19°51 SINGLE CYLINDER MOTOR CYCLES LONDON, S.E.A8 + ENGLAND Biaiius EDITION CHS1951 A*J°S MODELS 350 MODEL 16M RIGID FRAME, 350 MODEL 16MS SPRING FRAME 951 350 MODEL 16MC COMPETITION RIGID FRAME. tort and 18 380 MODEL 16MCS COMPETITION SPRING FRAME 500 MODEL 18 RIGID FRAME. 500 MODEL 18S SPRING FRAME. 500 MODEL 18C COMPETITION RIGID FRAME 500 MODEL 18CS COMPETITION SPRING FRAME st SPRING 16MS and 185 350 — Bore 69 mm. Stroke 93 mm. Capacity 347 ce, 500 — Bore 82'5mm. Stroke 93 mm, Capacity 498 co. —INTRODUCTION — I Motorcycling is one of the most economical and pleaturable modes of transport. It is our sincere wish that every “A.J.S” owner should obtain, from his mount, the service, comfort and innumerable : W951 Of low-cost travel that we have earnestly endeavoured to build into it. RIGID However, ie must be remembered that, although «mater rete is of sinpie COMPETITION design and construction, iti nevertheless, a highly specialised plece of T6MC and 18C ‘engineering. Io consequence, It must be intelligently and efficiently maintained in order to provide unfaling reliability. In this book are non-technical instructions for carrying out al the mainten- lance operations likly to be called for in strenuous service and illustrations are provided to asst. Neglect to make essential adjustments, only casual attention to lubrication and the lack of periodies! maintenance attention will soon neutralise the best efforts ofthe designers and may bring needless trouble to the owner. We are always plessed to give “A.J.S" owners the full benefit ‘of our wide experience in matters relating to motor cycles of our manus facture and elsewhere will be found dexails of the particulars that should be given us when making such an enquiry. COMPETITION 1OMCS and 18CS A.J. MOTOR CYCLESDATA Hdeneity sisiec uae, on ihe and side (sow the sade) Sole Mages em. enero) (294 0) 500 ¢€ Modes mm. epprox) in) Sapa on warn of Number of Cylinders (tl mode) Stoke Ai Modi mo Encne cars, i cbc canara” "3 Wels 51/16, 5/16MS, 51/16 an 8116MCS—3e7 Soo Moder 31/18. 1/185," S1/18C) and 5/1805 —98 Brake Liners Thine Rae Quan of end 4m fie in din A Qperteaey) — o1oeo 6.2) Brake liner rivets ameter Langeh Mert Type vat ue ts, tin Bh Copper Tabular Tamara oct we — gaauts ro) Capacities Fron fork (eth sda) Tereee fear leg en en Bee Feel ant (etd and Sprig te) ai eee Feel ant (Compeion) (oR re Carburetter Te TOARVIAR ayia info se (no ar fear ees) 30 wee in ocsie tr ed), 0 to Thro valve size on ay ‘Chain whip (all models) Testes Tie th. ithe ear On whip on Spring Frame Mol 4 Chains ‘Atvied medal (ostne) Kaine on Botte Dynan me S ‘Compression ratios Gear box ratios Compatison ii) heaarte hee tetas ‘Compecon Goring teas tere Veta Gear ratios (models 16M-16MS-18-185) Beat Miser beet Geol Gear ratios (models 16MC-18C) tach t Gael ame! ‘Beandard Slo sprit for Mots 186. ‘to Hopes lucose<7 ‘eof‘atlon (models 16MCS and 18CS) ‘Spokes (350 and 500 rigid and spring frame models) Gar Ni Ak “sini Me AC Laem NRL nck an tomes es " Agnition (sparking plug) Lighting (dynamo) (Dowbe lamers ary Pistons Piston rings Stole (ath ener sien) fant tenner Torte UHM ae a Tae cae efOacumty nt Peo Tw! Tel oa From tealde cued exe Shim 3 —ONOIO GTXHSH) met Pei ici Sule tote Sem San BA Bt oy” fel RP Gres te sent! Bch apaten eet are eee tateroul few rights Sued 7x9, 20 SHO OSEEN, ‘Spokes (250 and 500 Competition models) oaion Tree Gauge _ ont Quansey neo omen ORR ok Shin, omnis ear, ees Baud 6 Shin ye OnE GERHSI) basis fee fo dtm mraeaes peer eee Number Chain Chal pare vane} 16 in. 305 in, 14016 ‘Gench oH te Car Cetpeiin srng Frame Gur toe 2 HE Ra es mvesen’cone cares te Sit tte ESmptnen sor es Valve timing pinion cna tread in by 26 reas prin Lf hand ehrend, Par number dO (STD) Weigne Who machine with omer as sengecn a =e ete 2 ‘Wheels (bearing end ply)0 @ ° o © © ” © ° (19) i) 2) (3) “4 as) 19) 7) CONTROLS Throtsle twist On right handlebar, Twist inwards to open. When faly closed engine id just idle when hot. ‘Air lever. Small lover on right handlebar, Pull Inards to increase air supp fo'carburctcer“Once set when engine has warmed up, requires no aleerson {diferent road speeds. Should be fully closed when starting engine from cold Ignition lever. Small lever on lef handlebar. Advances and rotards ignition point, Pull lnwards to advance on touring models (retard on competition models). Retard two-fifths of total movement for starting. Yalve iar tver Smal over ceo ue overex le om Sea etetsing comprenion In combustion chamber enabling engine be euly feted for farting, "Ako sed for stopping engine i thfotle stop set as Sévted above Clutch lever. Large lever on left handlebar. Grip to release clutch so that rive to rear wheel disconnected. "Used when moving away from a standstill fnd when changing ge Front brake lever. Large lever on right handlebar. Grip to operate front ‘wheel brake and, for normal braking, ase In conjunetion with rear brake application. Rear brake lever. Pe close to lf side fot rest. Depress with lef foot 0 ey ea rake” Appi gn and tae ering presto m the ron speed Gear change lever. Peds in horizontal position clote to right foot rest. Con: fats selection of the four specds, oF ration, beeween engine and rear wheel Fevchtions, witha freee” or meray postion. “Ses lustration 3. Kickestarter teva foarte eng Lighting switeh. In top of head lamp. has three peskions: () HOFF” Lampe not on. @)L" —Pilot bulb in headlamp and reer lamp snd speedometer mp on. (0) “H" Head and rear lamp and speedometer lamp on. Ammeter. In top of head lamp. Indicates flow of electric current, in, or out, of battery. ("Charge " or “ Discharge.”) Vertial pedal on right hand side of gear box. Operated Controls lamps by a rotating lever which Horn switch. Press switch on right handlebar. Depress button to sound horn. Gear box filler cap. Located on top edge of kickstarter ate cover. Allows Iteortion of lbrian® and acces to cure inner wire Footrest for rider. One located eath side of machine. Petrol tank filler cap. Located in top of fuel tank. To release, slightly depress, turn fully to the fle, and then ifeaway. There are two locking postions, The Imiddle position, between the fully tightened down and “life away "postions, {Bin the nature of a safety " device fo prevent loss that might be dccasioned by Unauthorised meddling. Ol tank filler cap. Located on top edge of cll tank. The construction and ‘Operation fs exciy asthe petrol tank filer ap. ipping switch. Trigger switch on left handlebar. Used co select nort ipped *"beam of head lamp when main lighting switch levers In the position. (The head lamp bulb has ewo Mlaments.) not bind tte made tothe resr brake pedal make certain the brake does not bind Many ajo “io! is not excessive free pedal movement before the brake comes and also see there REMOVE 10. ADD HYDRAULIC FLUID Loaumerer LIGHTING cure SMH FRONT BRE © ° LEVER @ ge 6 VE LEVER os go VALVE LIFTER “PETROL TANKS THROTTLE LEVER FILLER CAN TWIST GRP lL TANK uke ca gf (FR GEAR CHANGE PEDAL ® ‘OOTREST GEAR ba FILLER CF Iiustration | Showing Controls sit on the saddle and become familiar with the position and re sing the machine, pad S the Pay particular attention to the gear positions. ‘operation of the various controls.DRIVING ‘At the time of publishing this instruction book only one grade of motor fuel (Poo! Spirit ison sale, but it may be that soon the various grades of pro-war petra wil again be ral, 251e when the wel best gua ol le retammended beatae te ama amount of conomy that mighe be considered to acerde by using the cheaper grade ls more than ‘ofser by the advantages ovtined by sing only Number One pales " FUEL FUEL SUPPLY ‘Two fuel feed taps are situated underneath the rear end of the petrol tank. (One each fide.) Both must be shut off when the machine Is lft staging for more than 8 few Pasgatuerarat eet Tope teh tn ret gue) rma, only we the ap on the sgh hand sd of he aching and then the other side il ct a a reserve supp. AtsnysTetudl s soon a pone oka being fee fo cll upon the reserve, and then, at once else the “reserve aps ne Ore {ew be noted that, by fitting ewo petrol feed tap, iis posible to remove the petro tank from the machine without the hecesity of fr draining Ie otek Se POO! Aus the, Kick-STARTER ‘QUADRANT. Bis tHe, KiCK=STARTER RATCHET Pinions ISTHE cap TWAT MUST BE BRIDGED By A Stow Gente MOVEMENT OF “The Kew stare Guin eerore He QUADRANT ‘Rencaces wink —THEPINON'B! 7X? erie micn, STARTER SIOP, Mustration 2 Kickstarter quadrant and ratchet pinion 10 sagreten ee ee ererenemeene ar neem ra ep STARTING THE ENGINE (@) ‘See that there is sufcient fuel in the petrol tank. () See that there is sufficient ol in the oil tank, (@) See thatthe gear pedal sin the neutral postion. (2) Push inward che hexagonal end of offside petrol tap slide. {@) See that the air control lever is in the fully closed position. 1 fay seh on adn sk con reo (e) Open he trol not more thn onesbahof the total movment fe Ewe &) Sap pen pe xara Fn amber a Oa ee er retiree Schrca tnt obec amg fee oe re ir ny apc caine esd) Depress the kickstartr until compression i fle then raise the valve titer lever 2 and ease the ‘engine just over compression. Then, after allowing the kick-starter BRFSS fetuen early tots nornal poston, give ita long swinging Kick with the (ve closed tnd the engine should immediatly fire “The kicktarter mechanism must be allowed to engage propery before putting heavy TreuskeGn te hick tarier crane pedal pin. That means there are’ two definite areearSrave movements when operating th rechanism by depressing the crank “The first Is a slow and gentle movement which ends when itis felt the quadrant has Tngaged with che teeth On the ratchet pinion. (See llustration 2.) N ofl, \ 7) git _-& Rowe artration 3 ‘sovnARDS ‘The frst slow and gentle movement is essential to avoid damage to the teeth of the Iickestarear quadrant fer the engine has started, slowly open the air lover unl ie runs evenly. Then set Ne otue tha the engines running sea moderate speed (nether racing nor ticking aes ware Ups, While deg thi, check te ol euaton a detaled Sage 1 Fhe'machine can then be taken on the roade ° not race up the engine from cold and donot flood the carbureter to su TE oe a ha ext i ripping, Beease then, nthe even ofa backfire, there 2 Pisa of bch loose tral ining. "Ths cannot poly happen if she arate Suction are aretallyfllowed, bu, in the event ofa fre, ther wareake Tor pam. Hesely turn of ee petrol tap to isolate the man spb. oe itae ti ahr and tur aver the engine by operating the Kckstarter EEE When sutton wil extngueh she freSTOPPING THE ENGINE To stop the engine, close the throttle, ralse the valve ler lever and keep it raised uncll the engine has ceased to revolve ON THE ROAD Having started and warmed up the engine, take the machine off the stand, sc astride it free the clutch by pulling up the large lever on the lef bar and engage the lowest fear, Nese, slowly relaste the clutch lever and che machine wil commence to move forward. [Asie does this, the engine speed will tend to drop a ft picks Up the load so Mt wil be ‘necessary vo Increase slightly the throttle opening, bit by bit so keep the engine speed gently rising When well under way, disengage the clutth, slighty lose the throtle, engage second rare the clutch lever, then open Up the throttle to increase the speed of Repenc these opersions inorder co ngage third and top ears To engage a higher gear the pedals pressed downward with the toe anda lower gear cbeained by rising the pedi with the instep.” To engage fire gear from the neutral poniton, the peda i therefore raised. Alter each ped movement, itera SPrMgE Feture the pedal to its normal horizontal position ‘The pedal must be moved to the full extent of is travel when selecting a gear, either up of down. le must not be. stamped down or jabbed, but frmif and dccevely moved till ie stops, "A hallhearteg movement may not give fll engogement. Keep the fot ofthe fel when driving and between ach gear change beatles the lever can freely return to its normal central postion, the nexe gear cannot be engages, Final. fully advance the ignition and leave ein that position tinless eis necestry tO retard in ofder to ease the engine and 40 prevent pining” when pulling hard on a gradient, * , pone pane STOPPING THE MACHINE To stop the machine, close the throttle, declutch by lifting the large lever on the left handlebar, and gantiy apply Both brakes, inreasing the pressure on them as the roxd sed the mathine eeretees, Pace the gar change fst pal nthe nest! pshion and stop the engine Before leaving the machine, turn off the fuel supply. IMPORTANT NOTICE NEVER DRIVE AWAY AT HIGH SPEED WHEN STARTING A RUN WITH A COLD ENGINE. GIVE THE OIL A CHANCE TO WARM UP AND THIN OUT, PARTICULARLY WHEN THE MACHINE IS COLD. UNTIL THE OIL REACHES ITS_NORMAL RUNNING TEMPERATURE THE CIRCULATION 15 RESTRICTED. SEIZURES CAN BE AVOIDED BY TAKING THIS SIMPLE ESSENTIAL PRECAUTION. RUNNING IN Although itis customary to quote permitted maximum speeds ov the various gears during the pried ofrunmng i these te realy no gulde vo overarving tie cn eseseal thing fo avoid being the st of ang thrttle opesing. IW the precaution is taken of limiting the use of the throttle to about one-third of its ‘pening during the frst 1,000 mila, irrespective ofthe read speed, and whether on the evel or climbing, the necassary conditions for running in will have been observed, 2 nn me a er ermeemeent $e cil attention must be given, during the runsing in period, to euch deta at valve Spegal tention eeatpstorakey contact Breaker poles, and steering head bearings eee emer ea Syn nth hse hundred mls or so. Paricular ote must Be aap atusmant of veringhexd bearings whch rus ina sick condo, will cane aires Aer ths bedding down process has taken place, a Pe Sy etaa' wl probably only be necessary at lengthy intervals ‘After about 1,000 miles have been covered larger throttle openings may be gradually indulged in for shore bursts ony. sv machine trey it ac last 200 miles have been covered the owner ofa new machine i ongly pa es 2 os Mie te ear te mounts manu capsiies, Resa BEE ocSion lb amply repaid er. NOTES ON DRIVING after a second or ac fist the lest gear will no engage, release de latch ever anda Me ie he lee fer LT cobation may exist in a new machine, but i kends tO Grappa aerate we ays endeavour to make the movements of hand (onthe clutch) and foot (onthe gear Alga endenvoar oo posible, and remember, hall gear change, 2 say pressure pedal) simultaneous 3 Fria premure anould be malnained url the clutch uly of he for I destin at to noche fot pedal and then Feease che cut eve eed lig Reason wl be found sen comers free the clutch ei When scaly in maton aging gear and, with reasonable care, changes of gear the abe made without a sound So not unnecessarily race the engine or latin the clutch sufciently suddenly to cause Be me hesh ts spins Take 4 pee in making a smooth getaway en changing up toa higher gear 5 the clutch s freed the throttle should be slightly Wise URES Bagin sen yb edocs co any in sep wth the ger gar Tax es = changing down co lower gear ne throw should Be re somes ne peed is necesed fo keep instep with the lower gear ratio. Bo not slip the clutch to control the road speed. ns eteh ust only be used when starting trom a stags and ian changing goat The cla es on ae the engine, send of changing gsr or beheld out, thorderte "frecrwhed.” “he exhaust valve iter is NOT sed in normal driving on main and secondary roa THe. omat ee siowiy. suchas may occur in trafficor ona il, and the engine commences When traveling Toon necesary c0 change to a lower gear. Engine “knocking "or Te aa a harshness ine ransmason are symptoms of such abou and although rekcef somatiner be ound by rearing the gion, i gneal mueh fai Fane ce ol driver is able to sence such conditions and will make the change shares down, nofea reached the sage of distress, The gear box is proved to be before the engi ently full use should be made of the intermediate gears to {Horeless runing nd Smooth hill climbing Keep the fest clear of the brake and gear pedals when not actally using them and keep the hand off the cluteh lever when notin Use. Drive as much as possible on the throttle, making the minimum se of the brakes, en using the machine on Wet oF freay roads, 18 generally better to pply BOTH. hen wang the machine jen or hurl appicaion st ether brake only, ane such cefcons ay result nasi nal conditions, ci advsble to make a abi of always using both brakes tx Te unt soar bake and reserving te front bake for emerEeney. aCHECKING OIL CIRCULATION rovon made oboe he ll craton an adie to d hte If the filler cap on the oil tank is removed the bent over end of the oil return pif . be noticed some two Inches Blow the lvl ofthe her eap ore a the eersing cil an be seen running from i This check shouldbe wade immediatly ser sat the engine fom eald. This is becaute wile the engines satlonary ol rom pane afer afte ngn dan back mots rare upset ant ple the rer flow is very pose aa com.nsou Trt che eee Alon deranged the fete apparent at once byte ak fa tea neuro Imuseration 4 > Showing the oil tank with the felt filter in its eylindrical housing and the metal strainer mounted on the entry end of the feed pipe union, Also shows the direction of flow of cil from tank to engine and return flow from engine to tank via thesmall spout, located so that it can be inspected by removing the tank filler cap. An alr vent pipe is located in the back of the oil tank to ensure freedom from air-locks For the convenience of Owners, SPARES STOCKISTS are appointed for most districts. To save delay, and the delivery surcharge, customers are recommended to apply tp their nearest Agent or spares stockist. LUBRICANTS TO USE Efficient lubrication is of vital importance and It is false economy to use cheap oils and grewes, | | LUBRICATION We recommend the folowing lubriants to use in machines of our make \ Price’s Energol 60 (SAE-S0) Price's Energol 30 (GAE-30) Exsolube “ Racer (AES) Essolube 30 (GAE-30) Triple Shell (SAE-SO) Double shel GAE20) FOR GEAR BOX LUBRICATION (AES0) (SAE) GAE-60) (GAESO) (GAESO) Mobiteil D ‘Castrol Grand Prix Price's Energol 60 Essolube 50 : ‘Triple Shell FOR ENGINE LUBRICATION 7 SUMMER, WINTER Mobitoil D (GAE50) Mobitoit A GAE-20) Castrol “Grand Prix (SAE-60) Castrol XL (GAE30) | FOR HURALBBRICATION AND ALL FRAME PARTS USING GREASE ‘ Mobilgrease No.2 Castrolease Medium jelmotine FOR TELEDRAULIC FRONT FORKS AND TELEDRAULIC REAR LEGS GAE-20) (6AE-20) (GAE-20) GaE-20) GAE20) Mobifoil Arctic Castrolite Price's Energot 20 Essolube 20 Single Shell FOR REAR CHAINS ‘ Tallow Price’ Esso Grease Shell Retinax Gresse C.D. ‘When buying oils and greases iti advisable to specify the Brand as well 35 the gr wien, Sata tal profauticn, to buy only in sealed containers orfrom branded cabinets 5a ‘TANK FIXING BOLT owes irae e SLEEVE FOR FING OLT 01998 Hone 2% 7 ee TO REMOVE THE PETROL TANK Close both petrol tape and disconnect the petrol feed pipe from each tap. (Use two Spanners: one to hold the tap and the other to unscrew the union nut on the petrol pipe.) CCut the wire interlacing the four fixing bos. Unserew the tank fixing bolts and the tank is then free to be taken away. NOTE—The disposition of the various rubber and metal washers and tubular spacers Should be spechlly observed so that they may be correctly replaced. TO REPLACE THE PETROL TANK Proceed in reverse order to removal. Screw firmly home the four fixing bolts and {ncerace them, in pars, with 22 gauge copper wire, TO REMOVE THE ROCKER BOX Remove the petrol tank Remove the thrae nuts and fibre washers retaining the rocker box side cover and take way the cover Disconnect the oil pipe feeding cil to the rocker box. Turn over engine until both valves are completely closed. (On 500 c.c. model, remove engine steady bracket by removing bolt from frame clip and futs and washers from the rocker box belt extensions. Remove the nine bolts retaining rocker box to eylinder head. Disconnect vaive lifter eable. Tile upward the right hand side of rocker box and extract the two long pushrods. Lay these aside #0 they may bs idencfed and replaced In thelr original positon “The rocker box may then be lifted off TO REPLACE THE ROCKER BOX Carefully clean the top of cylinder head and lower face of rocker box. Revolve engine until both tappets are down, ie. the top dead centre of firing stroke Ly the composition jolneing’ washer on cylinder head. This must be fautiess. If necessary, renew Lay the racker box in postion then slightly raise the right hand side to allow the long push rods co be Inverted into thelr original respective positions. Insert all nine rocker box fxing bolts and note that the bolt with short head is in the Contre right hand position and on 500 c.. models the bolts with threaded extensions fre fited-one each side of the central shore head Bole. ‘Tighten each bolt in turn bit by bit until all ae flly home. (n 500 cc. models replace the engine steady stay. ‘Turn engine over several times to ensure parts have bedded home, Resfix valve liter cable, Resix rocker box oil pipe union nut using two spanners to ensure that the union Screwed into rocker box does not tr while the nut Is being tightened. ‘Cheek tappet clearances and re-set if necessary. aInspect rubber filet on rocker box side cover and renew if not perfect. Replace the side cover ensuring that a fibre washer is fitted under each of the three retaining mute Beware foe ghening thse mut, the joint beng made by the robber let excessive presture fs not necesssry Replace the petrol. tank. DECARBONISATION Instead ofthe usual stipulated mileage interval between periods of decarbonisation itis recommended that tht is undertaken only when the need for same Secomes apparent Becaae of excasive pining, low of por or general reduced perermance” When undertaken, unless ie i thought necessaty to ngpect the piston and rings the einer Sarre in ene lftundtrbed, “The vais sages in decrbonstion are dered below. TO REMOVE THE CYLINDER HEAD Remove ‘The petrol tank, ‘The sparking plug. ‘The rocker box. Remove the exhaust system by Remove nut, Remove nut, and washers, retaining silencer to Its stay, nd washers, retaining exhaust pipe to Is stay, Remove complete exhaust system, by pulling away from stays and then downwards, from the exhaust port in eylinder head." a 3 Remove carburetter by Unserew two carburetter retaining nuts. Take away carburettor and rest on saddle. The four bolts retaining cylinder head to barrel, and head is free to be taken away. ‘While doing this the puth Fod cover tubes will come away with the head. Ifthe sparking plug or cylinder head bolts resist removal, do not use force but brush paraffin round thelt heads and leave for a time to soak before making forther lore, TO REMOVE AND REPLACE THE VALVES Remove the cylinder head. ‘Accach the spacial valve spring compressing tool, Part No, 014605, to cylinder head with the two belts provided (Fart No. 010795), see Mistration 9; Then, compress the springs by serewing ine he reduced tips of which wil engage with the countersunk depressions on the valve spring colar. The spl collet can then be withdrawn Teaving the valve free. "To remove the compressor slsceen each of the tong bolts Ieee by itle in turn until ehey are clear of the valve spring top cap. [Altar removing the compressor tool the whole spring assembly can be lifted of, Fo ‘ensure accurate replacement ie wil be observed thatthe valve spring block to witch the prong ends of the hairpin valve springs are attached, is provided with a dowel pin which engages 2 hole in the valve guide boss, sy the two long bolts, » To replace valves -— ‘Afcer cleaning valve guide bores with rag amear each valve stem with clean olfand reverse procedure above. IMPORTANT NOTE -— for any reason valve springs are re- moved trom ther fixing Block Ie Important to see that upon replace: tment the spring with narrow spaced prongs s entered into the Block trom fhe chagfered end. lustration 9 valve spring compressor NOTE—The special valve spring comprestor tool is not part of the standard cool kt buts ‘obtained from any of our Gealers complete with bolts for attachment (Part Ro. 014605, Ie is essential thatthe collets are correctly located on the valve stom. It will be observed that the collet has two grooves machined In the bara and those ‘two grooves must register with the wo rings onthe valve stem fitted so that ‘tly Snel the grooves engages the ringed valvestem, damage wilalmost certainly Peau (0n350c.c the inlet valve head slarger in dlameter chan the exhaust. Therefore Inlet and exhaust valves are not interchangeable and no mistake can be made ‘when replacing same inthe cylindar head. ‘On 500 ce. bath vaive heads are identical in dimensions but are made of diferent materials.” Therefore, upon removal, valves should be faid aside so that they Imay be identified for refiting. In ease of doubt, see marking "Tn" or" Bx” fn top of stem above collet grooves. SPARES LIST epition cis price 2/6 Is THE APPROPRIATE LIST FOR THIS SERVICE MANUAL 2REMOVING CARBON DEPOSIT Do not use a sharp implement for removing carbon deposit from the interior of the ‘ylinder head and the piston crown. A blunt plece of soft brass will be found quite suitable and the use of such will obviate the ritk of making deep seratehes. Care it necessary to avoid damaging the valve teainge and In no iecmstances should. an abrasive material, such as emery, or emery cloth be sed for cleaning and polshing. ‘Showing flywheel in exploded form VALVE GRINDING Before commencing valve grinding, carefully examine the face of each valve and, an Heeindcabedeehc actuation rn. en fae ‘have suitable equipment for tna purpose.) Any attempt co remove Seep ple marke 9y grinding wil north Cause undue and undesirable widening ofthe seat ees i Asa rule, init valves require very lite attention and on ight application of ne grindin fart should be suffcion to rertore an even mate fmsh to bath valve face and seat ‘Fasexhaus valves may require two, even three, applications but, araleady mentioned, ‘xeessve grinding i Both unnecestary and harm : » | “The grinding is accomplished by smearing a tin layer of ine grinding paste (obtainable Tau for untatany gore) on he valve fate and then ster Inserting ce valve inthe hex, fart evelva,fofwarte and backwards, wile spying ihe finger pressure to the Mead, Facing the valve of les seat ang turning to-anotner postion ater every few movements {Gloves revive the vaive continuouriyin one divection) ‘When the abrasive ceases to bite, remové the valve and examine Its face, “The grinding may be considered to be satisfactorily completed when a continuous matt ring fs observed on both valve face and seat. [After grinding ll traces of abrative must be carefully washed off with petrol and a piece Gf rage moistened in petrol, should be polled through the bore of each valve guide to Femove any abrasive that may have encered. ‘A holéer for the valve, when grinding in the valve, can be supplied. The pare number fs ores, TO REPLACE THE CYLINDER HEAD Aoshi ited Between elder head and barrel. (Turing model cl). “The top ends of the push rod cover tubes have rubber gaskets between tubes and head, they ave push fit and metal washers are located between the top edges of the gaskets ane the cylinder head recesses. the cover tubes are pulled away from the head, the guskets wll probably remain In position in the head: It should be noted that a compression plate I standard fitment on all 500 c.c, machines. ‘A rubber gland ie fitted a¢ the bottom of each cover tube, Replace the eylinder head by : Careflly clean the top edge of the cylinder barrel and the under face of the cylinder ena. Fie the cover tubes, with their rubber gaskets and metal washers, into the cylinder head Place the cylinder head gizket in position on the top edge ofthe cylinder barrel Place a rubber gland round each tappet guide. Place the cylinder head in position Ensure each cylinder head securing bole has plain steel washer on it and then replace the bolts and engage each a few turns. aay sere down the ine ead securing bot in sr, Be by i I al ar ay “The sparking plug, but before dolng so it i desirable to cont thread with “Ol Dag” oF Sraphice paste co prevent seizure upon exe removal. The rocker box, carburetter, exhaust system, and the petrol tank. NOTE—If old gaskets are refitted they must bein an undamaged state otherwise new rut Be used. TO REMOVE THE CYLINDER BARREL AND PISTON Remo ‘The cylinder head. ‘The four nuts retalning cylinder barrel to crankease, Take away Cylinder barrel, (Ensure piston is not damaged In doing this. Steady piston with hand barrel te withdrawn.) Fill throat of crankcase with clean rag to prevent entry of foreign matter. 3Remo ‘Qne gudgcon pin crcl, Ics immaterial which circip ix removed Use special pliers Included fn tol ke, ° ca Gudgeon pin by pushing It aut of piston. ‘Take awiy piston, NOTE—The gudgeon isan easy sing Mt in both pston and connecting rod smalhend Rings may be removed from a piston by “ pesling off” with a kilo, or by introducing behind the rings three piece of thin steel spaced at 120° from each other and then siding of the rings” (Bo not serach the piston) TO REPLACE THE PISTON AND CYLINDER BARREL Al parts must be clean, Race rng on Paton. (Scrape fst thay the eo compresion) (On $00. model the top compression ringis chromium plated and is marked onone edge "op Smear gudgeon pin with engine oil Refit piston by + Ineroduce piton over connecting rod, so that sit In piston faces to the front of the Introduce gudgeon pin in piston and past tt through connecting rod smallend bush and Refi circlips. (Use spect! pliers). Use rotary action when bedding ci grooves and make sure each clip lies snugly in ks groove, "This is ensontialctherwise Eonsiderable damage wil Fes Take new cylinder base washer. Coat one side with laud joining compound and apply eto Cynder base, "Enure jointing does not choke any 6 the ender base ol Smear ender bore and piston with engine ol Space piston rings so thatthe gap are evenly spaced at 120° to each other. Remove rag from crankeate throat Fit barrel over piston. Ensure each plston ring is fully compressed into Its groove, Inturn as the barrel pases ver ies Pno” “ME Sally comp * Replace clindr barrel holding down nuts, screwing each down, In turn, bit by bi, il allare fully home, CAM CONTOUR {Qn the Manks ofthe cams are quietening curves which are very slight inclines from the busecirclestothefeecof the humps, rate Therefore, tis necesary to ensure the tappet ends are on the base circles when checking valve clearances and valve timing. TP * {efor this reason valve clearances must be checked when the piston isa the top ofits compression stroke, 3 which postion both tappets are well dear of the quiceing 2 VALVE TIMING Inlet valve timing Inet valve opens 82° before top dead centre. Inlet valve closes 63° after bottom dead centre. Exhaust valve timing Exhaust valve opens 65° before bottom dead centre. Exhaust valve closes 30° ater top dead centre. + Seepage 92 for porticulrs of special timing disc graduated in degrees.) lilustration 1 inlet Camshaft timing marks (Use mark “2 When choking the valve ining the spp lerances must be et to 016 ach x that the tappets may Be well clear of the quiecening curves ofthe camshafts, ‘The timing gears are marked to facilitate thelr replacement. To reset the valve timing, by using the marks on the gears, proceed as follows + Turn over the engine tll the mark on the small timing pinion (D in Istration 11) i In ine with the centre of the inlet (rer) camshaft bush. Insert the inlet camshafé 20 that the No. 2 mark on tis in mesh with the mark on the small timing pinion (©). Rotate the engine in a forward direction till ¢he mark on the small timing pinion (O Inillstration 12) isn ine with the centre af the exhaust (front) camshafe Bush, the exhaust camshaft so that the No.2 mark on itis in mesh timing pinion (OD). Iuetration 12 marks (Use mark “2 ‘he mark on the small Exhaust Camshaft timingTAPPET ADJUSTMENT ‘The top ends of che two long push rods have screwed extensions. ‘These are locked in position by nuts, thereby providing tappet adjustment. ‘The correct tappet clearances, on touring model, with valves closed and engine cald, i NIL (warm engine on competition models). This means the push rods should be free tenough to revolve and, atthe same time, there should be no appreciable up and down Phy. Prepare to adjust tappets by = Set piston to T.0.C. Remove the thre nts, and bre washers under them, reining tappet cover to rocker Takeaway cover. : ‘Adjust tappets on all 350 and 500 models by : With spanners, hold the sleeve C, either valve (llustration 13) and slacken lock nut B. Then sérew, in or out, the head A unel the clearance sae Tighten lock nut B and re-check the clearance. Ten other ave In hs ne, Mustration 13 A Tappet adjustment Final ‘Check adjustments so that, with no up and down movement the long push rods are free fo revolve when the valves are closed, Complete adjustment by + Replace rocker tappet cover taking care to replace the fibre wather that is under each Fetining nu ‘ ‘Do not over-tighten the nuts because the joint s made with a rubber filet and undue premure irnotnecesary NOTE—In normal conditions tappt adjustment should not be necessary more frequently ‘han sbout every five thousand miles or ater decarbonising an¢ grinding valves adjustment Is found necessary more frequently the cause should be investigated ‘The tappet rods are made of Light Alloy, and in manufactura, the sleeve marked C in ilseration 19 is tted to the bare rod and then the push sleeve and the red are threaded to take the adjusting serew marked A. le will consequently be sean chat, contrary to the practice when steel rods are used, It "i not possible to supply and Me sleave C to an existing Lighe alloy rod. CConsequenty for 1951 models, the Push Rod, bare’ will only be supplied for spares pporposes complete with sleeve C already fitted and thretded, 34 * TO RE-TIME THE IGNITION ‘The maximum advance is $* (29°). Have avaliable a stout screwdriver, or an old type tye lever with eurned up end, and a Piece of stout wire St” Tong. Peon Before setting the ignition ri point itis essential che magneto contact breaker points are correctly adjuster “Theratore always check these fist. Serious damage may resut from the igiton beng set too far advanced. (Cotsng ‘Check contact breaker points b Remove contact breaker cover. Check setting of contact breaker points, and, if necessary, re-set same, i point by Remove: ‘The sparcng plug high tension cable fcom plug. “The sparking plug. ‘The magneto chain casa cover. ‘The rocker box tappet cover: Unscrew, several turn, nut retaining magnetosprocketto camsha (Noneedtoremove nut). Lever off sprocket until i Is loose on the taper of the shaft, (Use stout serew-driver or old type tre lever) Turn over engine till both valves are closed. Insere rod through sparking plug hol foal piston, by rocking engine forwards or backwards til ei fle the piston ts at the top ofr stroke, he top of ies stroke. Mark rod flush with top face of sparking plug hole. Remove rod and measure J” above {he flusls ark ad record position on ede Place handlebar ignition control lever in fully advanced pos Replace rod in sparking plug hole. Slightly rotate ongine BACKWARDS until upper mark on rod is fush with top face ‘afSparking plug hole. (To rotate engine, engage top gear and turn back wheel by hand.) Rotate sprocket on magneto armature shaft In antnclockwise direction (as seen from sprocket end of magneto), tl the contact breaker points are just about to separate {To fina the exact moment for the commencement ofthe point separation, place 4 plece ‘of tise paper between the points and turn the armature shafe (by the sprocket an) Until the paper is ust released, and no more, upon a gentle pull.) Tighten nut on camshaft and ensure engine, and/or magneto shat, does not move in doing 50. Recheck the setting which must be 2° before top dead centre. (With the inion handlebar conéral lover Inthe fully advanced postion) ‘ - See page 92 for particulars of special timing disc graduated in degrees Replace Rocker box tappet cover, Contact breaker cover, Magneto chain case cover, Sparking plug (see note on page 37 re graphite on sparking plug thread), and Sparkling plug wire. 5 | |Iuseration 14 ‘The rotating oil pump plunger is here shown ps ‘drawn, cogether with the guide screw which registers in the plunger profiled groove, thereby providing the recipro- cating movement (Gr cour Mot Cyne") TO REMOVE AND REPLACE THE OIL PUMP PLUNGER Remove Lower end of rocker box ol fed pipe by unscrewing union nut. Both oll pump end caps. ‘Oil pump plunger guide serew with pin W (Oil pump plunger, by pushing at front ané extracting from rear end ofits housing. Replace by Reversing above procedure. (Gee illustration 14, No. % NOTE Remember there ls paper wather under each oll pump end cap and, when lng a tow paper water tate trot cap eure he al pusge in the {one cap is nol ebstracted by the paper washer. Make certain thatthe gue scr pn s correctly located In its groove (ut in {he Stanger) before tightening down otherwise serious Gamage wil result when the Engite fs revved. NOTE ) pressure 19 each, In the ease of the front (4, Siete done Betore resting the (5) iat ace Ata ea ne ee et (1) Brake shoe thrust pin. (2) Thrust pin packing washer. (8) Brake shoe. (4) Rivet, securing brake shoe Hining- 6) Brake shoe lining. e Hlustration 25 Centralize brake shoes by : Ensure the nut binding the cover plate to the wheel spindle is slightly slack. Place on the brake expander lever a tubular spanner (toncrease the leverage Imaincaining pressure on the tabular spanner’ (co expand fully the brake shoes), al {ghten the spindle nut binding the cover Pate to che spingle. hel FRONT BRAKE ADJUSTMENT Major adjustment of the front brake shoes is made on the brake thrust pins, by fixing packing washers under the pns, as already described Minor adjustment of the front brake shoes is made by altering the position ofthe brake ‘able adjuster onthe orkassembly. Unscrew the adjuster to" take up" enefront brake, The adjuster is locked in postion by a nut. Adjust front bra Place machine on both stands. by: Stacken lock nut on cable adjuster. { Unscrew the cable adjuster el, by rotating the front wheel, It an be fele che brake shoet | are ust touching the brake druny ‘Then screw back the adjuster wo complete turns and tighten the lock nu Mluseration 26 — bist REAR BRAKE ADJUSTMENT Major adjustment of the rear brake shoos is made on the brake thrust pins by fitting cking washers under the pins as already described. Minor adjustment of the ear brake shoes is made by altering the position, on the brake rod, of the knurled adjusting nut. Serew the nut further on the rod tO "take up the rear brake °Adjust rear brake by : Place machine on centre stand if spring frame, otherwise on rear stand Serew further on the brake rod the knorled adjusting nue til, by rotating the wheel it an be felt ehe brake shoes are lust couching the Brake drum. ‘Then userew the alustng nut two complete urns. (The adjsting nue i automat Tovked in positon invirtue ofthe two projecting mores oni engin in aecommod {isteach te clip whey connects te brake fod and brake expander fever and bel *OSined in thet poslon by the spring which encircles the rear end of the Brake rod) ISTHE PEDAL ADIUSTING BOT 8s THe ADuuSTING. aN i Ney 2 bn near ome o Le 5 HAPs wene ‘) CON mon Iustration 27 ‘het aujuting bole (Ae (Check bac brake adjust sane fer. (fico FRAME MODELS) BRAKE PEDAL ADJUSTMENT ‘The portion of the rear brake pedal can be adjusted within narrow limits. This is done by means of a bolt screwed into the heel ofthe pedal The adjusting bole is locked by “The best position, for normal use, is to postion the pedal so that, when the brake Is roa ete just clear of the underside of the footrest arm. ‘Afcer altering the adjustment ofthe brake pedal, rear brake adjustment should be checked Iustration 28 RIMS AND SPOKES ‘The front and rear rimsare each dried fr forty spokes, but they are not interchangeable ‘because the nipple holes In the front rim are smalier than thote in the rear rime See pat ‘The dimensions of spokes will be found in" DATA.” 7 Pine otc Sah aS a Ulusration 29 (SPRING FRAME MODELS) sat TYRES AND SERVICE (Obtaining stator fe and service from the tyres largely a matcer within the user's Sorrel Because the Brat esentilfcovrec Infoton. Cheek tyre pressures with 3 tow Bresture gauge atlas once a weekenflae a may be nocesty. ‘Avoid unnecessary, or“ stunt." acceleration and fierce braking, which wear out tyres by causing wheel spin and skid. " Do not drive in ram lines. ls dangerous, especially when wet, and the uprising edges fof worn ras will damage the tyres, Pring oe Remove fnts, otc. that become embedded in the tread and, ifany oll gets on the tyres fr spokes, clean i of with petrol. voues ” Make sure the front and rear wheols are In rack. When the whoo alignment is correct, piece of thin sring stretched taut across both wheels, about four Inches from, and paralel fo, the ground, should lust touch each tyre ae both sides of the wheel centres, ‘Atvernatively a straight wooden batten, about five foet long, is handy to use or checking {heel alignmene.. "This should be applied, as In the ease of string, parallel to and about {ur inenes from che ground: Always check the rear chain adjustment, and che rear brake adjustment, after making an fleeration to the rear wheel postion nTYRE REMOVAL Ie is not essential to remove a wheel from the machine to repair punesure but it wil Usually be found desirable and more convenient to do 0. ‘Take off outer cover and remove inner tube by + Remove cap from tyre valve. Remove nut from tyre valve, Remove the “inside "from tyre valve, This allows inner tube to deflate, Most valve aps have a reduced and sloted top to engage with the valve "inside" in order 10 Push edge of cover, that is diametrically apposite to the valve, RIGHT INTO WELL OF RIM and, using tyre levers 017007, pick up edge of cover NEAR VALVE :0 that le comes off over the edge of the rim Work off the remaining edge of the cover till tis clear of the rim. This is quite easy And there Is no reason £0 urs force. Push upwards valve stem through Its hole io the rim, and the Inner tube Is then free to be taken away. Remove cover from rim by pushing It right into well of rim and, diametrically opposite, pleking le up with the tyre lever and then working I of all the way round TYRE FITTING Rosfit inner tube and outer cover by + Place one edge of cover right into well of rim, withthe three whice dots on the cover side ‘adjacent £0 the valve hole, and, commencing diametrically oppasite, and using the hands only, work the cover over the edge of the rim Replace cheval snie"and sgh inte the nner tube, (De ot dtend the be FAURC slte ine ite nuke fn ll replace teal econ on eves Tuck in the inner tube so that it lies snugly in the'cover., Ensure It noe ewisted, ‘Smear tome soapy water round the free edge of the caver. This iz great help in fitting in ensuring the cover centralices self on che rim and thould always be employed ae a possible Introduce the free edge of the cover Into the rim at the spot diametrically opposite to the valve. Get this edge right into the wall ofthe rim and then, by working round the over, equally on ether side of the valve position, the cover will ip into place without ‘excessive exertion, fitting the part nearest eo the valve las ofall Slightly inflate the inner tube and inspect for the inner tube being trapped between the ‘outside edge of the cover and the tm at the spots where the valve i located Halt inflate eyr, spin wheel and tet for trueness because its estential the pattera ofthe {ead runs eveniy and the cover must be manipulated till that occurs. This eentralisar tion of the cover Is most imporeane. Inflate to required pressure. Screw fully home the nut on the valve Replace the n TYRE PRESSURES ‘The following are correct minimum inflation pressures for specified loads per tyre Load per tyre, 200 1b. Pressure 16 Ib. per square inch do 240 Ib, do, 181 do. { do, 280 1b, do, 201. do, % do. 3501. do. 241. do. do. 400 Ib. do. 281. do. do MOlb, do Ido, ‘The best method of ascertaining the correct pressure isto actully weigh the loads on the front and rear tyres. This should be done on a weighbridge and lea service that ‘an usually be provided by British Railways at a Goods Depot or by 3 Corporation at tes Depor. ‘When the weights are known the table above can then be used. ‘Asa rough guide it may be stated chat, witha rider of average weight and with normal ment, solo, the pressure should be 1Blb. forthe front tyra and 22 Ib or the rear . GENUINE A-J-S SPARES PURCHASED FROM AN AUTHORISED “A-J-S" DEALER OR FROM THE FACTORY, ARE IDENTICAL WITH THE PARTS ORIGINALLY BUILT INTO YOUR MOTOR CYCLE. ae \ BY USING GENUINE SPARES YOU ARE ASSURED THEY WILL FIT ACCURATELY AND GIVE SATISFACTORY SERVICE B Gee OR IRMELECTRICAL SERVICE ELECTRICAL EQUIPMENT . LUCAS electrical equipment Is fited and this comprises three independent electrical circuits, 35 follows = (1) IGNITION—Magneto, High-tension wire and Sparking plu. (@ CHARGING—Dynamo, Automatic Voltage Control Unit and Battery @) LIGHTING AND ACCESSORIES—Lamps, Horn, Switches and wiring IGNITION CIRCUIT o |A-LUCAS type NI-A magneto is fitted (Type NRI to competition models) and the ny sre tendon cha euiren ccna ubrition of he ent Slater am Say cgpestinftequene adjustment of the contact breaker points and complete servi ae eee eager a qhousand mes "To lubricate the contact breaker cm a Sones iis necessary eo remove the complete contace breaker from the magneto, contacts (®) Orovens congas eMAREN ees O] oi sent cron specs, © aces senew siounng es ouTAcT BREAKER Iustration 30 ‘Showing Contact Breaker Remove contact breaker by : Swing away the flat blade retaining the contact breaker cover. Pull away the contact breaker cover. Remove the screw E, Illustration 30, retalning the contact breaker spring arm A, [luweration 36, co" the contact breaker body and take away the backing spring Ilgscration 317 and the spring aro Ey liuscation 31.” There fs a spring washer under the srew. Unscrew the serew By llustration 30, carrying the lubrication wick and take away the fibre insulating bush encircling the screw. Straighten the tab on the lock washer D, Illustration 31, under the central serew Hy iiatéation 20, retaining the contact breaker body A, illstration 31, to che armature shaft and, with spanner 017251, remove the central screw. Finally lever off the contact breaker. “The above instructions do not apply to competition models fixted with Racing Magnetos Type NRI ” os Lubricate contact breaker cam and tappet by : . Remove contact breaker as described on page 74. Saturate, with a fw drops of thn machine oll, the wick mounted inthe core of its cary ing serew'B, hstraion 30 otis carry Push ou ofthe contac breaker body the tappe lstration 31, wipe with asot cloth, fewar ie with thin machine cil and sen replace Te * NOTE—When replacing the coneact breaker parts, ensure the backing spring Flustra ‘lon 3 feed to that Is bont over end faces ouewards, Se IMuseration 31 Shor 1£ component details of Contact Breaker Contact breaker points. ‘The contact breaker point separation should be from .010" to 012". Clean contact breaker points by + Remove the contact breaker cover. FMlusration 30.) {they are dirty, olly, or burnt, they must be cleaned with a fine earborundum stone, for very fine emery cloth, and afterwards wiped with a cloth that has been moistene with petro Examine contacts. Cleaning is made easier ifthe contact breaker spring arm A, Illustration 30, is removed. Examine the contact breaker spring arm and wipe away any rust. ‘Check and adjust contact breaker point setting by : Remove contact breaker cover ‘Turn over engine ull che contace breaker points F, Illustration 30, are fully open. Insert the gauge (pare of spanner 017251) between the two contact points ‘setting is correct the gauge should be a sliding fit. : the Mf there is an appreciable variation from the gruge slacken the lock nut G,Mlustration 30, on ehe adjusting point and urn tha contact pain (aply spanner 17251 to ts hexagon ined) until the gap see to the gauge. (Sere the polne into the contact breaker Body ‘to Increase the gap, oF outwards, to decrease It.) Finally, tighten the lock nut and re-check the setting. 1