the pinh rode 69 the rocker arms properly bafere tightening 180 outs. ‘Adjust toppet clearance ®efer 10 3-9 A.___2.2. CYUNDER HEAD COVER AND CYLINDER HEAD 1314 3 ENGINE D. Construction of Rocker Arms The rocker am is on inportent port os it transits motion from the push rod to the valve by pressing the odsting screw downward. It is made of chromencividerum steel ‘ond the port that contacts the push rod is cemertaiion treated ond fished by grinding. E Disottembling 1. Remove cylinder head cover as described in 3-2 81. 2. Remove rocker am shaft bolt and pull out shaft, Rocker arm con be removed from vlinder head cover. F. Assembling Ploce rocker orm in postion, Insert shaft, tighten bolt and ft cylinder head cover ox described in 3-2 C3. G. Construction of Valvor Each valve is made of hect-rected steel with high resistance to hact. Special considera tion was given 10 the valve strength and obiliy 10 withstand wear ot high tenperctres. Tho tighiness of the valve has @ direct beoring on the output ond low speed stcbity Cf the engine. An exhawst valve Is subjected 10 high temperatures from exhaust gases ond tends to worp ond fall to corioct the valve sect perfectly. The guide Is also siblected 10 high temperchxres, preventing the fermation of on oil fm, resuting in weer of te cuide ond valve stem. The inlet valve is cooled by the gas/cir mince entering the engine, but Its ‘abject to @ particl yack when the mixhre is sucked into the engine, 50 that érication Cel tends to enter the combustion chamber through the guide. The inlet vaWe seats tightly fond wear of the qide and valve stem Is slow. To recice these inherent roubles In valves to @ minimum, speci! core was token in design, For the exhaust valve, the head was made sci to give good heat radiation and the clecrance between the valve stem and qide fs comparatively large to prevent wear, For the inlet valve, the heod Is large for higher effecioncy ond the clearance between tho valve stem and guide Is at small as possible to prevent cil from geting nto the combustion chombor, H. Disassembling 1. Remove cylinder heod os described In 3-2 B3, 2. Remove valves with volve lier as shown In Fig. 3-14, 1 Assembling 1. Apply oil 19 the valve stems before inserting volves in cylinder head. (Fig. 9-15) As there ere no valve guides, Yoke care not to scratch the wall of the guides in the cylin. dor head. 2 Mount cylinder heed cover os doscibed in 3:2.4.2 CYUNDER HEAD COVER AND CYLNDER HEAD 15 Valve rocker arm shaft end bok Inlet valve rocker arr Exhaust valve R 00k Fg 8.19 Removing waive Fig 3.14 Opptvng ol16 a ENGINE 3-3 CYLINDER, PISTON AND PISTON RINGS A. Construction . The cost ion cylinder has © kbxiction ll channel to tho cylinder head cover. push rod holes and brication oll return passage. Each gasket hos on O-ring 10 effectively pre- vent oll leks. The cylinder is subject 10 wear die te the movement of the piston siding yp ond down fopsinst the cylinder wail. Wear is grecly accalercted when distin the cir or ditt or matic Prticdes in the oil get into the cylinder. Theretore the proper servicing of the air cleaner nd oll fitor it necessary, “Tho piston recoives the explosive energy of the gas/oir mixers ond transmits rotting ‘motion 10 the crankshaft through the conecting rod ond croik pin. AS it moves up end down ln the cylinder at high speeds, speciol care must be token in selection of the mcteriol of the Piston. In the Hondo 90, the piston is mode of cost obminum clloy ard is 1 mm lipical in shape. As the piston is heated 10 high temperatires, considerable thermal deformation occurs ‘and expansion toward the ends of the piston pin wil lesen the clearance between the ceylnder ond piston. Therefore the clearance is most important. if the clearance is too Jorge, © strong shock will be caused when the piston reverses its motion at the 19p ond. bottom of the stroke, causing the piston to Sap agains the cylinder and allowing ll Up into- the combustion chamber from the crankcase. If the cleorance i 100 small, the formation of © ‘bricaing oll flm on the cylinder wall is prevented. coving piston seize or ot leost lowering outp theough increased friction loss. ‘Along with the cylinder and piston, the piston rings have great becring on pressure in the combustion chonber ond prevention of crankcase oll from geting into. the combustion chomber. The piston rings are mode of special cast ron, The top ond second rings serve 10 ‘maintain compression, wiile the oil ring scropes oll from the cylinder wall. All the rings also transfer heat from the piston 10 the cylinder Wear of the top ring 1s especialy ropid os it is subjected 10 high temperatures from the exploding gas mixture. Therefore, itis coated with hard chrome to improve its resistence, o'woor. The second ring increases the area of cylinder in contact ond decreases the presse por unit 20 that lt expends to ft clotely agoinst the cylinder wall pidy. The ‘ll rng has @ concave section shape 10 scrape ol off of the cylinder wall effectively. Tho clecronce between the ends of the rings must be correct. Too small clearance ll low the ring ends 10 contact when heoted ond bulge ogninst the cylinder wall, causing Ineraosed friction loss or solzwe. Too large clearance will allow combustion presse 10- ‘escop0 Into tho crankcase or oil © come Up into the combustion chanbec-2.2 CYLNDER, PISTON AND PISTON RING, 7 Fin 8. 15-4, Oil rng Fig. 3. 15:8 Cross section of piston ving18 & ENGINE 8. Disowsombling 1. Remove cinder heat cover and cyiinder head as described in 3-28," Cylinder con be removed from cylinder stud bots 2 To remove piston. take off one piston pin clip and push the piston pin out. The piston can be removed from the comecting rod. caution {be careful not to drop the piston pin cp into the cronkcas» when removing it 3, Ute a ting remover or corafilly spread each ring withthe thumbs of both hands 10 take It out of the groove and off of the piston, Be carefid not to twist the piston ring or ‘scratch the piston. Assombing 1. Ir ls oxbisoble to use a guide os shown in Fig. 3-19 when fiting piston rings 10 tho: piston, ‘CAUTION © Do not fit platon rings upside-down. An improperly fitted ring sometimes scropee oil up Into the comboution chamber instead of down into the crankcase. When fitting @ new piston ring, frat check the clearance in the pliton ring groove: shown in Fig. 3-21. 2. Ft piston by Inserting piston pin through comecting rod snail end and foston the piston in clip searely. ‘CAUTION & The arrow on the top of the piston mat point forward. (Fg. 3-22) 1 Piston pin slip fits mo piston and comecting red end con be pushed info. poston with your Rogerio. & Aiwoys vio a new pitonpin clip every tine « clip has been removed from the piston pin. 3. Fi cyfinder. ‘cAuTION The piston ring end gopt should be pottoned cbout 120° apart | When fiting the cylinder over the piston, toke care not to break a piston ring or scratch the cylinder wal. 4. Fi eyfindor head ond cylinder head cover os described in 3-2C.8.3 CYLINDER, PISTON AND PISTON RING. Of seroper rng — sto Fig 3.19 Marks to indicate Fig. 3.18 Fitng piston ring the upper surface Fig. 8. 20 Chocking fit psion ring Fig. 3. 21 Mounting piston20 ENGINE 3-4 LEFT CRANKCASE COVER A Construction The die cas olin alloy left crankcase cover contoins the contact breaker assembly, ‘condenter ond protects the AC dynamo rotor ond stator ostombly from camoge rom weter hist, ote. Removing AC Dyname Rotor Remove contact bredker cover" and detach primary cord from contact breaker ossembly. Remove left crankcase cover. Dscomect wie from neutral switch ond remove AC dynamo stator Remove dynamo stator bolt and spark advance. Remove dynamo rotor with o dynamo rotor puller os shown in Fig. 3-24. CAUTION Toke care not 0 cove @ thos fo the crankihalt when removing dynamo rotor. ae eRe Installing 1. Mako sure tho rotor is not dity, insert © woodkulf key in the sot on the crorkthaft nd moun! the rotor Fit spark odvoncer nd tighten dynamo stator bet Instoll dynamo stotor ond connect wire °0 neutral switch Fit lot crankcase cover ond connect primary cord 10 contact breaker assembly ‘Adjust ignition ting. Refer 10 3-9 8) ‘Attach contact breaker cover Removing Drive Sprocket Use © dive sprckot holder to prevent lt from turing ond remove & mm philips screw. Drive sprocket con be removed from wonsmission coutertbat. (Fig. 3-25)3.4 LEFT CRANKCASE COVER, 21 1 Graniase contact aber surely j ag oonenecer Contact treaker cover Fig. 3,22 Fig 3.23. Removing AC dynemo Fig. 3.24 Fomoving chive sprocket22 2 ENGINE E. Construction of Oil Pump ond Passage There are soveral ways of Nbricating engines. Tho splath method employs a spoon on the comecting rod big end to throw oll onto the crankshaft, cylinder, ote The pure method spplios force fed cil to the crarkshofl, cyindor head, te. The pump ond splash method combines these two systems. The pump method vses 0 punger or geor pump. The ry sump method uses two pumps, one supplying oll ond one recovering oll from the crank cose. Tho wot sump system utiizes the crorkcase os the oil reservar. In the Honda 90 engine, the crorkcose 5 used cs on oll reservoir from which o com shalt civen gear pump delivers oll for Wbricating ol ports. it token from the crankcase trough the oll fier is force fed by the goer uno Yheough the left crankcote to the transmission main shaft, Oil is also pumped through the trorsmittion counterthaft to the lower part of the right crankcere ond the right crankcase From the right corkcase cover, oll is fed 0 the cltch cover. oll passage, oll fiter ‘end crorkshaft, Another channel foods oil from the right crankcase cover tothe timing gear. ‘com gecr, engagement of dite ger and primary civen gecr. Another channel tokes oll 10 the cylinder, cylinder heod and cinder heod cover before It retumns 10 the crankcase thovch ‘ll holes in the cylinder head ond cylinder. (Fig. 3-28) F. Disassembling 1. Remove dynamo stator ot described ia 3.4 BS, 2 Remove Simm philips screw and oil punp con be removed from left crankcase. G. Assembling 1. Fi the hole of oll pune ctive gear shaft to the cam shaft dowel pin ond oftoch the cll pump side cover. 2 Place oi! pump criven gear in postion ond ft cll pump body. 3, nttal dynamo stator ond left cronkeare cover os described in 3-4 C.23 Fig. 3. 27 Possoge of cont (Please color the posioge with © color Pencl etc) © Ot we eves ow or pmo a B16 one Fig. 3. 2524 2 ENGINE “5 RIGHT CRANKCASE COVER ‘A. Construction The diecast obminum ofoy right craskcate cover has oil inside at the some level os in the crankcase end 's equipped with on oil level gouge. ‘An oll pasioge for supplying ubrcation oil from the oll pump through the crankcase to the cylinder ead, gecr engagements, chich cover and crankshaft Is provided. ‘A drain plug Is installed In tho lower fron! part of the cover. Construction and Operation of Clutch [A ditch 1s lected between the engine ond ttensnision 1o tnt power or breck th ower Insmission as seeded for changing speeds. starting engin, etc. Inport? points ore the degree of engagement perlacon. oblty 19 disengage complealy. smootiness of enga- goment and disengagement, lock of crag when dsengoged and lock of slppave when enoaged. hore re several types of chtches sich os cone, contfige sngle-plat, meti-piote. tc These oro farther clotted into we! type and cy type, with the foxner having the vojsoquo> ey sUEBO adoys AD UL PRIMO OX SOMA 194 PUD ‘MORO Om ‘se20}28 Bu1s0INGD wo oy Jo Lom pORIOD) BUWeAD: “sx UME eu punow e010! Koy iO4i OF UOD Oy JO UY [818 eu YIM AYO>UBEDKE PownoN Om ‘224 4 YoUIOW 204 fooIdDO. OHH YOU LOD AY JO LOHO AIO! OY LOALGD O1 YOK PO ercoRIDD ay Aa pepodkhs om soy oy, —Bupud Aq Poy) PUD PO} IoOy 9.0 Seno pn Sui20}ve0 weD Oy PUD YB UX UOR'ED YOY JO EpOU OH SIOH) ON!OA ox {20U60 Wo%} 10} # HRUKSTIPO UD Ys 8ous "WED BY. JO OAND POYFIND OH UO {101 OUDUAP ay) U>YM e2100999 13009 BY OL PalsnpO eq isu ssUDICe:> eds; ‘emu puo POL WeAeWd OL Pay st Mor out 910499 @8U0/ eIgoIEPHUED JO SuNNYE OAD {yy YPOYF-IHD UO soy WDD Oy (we-e ‘B1g) “dund jo ou sone 4 eu vo ud gL xSZ ¥ “OUD! LOND Z + | © © vORID “pals 1 pura “3968 Bush oy S960812 uD pUE ov9 O1 POND 51 e004 Poy B10 YOY PLO UOD SY PLO UO 4509 eIGDOIOU JO epOW s1 YOY UO? Oy AIBA PUD SIOLITT CAPA ‘HOYS OD Jo VONIOnNSHOD ANION] © 8%3.5 RIGHT CRANKCASE COVER 29 Fig 335 stration of cam and volve operation30. «. 3 ENGINE Disassembling 1. Remove clutch ossenbly os described in 9-5 C. 2. Detoch oil pie. 3. Remove com goer ond com shaft together, ofter setting the piston at top dead center. 4. The com gear con be token from the cam shaft by lootening the 6mm com geor retiring bot Assembling 1. Fit com goar 10 com shaft ond tighton bolt 2 Motch the punch marks ond instal com shot. (Fig. 9-3 ‘CAUTION 12 Incorrect assembling of the cam shaft will provest the eagine from taring, ca1s> piston to hit the valves or couse erratic ruming, 0 take care to axsomble the com shaft correctly. 1b. As the cam shoft alto drives the oil pump, check to see that it couples with the pump properly. 3. Atach olf pipe. 4 Assemble cltch ot described in 3-5 5. Adjust toppet cleoronce, Wiefer 10 9-9) Shift’ Mechoniaen ‘The shift mechanism uses 0 combination of linear and rotery motions. When the goor change peda Is depressed, the gear shift shaft is rotated. (Fig. 3-39) The goor shift arm causes the chum to rotate by pushing against the crum pin attached 10 the gear shift rum at the tip of its pawl, A shift fork i fied to the shift chum by the tio of the shit fod ide pin fiting into two grooves in the mid pottion of the dum Rotation of the drum moves the shift fork 10 tho right oF loft, moving the sifter ond shifting the gears A geor {ifs return spring roke the change pedal 1 ie eviginal position.3.5 RIGHT CRANKCASE COVER, __ 31 oar shift retary spring ‘eer churge ud Fig. 3.98 Shift mechanism"aS-€ U1 Poqustep 10 J0n02 eso>NDD HB PLO AIqUOSD LDP Hyg “e068 uaAIp ypu, puo vowed U weddow un YE 0 Z (ere 1g) w0q sou my Oude unser ae eys sys 2or oF speip orp pu tm yi uneYE sLBd Sony) oy! Jo WOUEAEE OY PoP ‘BUIRWeRD UAHA Nounv> {ETS-E M POALDIEP 194 YOY exPEDoHE oBIONe: oy UF YO YIYE 4006 OqWOSSY “| Buyquorty Pencwo: oq Lod WEKOIPOL YRS CYL (Ip-E “Bly) “WSOP ou UL OLD oy hq UNO so PHMID| UP YNYs 060 nd FLO eddoKS UN YE eroueY “E “Vous oq Yoo uRKENDeW YS 4088 VERY AzcuNAd pu doo URN] enOWOY —Z DS-E 4 PeqUDKep s0 woIND enoWoY “| Suyquessong ” on aNioNna © ceFig. 8.41 Checking the motions of three points lier ostenbing goer shift spindle34 ENGINE 3-6 CRANKSHAFT AND CONNECTING ROD AL Construction ‘Tho right ond left crankshfts ere made of carbon steel and ore fitted to 2 crank pin mode of rickol-chrome-molybderum steel, The carkshaft is spported by ball bearings of wo points. [A tiring goer éiving the cam shaft is strrk-fited on the right crankshaft. Tho comecting rod tronsats the reciprocating motion of the piston to the crank pin and thus 10 rotary motion of the crankshaft, The rod is made of chrome-molybderum stool and hos @ H.tection shape, No buthingt are used at clther end. The big ond is fished by grinding ond contoins 2.5% 8.5 mm rollers hold in @ strong ahmieum alloy retainer. 3. Disossombling 1, Remove eyfinder head cover and cylinder heod as described in 3-28. Remove cyfin- doe ot described in 3-38. 2. Remove com shaft as descrbed In 3-5G ond remove gecr shift shaft os described in 3-54, 3. Remove dynamo stotor ond rotor os deserbed 3.4.8, 4. Place the crankcase with the loft side down ond seperate the two sides by removing the 6mm philips screws jolring the two parts of the crankcase. 5. Remove crankshaft assembly and piston from left half of cronkcose. 6. Remove timing gear of shown ia Fig. 9-44. Assombling 1. beso timing gecr- ‘cAUTION When driving i ting gear, support the center of the crankshaft by hand or with a ia 10 keep the crakshalt in alignment. 2. Install crankshaft assembly in lft half of crease. 3. Fit right crankcase 10 left cronkcaso with & mm philips screws. caurion Be sure that both valve Bers ere in petition befere fiting right side of crankcase. 4. lestall goar shift shaft ond primary driven gear as described in 3-5K and install com shaft, chtch and right crankcase cover os doserbed in 3-5 H. 5. lestall dynamo rotor and stator and right cronkease cover os described tn 3-4C. 6 Fit cylinder os described in 3-3. ond cylinder hood ond cylinder heod cover os described in 3-2,35 Ro, 3.6 CRANKSHAFT AND CONNEKTINGFig. 3. 44 Driving fining gecr to postion36 3 ENGINE 3-7 TRANSMISSION . A ‘Construction ‘The trarnission transfers power from the engine to the clive sprocket and changes the toraie by moans of engaging gears having different numbers of teeth. AS shown ia Fig. 3-46, when the ceiving gear Is small and tha chive gor is large, the number of rotations of the crven shoft is small ond a lager torque is tronsnitied. The rotio of teeth in engng- Ing goer is termed the “redvetion ratio”. Fig, 3-47 shows the rember of teeth in each (0 of the Honda 90 tronsnisson, There ore two types of gecring generally used for motorcycles, the selective side type ond the constant mesh type. nthe selective side type. the oar shift fork sides a shift gocr to engage with different gecrs ond chonge the reduction ratio. la the consant meth system, pats of gport ore always engaged ond permited to rotote freely, ond by ‘ction of the gocr sift mechanism differnt pots of goats ore bound 10 the driven shaft, bicining diffrent redsction ratios Tre Honda 90 utlizes © 4-speed constont mesh transmission which tansnits tho ouput (OF the engine into power for acceleration and hill cinbing. The si transmission goers mounted on the main shaft ond countershatt ore fied by lines ia the rotating drection ond set rings in the oxlol direction. Operation low Grorkshoft power is transmitted 10 the primary driven geor through the clutch. The chiven gear Is spine-comected 10 the transmission main shalt ond power |S wonsfered 10 the countershaft low gear from the main shoft. The countershaft low gear rotates frealy ‘but when the spline-comected couterthal! second gear is sifted by the goor shift fork towards the low gear the second gear dowel fits into the dowel hele on the fow gear ‘ond binds the low gear to the countershaft trough the second goor ard power is ansmitted to the drive sprocket fited on the Jolt ead of the courtershaft3.7 TRANSMISSION. 37 Fig. 3.47 Low38. 3 ENGINE . Second ‘The spline-conected main shaft thid geor Is shifted toward the second gear and the third gear ard second gear pawl bind them together. Power transmitted to the main shaft bby the dtiven gonr is trnsnitted through the third gecr to the second gecr which is engo- ‘ed with the spine-comected second gear and power is transmitted by the countershoft 10 the drive sprocket. Third The spline-coneted countershalt second gear is moved by the shifter toward the coun- terolt third gear ond they ore engaged by dog teoth. As tho fied main shoft third gear 1s engoged with the countersholt third gear, power transferred 10 the main shaft by the Primary dtiven gear is transmitted by the main shaft third geor to the courershalt third gear fond from i through the counershaf second gear to the coumtershaft ond tho ceive sprocket. Top The spline-connected main shaft third gear 1s shifted toward the main shaft top goor ond ‘engages with @ dowel 30 power transmitted 10 the main shaft by the primary pinion gear |s tronsfered through the third gear ond top gear to the counershaft ond chive sprocket. Neutral ‘Without any gears dowal-ftted together, the main shaft power is wonsfered fo coum tershaft low ond thie gears which rotate freely and power it not transnilted 10 the cou- tershatFe. 3.50 Top40. 3 ENGINE Kick Starter The Kick storier pinion engages with the transmission low goor*and by ullizing the Imensnission geors kicking is easy and does not require much force. As shown in Fig. 3-58, when the kick stoler shaft Is rotated by the Kicking action the serrated kick starter ratchet flange Is rotated simllonecusly ond the pow! of the kick starter rotchet flange sides down from the kick slerter guide ond ie pushed against the kick starter pinion groove by the pawl spring, Power is transfered from the kek starter pinion 10 the countershaft low gear When tho kick sterter Is not depressed or the lick starter pedal is released ofter Hek- ing, the Hick storter rotchet longo is pushed bock by the lick steer spring af shown in Fig. 3-54. The pawl rests on the kick storter ratchet guide ond the Lick strtor pinion Is freed. Fig. 3-55 shows tho operation of goors from the cronkshaft, D. Disossembling 1, Remove right crankcase os descibed in 3-68, The transmission con be seen. 2. Tcke out the Kick starter shaft 3. Tcke ow 19 mm rubber plig in lft cronkcose, remove 6:mm philips screws ond remove ive sprociet os described i 3-4. The main sholt, countersholt ond gear shift drum can be removed in one wnt. 4. Flatten the sift fork pin lock wosher ond remove gear shift fork guide pin. Geor shift fork con be remaved from goat shift drum. Assembling |. When assembling traniistion geors, care must be token to fit the gears properly with sline-conected gears propedy fited. Be sure to insert thust woshers for cears which ‘ere bound in axial direction. Check to make sixe the goors rotate freely ofter ossembiing. 2. Fi oar shift fork 10 gear sift crum. attach gear shift fork guide pin ond fold up the lock washer corofuly. 3. install the trasmission main shall, courtershalt and gear shift chum in the cronkcose in ‘one unit. Be Sie 10 place 141mm thrust washers in postion. 4. tnstall Kick sorter shaft ). it right cxorkcose, tighten 6 mm philips screws ond insert 19 mm rubber plug. 6. Install dynamo roter and stoter, ft left crankcase cover and dive sprocket os described in 4c 7. tnstall com shaft, gear shift shalt, primary driven gocr, clutch ond right crankcase cover fs described in 3-5H ond 3-51. ‘8. Fit cylinder os described in 3-3C and cylinder hood and cylinder head cover of des- cribed in 3-2C.Driving sprocket | ott tid ew. |42. 3 ENGINE 3-8 CRANKCASE A Construction ‘The dle cast ohminum iloy cxorkease which olto contains the tronlssion gears con be split Into right ond ‘elt hover ‘Stud bolts for fiting the cyinder. cylinder head and cylinder hood cover are provided Cn tho front part of both right ond left crantcases. A breather chamber Is provided in the front upper section and with is labyrinth, pressure inside the cronkcase Is discharged trough the right crankcase. ‘An ll strainer is fited in the front lower section of the right crankcase. Discssombling Separate the right crankcase from the left crankcase as described in 3-7 D, leaving the Cll siainer ond shift rotuen spring insilled In the right crankcase and tho oll pump and neu trol switch contact in the loft crankcase, Assembling 1. Proce crankshaft assembly in loft cronkcase. ‘CAUTION [New goskets must be esed eoth tine the engine is dsosembled Operation of Breather The inside of the crankcase is abject to presse fuctctions de 10 the reciprocating ‘motion of the piston. ft also fils with combustion gos lecked around the piston ond other 2050s generated by high temperatires. Contamination and deterioration of ication of Is hastened ond the oil is Hable 10 tack from joints because of the intemal presare in the crontcose. The trecther is provided to discharge these gases and releave the pressire.in- Sco the crorkease. ‘As shown in Fig. 3-58, the brecther is located in the front upper sections of the right ‘and left crorkcoses ond cischorges through labyrinth trouth the right crarkcose,oe uyFig. 3. 57. Breether chonber44. 3. ENGINE 3-9 INSPECTIONS AND ADJUSTMENTS A. Adusting Tappets Toppat clearance hos © melor offect on the timing of the opening and closing of the, volver ond the running of the engine. A rolted toppe! con keep 0 valve from closing com- pletely releasing pressxe in the combustion chamber ond preventing the engine from fring, (On the other hand, f the topper clearance it 100 large, tappet noises become loud. Since toppet clearance is closely reloted 10 tho output of the engine, offects low speed running ‘and noite, speciol core must be token to keep the teppets adksted correctly. How to Adust 1. Remove topper odbsting hole cap. 2. Remove contact brecker cover 3. Match the dynamo roter “7” mark wih the mak on the dynamo stator wih the piston at top decd center ond check toppet cleararce. 4. Correct cleorance when the engine is cold is 0.05 mm, 5. If the clearance Is incorect, loosen the odhsting ut with tappet adsting wrench ond toppat lock wrench end adjust th clearance with the axiusing screve. caurion The edjitment may be changed when tightening the edsting mm 20 recheck the toppet cleoronce carefully ofr tighteig the mut. Adjusting Ignition Timing Even if compression ond valve timing Is correct, the engine comot perform propery if the igrition ting Is not correct. Early or tate ignition timing con cause overheating, bock- fre ond ther Wevbles. The contact brocker contols electricity flow to the primary coll ond by breaking it Induces high voltage in the secondary coll, The contact pons ore the vital part of tho Contact becker and the color of their contact surfaces will fel the condition of the engine. follows : Frey oe oessNorme Yollow .....Gesifection of cil must be taking place or oll is contomincting polat srloces Be ....---.High heat de to trouble In condenser, ole. “The contact polns wea litle by lie diting operation lf the pot gap becomes Incorrect or wrong tining is caused it will adversely affect the engine performance. IIs necessary 10 check the points periodically.2.9 INSPECTIONS AND ADJUSTMENTS. Fig. 3.58 45ENGINE How to Adjust ’ 1. Remove contact brecker cover. 2 Motch the dynamo rotor “F” mark with the mark on the dynam stator. 3. Tum dynamo rotor sligity 10 open contact points and check point sxfaces. if contact surfaces cre rough or burned, Polish the sufaces witha spacial fle or on oilsion ond then cleen with gasoline or clearing solvent. if the surfaces cratoo rough. the points mest be replaced, caution Je sure not to leave any oll on the surface of the contact points. 4. Maximum point gop is 0.9-0.4 mn ‘When gap is too large... tion for high speeds is lowered. Contact points must be replaced when the Gap s less than 0.2mm or more than 0.5 mm 6. Coneet ignition timing is for points 10 open jus! alter “P” mark passes the dynamo stator mark. This adlsiment cannot be made visually, 50 use @ proper tester. 7. Wire the timing tester os shown in Fig. 9-63 ond turn on the combination switch ond taste switch 8. Tum the dynamo rotor in @ forward direction slowly ond oxfust the timing £0 that the fester lomp tens on fst at the moment the “F” mark passes the stator mak To adh, loosen screw “tb” in Fig. 3+61 ond move the bose. When igition timing is 100 fote......Move bose 10 right. When ignition tining if 100 early......MOve base 10 loft 10. Tighten the screw after adjusting. cAUTION ‘Adjustment may change sligily when the screw is tightend, 40 recheck the timing coreflly.3.9 INSPECTIONS AND ADJUSTMENTS. 7 Point fle Fig. 3.61-A Contoct point fe ond oilstone Fig. 3.62 Mecnuing ignition timing Contact point Ol stone yi Fig. 3.61-8. Polithing contact point Fig. 3.63,48 a ENGINE HONDA TRAIL 90 MODEL CT-200 CLUTCH ‘The chtch is istolled between the engine ond the tronsmisson. The fonction of the cltch is {0 provide 4 means of comecting ond discomnecting the engine end the wansmission while the ‘engine is raing, Mony types of cliches ore ih use; cone, contifugst, single-cisc, ore muiti-dise cliches ora sed on motorcycles ond automobiles. Clutches which work In on olf bath cre termed wer type, those which do no!, ere termed dry type. For smooth operation when starting or shifting geors, the clutch must engage and dlsengage Properly. Chtch slippage and drog must be checked and properly adjusted for smooth, postive ‘operation of @ motorcycle. Tho HONDA CT-200 clutch is @ wet type, misc, contrifugal, avtomatic chitch. The chtch seperated cutomatically by the gear shift Inkoge whon the gears ae shifted, ‘The chtch on the HONDA CT-200 consists of thee parts. Refer t0 the drawing for location of mumbered parts. 1. CLUTCH CENTER AND DRIVE GEAR [As the Kickstoter is depressed, the force & tronnitted through the transmission and DRIVE GEAR (10) is rototed. The CLUTCY CENTER (11) 5 pulled, by the action of the screw-spfine on the CLUTCH CENTER GUDE (22), 9 the direction of arow A Tho ‘Gch is engaged and the engine crankshatt is rotated, ‘Once started ; the engine tums at a low RPM, the centifugal force is sal, ond the ctch disengages. 2. CENTRIFUGAL PARTS AND CLUTCH FREE SPRINGS The outstanding feature of the CT-200 chtch is thot four weights ere ured, In place Cf the rolers used cn previovs models. 10 operote the unit. ‘AS the engine RPM is increased. the CLUTCH WEGHTS (19) move in the direction of row B. Tho weights pivot on the CLUTCH WEIGHT CENTER RING 191 the Contrifupal force is exerted on CLUTCH PLATE A (20, which in tum engages the cht, ‘When the engine is running, contrifugal force Is generated which acts on the weghts tending 10 engage the hich A comerforco Is needed 1 resist the force of the weights ot low engine speed. The CLUTCH FREE SRNGS (7) perform this function, White the engine wens a low RPM, the tersion of the chitch free saings in egal 10 or ‘reater the the force of the weights, ond the clich remcins disengaged. ‘At 3,000 RPM, the force exerted by the woights exceeds that of the btch fr serings. end the clutch engages. The presse of the clutch weights against clitch plato ‘A increases proportionately with the engine speed. ‘At 4,200 58M, the travel of tho clutch weights Is Umited by the CLUTCH WEGHT3.10 SUPPLEMENT 49 Clutch free sari a7) Clutch center; Clutch plate A(20) x Clutch weight slepper ring(8) Clutch damper spring (16) 5x8mm phillips screw(14) Clutch weight center ring (9 Clutch center? ‘Sensis Clutch outer (78) cunt (13) Gear shifting spindle(12) Clutch operation Transmission torque Clutch starts engaging “4,200rpn Crankshaft rpm50. 3. 3. ENGINE STOPPER RING 16). As engine speed is ncroased cbove 4,200 RPM, the prassire exerted by the weighs romsins conto. At shy lower then 4, 200 RPM tho force of the weighs eata tho terson of the CLUTCH SPRINGS (171 10 proven excoss sess from being loaded onto the chich pltes Engine torque end the operation of the contifugal clich ere shown, inthe chor. CLUTCH OUTER AND DRIVE PLATE ‘The DRIVE PLATE (21), which is spined to the cronkshaf, it 0 bosle part of the chitch ‘mechanism. The CLUTCH OUTER (18) is connected to the drive plate by the fou 5x8 1mm PHILLIPS SCREWS (14) which hold the citch springs. ‘When the gear shift pedal Is moved, the clutch outer Is pushed, through the action of the CLUTCH LEVER (13) ond the CAM PLATE (75), in the direction of errow C. and the Clutch Is disengaged. The clutch con be disengaged by siher veword or downward ‘movement of the chich lever, os indicated by crow D. The chich is cutomotically disengaged ct all times when the gears are shifted, 50 thot gear shifts will be mode smoothly, ‘The CLUTCH DAMPER SERNIGS (14) prevent vibration ond noise wich ross from tho utch cuter tring, The tolerances for the three springs used in tho CT-200 chich are given below. Inspect the springs in the some manner as when measuring valve springs. TENSION ut REMARKS, 12.4-13.0kd When length if ass 127.4-28.6 | then 12.0 men ot ts) | reaited tension place when lint is reached 4.34.7 kg | When longth is loss (0.9-1.0 | thon 11.5 mm ot bbs) | required tension Replace when fit 1s reached Replace when free Yegth reaches. init 18.5 mm