MOTORCYCLE K-650 JLHETIP“ (Dnieper) CARE AND MAINTENANCE INSTRUCTIONSIMPORTANT! To unslush the motorcycle: remove the corrosion-preventive compound from motorcycle parts and units by means of a soft cotton-wool wad moistened in gasoline and rub the cleaned parts dry with a piece of clean fabri turn the spark-plugs out and fill each cylinder with 100 of gasoline; then, using the starting lever, carefully give the engine crankshaft several turns to remove factory slushing through the plug and valve holes; after that put the spark- plugs in place During the first 2500 km the components of all the motor- cycle mechanisms rub in, therefore during this period particular care should be taken not to overload the engine and not to ride the motorcycle at speeds higher than specified. To avoid overspeeding during the running-in period the motorcycle carburettors are fitted with ers installed on the imi carburettor cover. The limiters should be shortened after the first 1000 km and entirely removed after 2000 £m. iters before the It is strictly prohibited to shorten the lin specified run, Due to constant modernization of the motorcycle, its actual construction may slightly differ from the description given in the present booklet.INTRODUCTIONS The K-650 motorcycle (Fig. 1) is a heavy-type vehicle equippe? with a powerful engine; it is noted for good cross-country capacity, comiortableness and wear resistance. Fig. 1. Motorcycle K-650 Due to easily detachable wheels equipped. with reliable brakes, to the front wheel telescopic fork and rear wheel knee (lever) type suspension with spring and hydraulic shock absorbers the molor- cycle runs smoothly on different roads and can be operated for lengthy periods without repair. The motorcycle and its individual units should not be disassem- bled, unless it is unavoidable, since frequent dismantlings and 3assemblies may disturb correct interaction of the parts, their premature wear and even breakage. causing The motorcycle should be serviced regularly and repaired as required. TECHNICAL CHARACTERISTICS GENERAL Motorcycle base, mm Road clearance, mm: under muffler, in running order and of two passengers), not | unladen weight clearance Overall dimensions of motorcycle with side car, mi (including the weight of driver ss than 1500 120 155, length width 5 height 1050 Saddle height, mm 820 Motoreyele (dry) weight ke: W/o side car. 210 with side car. : 315 Maximum carrying capacity of motorcycle with side car (including ihe weight of driver and of two passengers), kg 300 Maximum speed of motorcycle with side car dn a horizontal section of high road, km/hr, not less than 95 Fuel consumption per 100 km in riding with side car on level high road at 50 to 60 km/hr speed, ¢ : : 58 Fuel distance, km, min. . 300 Oil consumption per 100 km, 1, ‘max i 0.15 ENGINE Type. . : .. conventional, four-stroke, carburettor, with overhead valves Number of cylinders. ‘ ae 2 (opposed) Cylinder bore, mm =.) : 78 Piston stroke, mm See eee 68 Engine displacement, cm ee : 649 Compression ratio . aaa 770) Horsepower at 5000 to 5200 r.p.m., min. 32 Cooling system. aeraasaensnas : air cooled Lubrication system.) ) et combined (forced and by splash) Oil tank holding capacity, 22 TULL SYSTEM Fuel capacity, 1 oe : 21 Number of carburettors . Carburetor type a +. « K-301B (K-302_permissib- le) Fuel ee : : . . gasoline with octane num. ber 72, 76 Fuel filter Lo .. . «in fuel tank sediment trap (gauze type) Air cleaner... . combined type — inertial and oilcontactELECTRIC EQUIPMENT Ignition system : ..« battery type, 6 V Ignition coil : i B2-B or B201A. Distributor oe TIM.05 or TIM302 Plugs cee eaten : : os ABY Ignition timing control : by spark (ignition) con- trol lever on handle bar or by automatic ignition conirol device Storage battery . . : . . aMT-12 Generatopere ee : :. Fala, 6 V, 65 W Regulating relay » . PP 302 Horie ae + C-37A, Head lamp OF ii6 Other electric equipment elements: motorcycle and. side car rear lights, stop light switch, side car fender (parking) light, horn button, dimmer switch. TRANSMISSION Cluteh : : . dry, double-disk, driven disks faced with friction material from both sides Gear box : . . two-way, four-speed Gear shift : : by foot pedal and aunili- ary hand lever Quantity of oil in gear box, / : 08 Gear ratios in gear box: in first gear . eee i" 3.6 in second gear . : : 2.28 in third gear 17 in fourth gear 13 Drive transmission to rear wheel - . —. by propeller shaft Final drive gear ratio. : 4.62 Quantity of oil in final drive cas ng, ¢ 0. General gear ratios: 10 in first gear : 16.65 in second gear 10.56 in third gear : 7.85 in fourth gear : : : 6.0 RUNNING GEAR Frame ee . tubular, welded type Rear wheel suspension | ae . Llever (knee) type with spring and hydraulic do- uble-acting shock absor- bers Front fork - 5 . . . « teleseopic, with double- acting hydraulic shock ab- sorbers Wheels a ae . . . interchangeable, easily replaceable with canterle- ver type cast bodies, with adjustable roller bearings and labyrinth sealingTyre size, inch. ae ees 3.75—19 Tyre pressure, aim front wheel and side car wheel (irrespective of loading) 5 : te 15 403 rear wheel: a) with not more than one driver + one passenger load. 2.0 0.1 b) with more than’ one driver + one passen- ger load... : Ears aes Gd Side car i : seat with passenger side ‘car wheel on knee action suspension provi- ded with spring and hyd- raulic double-acting shock absorber MOTORCYCLE CONTROLS AND INSTRUMENTS The motorcycle is equipped with the following controls: handle bar, brakes, clutch, gear shift, engine starting gear, ignition and lighting switch, horn and stop light controls. Location of the controls is illustrated in Fig. 2. Gas control Fig. 2. Motorcycle controls: !—primary switch; 2— indicator (pilot) light; 3—timing lever; 4— clutch lever; 5 — horn button; 6 — dimmer switch lever; 7—foot gear shift pedal; 8 — starting (kick) lever; 9—hand shift lever; 10—foot brake pedal; //— gas (throttle) control grip; 12— hand brake lever; 19—handle bar shock absorber; 4— speedometer; 15—handle bar; 16 —oil emergency low pressure pilot lampgrip 1/, regulating throttle valve position, is located on the steer- ing handle-bar right. When the grip is turned towards oneself, the throttle valves rise, increasing the quantity of combustible mixture supplied to the cylinders, due to which engine speed rises. When the grip is turned away from oneself, the throttle valves go down, lowering the quantity of combustible mixture supplied to the cylinders, thus reducing engine speed. The travel of the valves on a new engine during the running-in period is restricted by stops. Take care not to overcome the resistance of the stops by force, since this may result in breaking the wire rope. Hand brake lever 12. The hand brake acts on the front wheel; it should be applied together with the foot brake. Arranged on the handle bar left are: Timing lever 3. When the lever is turned towards oneself, the interrupter movable plate turns in the direction of cam rotation. This position corresponds to late ignition. When the lever is turn- ed away from oneself, the interrupter movable plate turns in the direction opposite to cam rotation; in this case the advance angle increases. Position of the timing lever should correspond to the engine operating conditions. Late ignition should be set during engine starting, at low speed as well as in case of engine overloading. The angle of advance should be increased with higher engine speed. Clutch lever 4. When the lever is depressed, the clutch disks disengage, disconnecting the engine crankshaft from the gear box primary shaft. The clutch becomes engaged when the lever is re- leased. The clutch is used when shifting gears, when the motor- cycle is started or braked. ; Horn button 5. The button is installed on the ignition timing lever. Dimmer switch lever 6. When the lever is shifted from one end position to the other either the high or low beam of the head lamp larger bulb goes on (the master or primary switch should be turn- ed to the left). The ignition system and other electric equipment~ elements are connected by means of master switch /. By means of the igni- tion key the master switch is put into the following positions: 1. The key is taken out, the master (primary) switch in the mid-position — all the equipment switched off. 2. The key is fully inserted, the primary switch in the mid-po- sition, pilot lamps 2 and 2 switched on, ignition, horn and stop light switched on. 3. The key is fully inserted and turned to the right — ignition, horn and stop light switched on; motorcycle rear light, side car 7rear and front lights, speedometer illuminating lamp and parking light go on (riding at night on illuminated roads). Note. On the non-working engine also go on the pilot lamp in the head lamp shell and the oil low pressure transmitter light which go out when the engine starts to run. 4. The key is fully inserted and turned to the left—ignition, horn and stop light switched on; motorcycle rear light, side car front and rear lights, speedometer illuminating lamp in the head lamp and the low or high beam of the head lamp larger bulb are on (riding on poorly illuminated roads). 5. The key is removed, the master switch in the head lamp turned to the right — ignition, horn and stop light switched off; motorcycle rear light, side car front and rear lights, parking light and speedometer illuminating lamp are on (parking light at night). Speedometer /4 is mounted into the head lamp behind the mas- ter switch. It consists of an odometer and a speed indicator. The speedometer face is illuminated with the head lamp bulb. Handle bar shock absorber /3 is mounted into the steering column bar. It is designed to reduce wheel lateral oscillations and to facilitate motorcycle steering. The shock absorber clamp nut should be tightened up when riding at high speed or on poor roads and it should be backed off when riding at slow speed Kick lever 8 is arranged on the motorcycle left; it is used to start the engine. Fig. 3. Gear shiftingGear shijt pedal 7 is arranged from the gear box leit side; it has two bearing areas: one for the toe and the other for the heel of the driver's foot. When depressing the pedal with the toe the gears shift from the low to high ones (see Fig. 3). Each time af- ter being depressed the pedal automatically returns to the initial position. The gear box is put into the neutral position with the aid of hand gear shift lever 9. The lever is on the gear box right. Foot brake pedal 10 is on the motorcycle frame right. The quate rear wheel is braked when the pedal is depressed, the braking action ceases when the pedal is returned to the initial position. In braking the upper arm of the pedal stretches the spring which acts on the brake switch, shifts its axle and closes the con- due to which the motorcycle and side car rear lights go on. When the pedal is returned to the initial position the contacts cpen and the lamps go out. OPERATING INSTRUCTIONS PREPARING FOR RIDING A thorough inspection of the motorcycle prior to riding is a pre- condition of trouble-free operation without failures en route. Prior to slarling off visually examine the motorcycle, check all the bol- ted up joints for fastening, the brakes for reliable action and the gasoline in the tank for level. Particular need should be given ‘o the fastening of the nuts of the wheels, engine, side car and handle bar; also check the steering column bearings for play and adjust the bearings, if necessary. Gasoline should be filled only through the filter provided in the tank or through a funnel with a gauze, since dirt, threads and lint, if got into the tank together with the gasoline, may clog the fuel valve holes. In heavy rain or snowfall the motorcycle should be fueled up in a place protected from precipitations, so that water may not get into the tank. Preparing the motorcycle for riding check the engine crankcase for level of oil. The oil level is checked with the dip stick fitted into the filler hole plug which has two marks: upper (filled up) and lower (minimum permissible level). In checking the level of oil the plug should not be turned in but merely inserted until stopped by the thread. The tyres should be checked for pressure and inflated, if neces- sary. The engine should be started after the motorcycle has been examined and filled up.STARTING THE ENGI To start the engine proceed as follows: 1) Check whether the manual gear shifting lever is in the neut- ral position. 2) Open the fuel valve (Fig. 4) putting its handle into the “O” { F 1 i ae i 2, y | — n" fj 10 is Uy, SS f 9 z | 6 aa Fig. 4. Gasoline valve 1— body; 2— handle; 3— slide valve; 4- valve gasket; 5— sediment bulb (trap); ilter cup; 7—filter spring; 8—filler gauze; 9— sediment bulb gasket; 10— gasoline valve body 2 1 — fittings rve fuel supply line; 13 basic fuel supply’ line (“open”) position. The letters on the valve mean: 3 — valve clo- sed; O — valve open; P — valve open for reserve fuel supply. 3) On the cold engine put the timing lever to the late ignition (turn timing lever towards yourself); slightly turn the gas con- trol grip towards yourself, depress the carburettor float chamber valves, overflooding the chambers and alter closing the air clean- er shutter (air damper) several times depress kick lever to let combustible mixture get into the engine cylinders. 4) On the warmed-up engine put the timing lever and the gas control grip in the positions recommended in item 3; whereas the float chambers of the carburettors should not be overflooded, the air cleaner shutter should not be closed and combustible mixture should not be sucked in. 5) Insert the ignition key to the limit of its travel, check that the red pilot lamp and the low oil pressure lamps light on. 6) Vigorously (not striking) depress the kick lever. After the engine starts, turn the gas control grip to the middle position and warm up the engine at medium speed. As the engine warms 10up, the air cleaner shutter should be opened. The cold engine must be first warmed up, since with the cold lubricant the friction surfaces work under conditions of insufficient lubrication which contributes to their wear. After the engine starts, the pilot lamp and the oil low pressure lamp will go out. DRIVING HINTS In starting the motorcycle into motion reduce engine spe- ed, fully disengage the clutch (depress the clutch lever) and throw in the first gear, depressing the front-pad of the gear shift pedal. Then, turning the gas control grip towards yourself, increase en- gine speed and simultaneously gently release the clutch lever; the motorcycle will slowly go off. Take care not to release the clutch lever too abruptly, since this will overload the motorcycle trans- mission and the engine will stall. Also take measures against en- gine overspeeding when the clutch is released. The engine speed should be just sufficient not to stall when the clutch is engaged. When the motorcycle speed in the first gear reaches 10 to 15 kmjhr, throw in the second gear. To do this disengage the clutch, simultaneously reduce engine speed and depress the gear shift lever rear pad with your heel, following which gently release the clutch pedal with simultaneous increase of engine speed. On reaching 20 to 30 km/hr speed throw in the third gear and at 35 to 40 km/hr, the fourth one. Following that the speed should be adjusted as required with the gas grip only. Riding in the third and fourth gears at lower than recommen- ded speeds is inadmissible, since at low revolutions the engine overloads and works jerkingly. Also harmful is prolonged riding in the first and second gears when it is not necessitated by the riding conditions, since in this case the engine operates at exces- sive speeds, overheats and wears rapidly. In addition, riding in low gears results in excessive consumption of fuel. The motorcycle enue be started into motion from standstill in the first gear only. When braking the motorcycle disengage the clutch and gently press on the brake pedal. Braking should be easy, since the abrupt application of the brakes may end in an accident. Particularly dangerous is sudden and vigorous braking on slippery roads. When increasing engine revolutions proportionally increase the angle of advance, since too late ignition in addition to a power loss results in engine overheating. One should remember that en- gine power decreases also with a too large angle of advance. In addition, in case of excessive advanced ignition a clear metallic piston pin knocking will be heard with increase of load or when the throttle is opened too abruptly. In this case the angle of ad- ulvance should be reduced. As we see a correctly selected ignition advance angle considerably lightens engine operating conditions. When riding uphill the driver should act so as to avoid engine stalling. If the ascend is gentle and long, the motorcycle should be speeded up to let it ride the entire road uphill or its considerab- le portion in the high gear. In speeding up the motorcycle pay particular attention to the road condition. When the engine begins to stall, lessen the ignition advance angle and pass over to the lower gear. If the engine stalls on the uphill road, apply the hand brake, re-start the engine, engage the first gear and, increasing engine revolutions, start off, releasing the brake and the clutch lever simultaneously. Short sections of loose sand should be surmounted in the se- cond or third gear at the highest possible speed, trying to maintain engine rotary speed constant. In surmounting sections of road covered with thick sticky mud riding methods are similar to those used in riding over loose sand. If mud is stuffed under the wheel splash guard and it hind- ers wheel rotation, choose a more dry road section, stop the motor- cycle and remove the mud using the tyre iron. Shallow ruts and hollows should be overcome at slow speed (apply brakes in due time but not when passing them). Deep ditches should be passed aver obliquely in the first gear Approaching an obstacle, slow down, throw in the first or second gear and do not change gears until the obstacle is behind; then slightly increase the speed and pass over to the third or fourth gear. The driver should be particularly careful under poor visibili conditions (at night, in fog, etc.), bearing in mind that the brak- ing length depends on the motorcycle speed, condition of the bra- kes and visibility. Therefore speed should directly depend on the visibility. Stopping on the way put the motorcycle on the curb, close the fuel valve and take the ignition key out of the lock. On returning to the garage examine the motorcycle and clean it thoroughly. Carefully check that there are no oil and electrolyte leakages. RUNNING-IN A NEW MOTORCYCLE Correct running-in of a new motorcycle increases its service life. Motorcycle running-in is subdivided into two periods: running to 1000 km and from 1000 to 2500 km. The motorcycles carburettors are provided with speed limiters; these should be shortened after the first 1000 km and removed 12after 2000 km. However the limiters should not be fully relied upon and care should be taken not to open the throttle valves completely. Similarly we do not recommend to ride at maximum speed just after covering the first 2500 km. After the running-in period and riding with the side car the following speeds should not be exceeded: 20 km in the first gear, 45 in the second gear, 65 in the third gear and 95 in the fourth year. Bere do not recommend prolonged riding at the above maxi- mum speeds so as to avoid possible overliealing of the engine. The recommended cruising speed after the running-in period is 55 to 65 km/hr. During the running-in period the motorcycle should not be overloaded by way of driving it on heavy roads. Neither do we recommend long, non-stop rides to avoid engine overheating. Permissible Running-In Speeds km/hr Run, kor Gear e zi ae up to 1000 from 1000 to 2500 First 10 15 Second 20 35 Third | 35 | 50 Fourth 50 | 60 To engine lubrication should be given a special care. After the first 500 km drain the waste oil, wash the crankcase and fill it with fresh oil up to the level. This operation should be repeated after 1000 km. At the end of the running-in period (2500 km) change lubricant in the engine, gear box and final drive. ENGINE DESIGN. CARE AND ADJUSTMENT INSTRUCTIONS The engine (Figs. 5, 6 and 7) by its design features and techni- cal characteristics is referred to forced, road motorcycle engines. The opposed cylinders provide for good cooling and for ba- lancing of the crank mechanism. Each cylinder has its individual carburettor due to which engine starting is facilitated and power increased. CRANK MECHANISM The crank mechanism is intended to transform the rectilinear reciprocating motion of the pistons into a rotary motion of the crankshaft; thus the heat energy obtained when fuel is burnt in 13,the cylinders is transformed into the crankshaft rotation mecha- nical energy. The crank mechanism consists of a crankshaft with connecting rods, pistons with piston rings and piston pins, of a crankcase and of two cylinders with cylinder heads. Pee ee ee e Joby Ty - HD 2 2 2 26 & 4} Fig. 6. Engine (longitudinal section) 1—crankcase front cover; 2—interrupter-distributor; 3— cam shait packing gland; 4— breather: §-—'cam shail driven. gear: 6—paner gasket; 7— generator gasket; 8 cam shaft Iront_bearing; 9 —cam shaft rear bearing: J0— generator. stop, /1'— tlywhi ei; 12 cluteh back disk fastening screw; /3— gear box Iastening stud; /4— clutch driven disk; 45— clutch intermediate driving disk: 16 —elutch driven disk; 17 — clutch pressure driving disk, 18— flywheel fastening bolt: /9— lock washer: 20— oil defle Yor; 27— crankshaft gland; 22 crankshaft. rear bearing; 2—~ drain plug: 24— gasket; 23~ clutch spring; 2" reducing valve spring, 27-— reducing valve: 25 oll receptacle (oil ‘suction bell); 29—oil suction pipe; 30—=pipe fastening, 51 = oil pump. body: 42 oll pump driven gear; 33—oll pump body gasket; 34 ol pump body ‘cover; 35 — oil pimp driving car, 3)— front bearing bods? 37 — oll pump ldrive gear: 8 — cran Shaft'front. bearing; 39 —centriluge screen, 40— timing gear driving. pinion. 4! centrifuge cover; #2 centrijuge body; 48— timing gear box cover 15,souyejaz asjea — jr tuourwios Praia —9 {7698 Ales fea) unssasd Mo] AouaBy9U19 Buwiaysey “ad uuvad Bunuyy ousuq °2 “BCrankshait The two-bearing crankshaft is cast from high-quality cast iron; it has two cranks arranged in one plane at 180° and it consists of the front journal, rear journal, web and of two connecting rod journals. The crankshaft is installed in the engine crankcase in two bear- ings 22 and 38 (Fig. 6). Attached to the front journal of the crank- shaft are timing gear drive pinion 40 and the centrifuge; the ta- pered portion of the rear journal carries flywheel //. Connecting Rods with Bearings The double T-shape connecting rods are made from forged steel. Pressed into the connecting rod small end is a bronze bush- ing with a precisely made hole in it for the piston pin. The connect- ing rod asymmetrical split big end is provided with thin-walled interchangeable half bearings. To help the connecting rods to be assembled correctly on the crankshaft they have lugs which should be directed outwards with respect to the crankshaft web (for right- hand connecting rod the lug is towards flywheel, for left-hand one, towards the centrifuge). The connecting rod big end caps are not interchangeable. The connecting rod bolt nuts should be tightened up and locked wit cotter pins. (Old cotter pins must not be used). Piston, Piston Rings and Piston Pins Piston 36 of the engine (see Fig. 5) consists of piston head with spherical crown, piston skirt and bosses. The piston is provid- ed with four grooves for the piston rings. The two upper compression rings 33 seal the cylinder, prevent- ing gasses from breaking through from the combustion chamber to the engine crankcase. The two lower oil control piston rings 32 remove excessive oil from the cylinder walls. The axis of the piston hole to receive the pin is displaced by 1.5 mm from the piston diametric plane. The arrow impressed on the piston crown shows the correct position of the axis; the arrow should point forward, i.e. towards the centrifuge. The piston rings are made from special cast iron and they have straight gaps which should be from 0.25 to 0.50 mm when the piston is installed into the cylinder. The piston is connected with the connecting rod by means of floating pin 35; the pin is prevented from axial shift with the aid of two circlips inserted into circular grooves provided in the piston bosses. 2 1574 7Crankcase Engine crankcase /5 (Fig. 5) cast from aluminium alloy is the base part of the engine. Fitted to the crankcase are the cylinders with cylinder heads and the auxiliary mechanisms. In addition, it is the engine oil reservoir. Installed inside the crankcase are the crankshaft and the camshait and in the front is the timing gear box. The gene- rator is secured to the top of the crankcase with the aid of a collar. Slamped craukease oil pan 25 closes the crankcase from the bottom; the joint is sealed with gasket 24. During engine operation part of the combustion mixture and exhaust gases break into the crankcase through the gaps in the piston rings. When the pistons move down, the volume of the crankcase diminishes and the pressure inside it grows which may cause oil to squeeze through the oil seals (glands) and through the joints between the crankcase and the covers. To avoid this the crankcase inner space is connected to the air through breather 4 (Fig. 6) fitted in the central hole of timing gear box cover 43. The breather allows to ventilate the crankcase, when the pistons move down and isolate it from the atmosphere, when the pistons move up (towards ihe head). The gases which pass from the crankcase through the breather always contain water steam which in cold season may turn into ice and block the breather rubber pipe, thus preventing gas flow from the crankcase, due to which oil will leak through the oil seals. To prevent this we recommend to remove the rubber pipe, if the motorcycle is operated at temperatures below —10°C Cylinders Engine cylinders 3f (see Fig. 5) are interchangeable. They consist of an aluminium jacket with cast iron liners. The lower portion of the cylinder has a flange with holes pass- ing through all the ribs; the holes are for the anchor studs which secure the cylinders and cylinder heads to the crankcase. A circu- lar shoulder in the cylinder upper portion enters the head groove. The joint between the cylinder and the head is sealed with the help of gasket 34 (Fig. 5). linder Heads Cylinder heads 4 and /9 (Fig. 5) are made from aluminium alloy and have ribs on the outer surface which enlarge the cooling area. The head combustion chamber is of semi-spherical shape. 18,On the opposite side of the combustion chamber there are four brackets with holes for axles 2 of the rockers. In the upper portion of the head there is a threaded hole for the ignition plug. TIMING GEAR The timing gear is used to open and close the inlet and exha- ust valves at the required instances with the turning of the crank- shaft. The timing gear consists of cam shait 9 (see Fig. 5), tappets 8, tappet rods 5, rockers /2 (Fig. 7) with tappet screw /4 and lock nut 13, of valves 6 with springs 8 and 9, valve retainers 10 and 15 and valve retainer blocks //. Driven gear 5 (see Fig. 6) is installed at the front of the cam shaft; the gear meshes with drive pinion 40 of the timing gear and with the generator driving gear. The cam shaft turns in the engine crankcase in two ball bearings 8 and 9 (Fig. 6). Timing Diagram The engine inlet valve starts to open when the piston is 69° to U.D.C. (advance angle) and closes when the piston is 129° ai- ter L.D.C. (intake valve closing retard). The intake period is 378°. The exhaust valve starts to open when the piston is 109° ahead of L.D.C. and closes when the piston is 89° after U.D.C. (exhaust valve closing retard). The exhaust period is also 378°. The above timing diagram is valid in case the clearance bet- ween the tappet rod and the rocker end is 0.1 mm. Correct timing is achieved by aligning the marks on timing gears 2 and 4 (see Fig. 8). Adjustment of Valves Normal operation of the engine is largely dependeni on the correct adjustment of the thermal clearance (expansion clearance) between the tappet rod and the rocker end. Adjustment of clearance. Place a small bath under the cylin- der head, remove the cylinder head cover and drain the accumulat- ed oil. Turn the engine crankshaft until the inlet valve closes (a certain clearance between the inlet valve stem and the rocker end face must be well felt). In this position adjust the exhaust valve clearance. Then continue to turn the engine crankshaft until the exhaust valve starts to lift and set the inlet valve clearance pro- ceeding as follows: back off lock nut /3 (see Fig. 7) and turning adjusting bolt 14 to one or the other side set the clearance as re- oe 19quired. Following that tighten up lock nut /3. The clearance should be adjusted on the “cold” engine; the clearance should be 0.07 mm. If there is no clearance or the clearance is too small, the valve will not tightly fit the seat at the instance of closing; if the clearance is too large, valve opening will be retarded. The clearance should be checked for the first time after 1000 km, subsequently it is checked, as required. After 8000 km check the valves for condition and lap them in to the seats, if necessary; also clean the cylinders, combustion chamber in the cylinder head and the pistons of carbon deposit. LUBRICATING SYSTEM The engine lubricating system employs both forced lubrication and lubrication by splash. The lubricating system is illustrated in Fig. 9. The lower portion of the engine crankcase closed with a stamp- ed steel pan is the basic oil reservoir. 39 40 fi 2 2 \ gen i 15 Fig. 9. Engine lubricating system: 1—oil drain channel; 2—oil feed channel in web; 3—hole for lubrication of connecting rod half bearings; 4—oil trap: 5—hole for lubrication of piston pin; 6 — crankshaft out” channel; 7— crankshaft oil supply channel; hole for oil supply to centrifuge body; 9—hole in screen; 10 — oil pump; 1/— suction channel; 12— oil filler hole’ plu nel; 14— gauze filter: 15— drain hole plug; 16 — redu ducing valve oil, suppiy 18 — drain pipe: oil supply Tine; 20— centrifuge “oil out” —slot in tappet for oil supply to’ cylin: der head; 22—oil emergency low pressure transmitter; 23—oil supply channel in tappet rod jacketThe oil is sucked from the pan through strainer /4 (Fig. 9) by means of a gear pump attached to the body of the front bear- ing and is driven from a gear which is meshed with the timing mechanism drive gear. Two gears in the oil pump body force oil into main oil line /9. A plunger-type reducing valve /6 instal- led in the oil pump body guards against excessive rise of oil pre- ssure in the system. When oil pressure rises in excess of the pre- set value, oil forces out the plunger valve and surplus oil flows back into the oil pump suction section. The reducing valve does not require any adjustments in operat- ion. Oil irom the pipe-line is fed to the circular groove in the body of the front bearing whence it is supplied by way of a chan- nel to the centrifuge body. After cleaning in the centrifuge, oil by way of the oil channel in crankshaft 6 and the oil channel in web 2 is fed to oil traps 4 found in the crankshaft connecting rod jour- nals whence through holes 3 oil lubricates the connecting rod bearings. The working surfaces of the tappets and the distributing (cam) shaft cams are lubricated by splash. The fast moving parts of the crank mechanism colliding with splashes of oil form in the crankcase a kind of oil mist which lub- ricates the working surfaces of the cylinders, the piston pins, con- necting rod small heads, tappet guides, crankshaft antifriction bearings, timing gears, cam shaft ball bearings and other friction parts. Pulverized lubricant gets into slots 2 of the tappets, inside the tappet rod jackets, precipitates in them and flows down into the cylinder heads. Here the lubricant is sprayed by the valves, springs and lubricates the valves and rockers. Surplus oil flows by way of drain pipe /8 back into the cylinder crankcase. Oil retained by the flywheel oil seal is drained through oil channel / in the engine crankcase. Oil leakage from the crankcase to the clutch is prevented with an oil deflecting ring and a rubber gland on the flywheel hub; oil penetration to the interrupter is prevented due to a rubber gland. When changing oil in the engine crankcase thoroughly clean the drain and filler hole plugs of dirt, screw them off and drain the waste oil. Then screw in the drain hole plug, fill the crankcase with 1.2 to 1.5 / of fresh oil screw in the filler hole plug, start the engine and let it run for 2 to 3 min. Following that drain the oil and fill in fresh oil of the grade required in the season up to the dip stick upper mark. In winter the oil should be heated prior to filling it into the crankcase. Oil should be poured into the engine from a clean can guarding the crankcase against penetration of dust, dirt and moisture. One should remember that even a short-period failure of the lubricating system may cause a serious damage to the engine. &Symptoms of insufficient lubrication are: excessive heating of the cylinders and heads, drop of engine power and knocks in the engine. Operation of the lubricating system is checked with the help of an emergency oil pressure transmitter of the diaphragm-type 22 which functions when pressure in the system drops to 1.7") kgj/cm’. The drop of pressure signal is given by a lamp fitted in the head lamp. The emergency low oil pressure lamp lights on with turning on the ignition key and goes out when the engine picks up speed. If the lamp is on with the engine running at work- ing speeds, either the transmitter or the engine is out of order. In this case the engine must not be operated until the trouble is located and remedied. We recommend from time to time to screw off the transmitter and to check oil pressure by the reference pressure gauge. The pressu- re of oil at 3000 r.p.m. engine speed and oil temperature +80°C should be not less than 3 and not more than 4.5 kg}/cm’. The centrifuge is the oil fine filter. Prior to it oil is purified by the oil receptacle strainer alone. Aluminium body 8 (see Fig.10) I From oil pump Fig. 10. Centrifuge and front crankshaft bearing 1 — centrifuge fastening bolt; spring washer; 3— centrifuge washer; 4— packing ring: 5 — gasket, 6-—centrifuge covers, 7" packing ring: 4 centrifuge “body; 2 screen; 10"=timing gear. gasket: “1! timing gear. drive pinion. /2— trom bearing Body: 1s' front crankshaft ball bearing; /4— crankshait” plug, 15 — crankshait, 76 ‘screw 23and cover 6 of the centrifuge are installed on the front journal of the crankshait; they are locked in position with a key and secured with bolt / via a special washer 3 fitted in the centrifuge cover. Spring washer 2 prevents bolt / from inadvertent screwing off. Screen 9 installed between the centrifuge body and cover is pro- vided with one oblong hole for the passage of oil from the centri- fuge body to the cover and further by the oil channels to the connecting rod bearings. The hole in the screen is correctly posi- tioned with respect to the oil channels due to a lug which enters the centrifuge body. The centrifuge body and cover are sealed with a special rubber ring 7. Packing ring 4 fitted between the washer and the crank- shaft end face reduces oil leakage. During engine operation under the action of centrifugal forces dirt is separated from oil and precipitates on the walis of the centrifuge body and cover. There- fore the centrifuge should be cleaned after 15000 km FUEL SUPPLY SYSTEM The engine is supplied with fuel from two carburetors K-301B (or K-302) installed on the cylinder heads. Fuel is fed to the car- burettors from the fuel tank through the fuel valve and fuel lines. The two carburettors are provided with a common air cleaner (Fig. 11) built into the gear case and have a common throttle (gas) control gear. The air cleaner is fitted with an air damper which aids in starting and warming up the engine in cold season. The wear of the cylinders, pistons and piston rings, as well as all the other friction parts of the engine is mostly due to dust and sand penetrating inside the engine through the carburettors. Therefore the engine service life is largely dependent on the air cleaner condition. Air is purified in the following manner. When sucked in under the cleaner cover air due to the deflector on the cover is thrown onto the oil bath surface, then sharply changes direction and is applied into the air cleaner neck filled with capron packing. Larger particles of dust sucked in together with air knocking against the oil surface settle down on the oil bath bottom. Smaller particles carried away with the air stream are retained in the neck by the oiled packing. The purified air from the air cleaner neck is supplied by way oi the air lines to the carburettors. A disk installed inside the air cleaner body serves as the oil damper. Care of the fuel supply system. Regularly check oil in the air cleaner oil bath for presence and degree of contamination. We recommend the following air cleaner washing and oil change periods: under particularly dust-laden conditions the air cleaner should be washed (without disassembly) and oil changed after 24500 km; under normal conditions of operations, after 1000 km in summer and after 2000 km in winter. The air cleaner is washed in a tank filled with kerosene or ga- soline. The air cleaner should be dipped into the tank, rinsed there and then shaken vigorously to get rid of the accumulated dust. Notes: 1. The air cleaner is filled with the same oil used for the engine (it is per- mitted to fill the air cleaner with waste motor oil of the same grade). 2. On the motorcycle received from the manufacturing plant check the air cleaner for presence of oil only Fig. 11. 1—breather pipe; 2— air cleaner; $—air cleaner fastening check screw; 4—air damper handle; 5—carbure ; 6—clamping collar; 7— air pipe packing union The air cleaner is disassembled in the following order: 1) Remove the air cleaner from the gear case, after turning off the screws. 2) Remove the air cleaner upper cover.3) Drain the dirty oil. 4) Remove dirt from the air cleaner body, wash the air clea- ner and the filtering clements in kerosene or gasoline (after wash- ing dip the elements into clean oil and let surplus oil flow down). 5) Fill oil into oil bath until stamped mark (175 cm*); when filling oil the upper edge of air cleaner should be horizontal. 6) After filling oil in, re-install the air cleaner upper cover, fasten with the lock, then install the air cleaner into the gear case neck and fix it in position with the lock screws. Engine starting procedure is facilitated due to air dampers in the carburettor air lines. With the damper fully open handle 4 (Fig. 11) is in the extre- me rear position; the damper is closed when the handle is in the extreme front (top) position. The damper should be closed only when starting the cold engine. In addition to the measures explained in the “Preparing for Riding” section, the fuel system is guarded against contamination due to strainer 8 and sediment bulb 5 (Fig. 4), as well as due to Tilter 9 (Fig. 12) which has a fine metallic gauze Each time after a 2000 km run dirt should be removed from the sediment bulb, the fuel cock fillers washed and cleaned, the carburettor jets and channels blown through with compressed air and the float chambers washed. In case of insufficient fuel supply engine power drops sharply, backilashes take place in carburettor, engine speed does not corres- pond to the position of the gas control grip. In this case first check the air holes in the fuel tank filler plug (they may be clogged). Then close the fuel valve screw off the sediment bulb, clean and wash the bulb and the filter inside it. After re-assembling the bulb open the valve and blow the line through with compressed air. In disassembling the carburettors screw off plug /4 (Fig. 12), screw off main fuel jet /0 and blow it through with compressed air. Screw off plug 6, take out the fuel filter 9 and wash it. Steel wire must not be used for cleaning the fuel jets, since in this case the jet bore will be changed and thus carburettor normal operation disturbed. If the idle speed jet is clogged, it should be screwed off and blown through with compressed air Screw /8 is used to change the section of the air channel and thus to adjust the air-to-fuel ratio at idle speed. The combustible mixture enriches when ithe screw is turned in and becomes more lean when the screw is turned out. Needle valve 22 entering the inner channel of the main jet atomizer is connected with body 24 of the throttle. Thus fuel is supplied to the atomizer along the circular clearan- ce between the atomizer channel wall and the needle. The needle is tapered at its lower end, due to which the circular clearance 26widens when the needle is lifted, increasing the amount of gasoli- ne applied to the atomizer and enriching the combustible mixture The needle valve is connected with the throttle through lock 23 engaging one of the six slots on the needle. Due to this arrange- ment the carburettor may be set in six positions engaging one of 3 28 - 7 19 ty oe <4 : Ud Li g q LAs 67 6 | 10 NW 2 3 Fig. 12. Carburetor: /—throttle stop screw; 2—float sinker; 3—float chamber cover; 4—float needle; 5— Hoat; 6 — filter plug; 7— gasket; §— filler spring: 9—fuel filter; 10— main jet; 11 12—"gasket; 13— gasket; 14 — plug; 15— idling Jet; 16 —air cleaner body: 17— air cleaner strainer; /8—air-fuel ratio adjustment screw: /9— idling jet atomizer hole: 20 — atomizer: 21— nozzle; 22— adjusting needle; 23—throitle needle retainer; 24 — throttle body throttle expansion spring; 26— carburettor body; 27— throttle travel limiter; 25 —carbu rettor cover; 29— spring; 30— stop lock nut; 3/— union; 32—throttle side piece; 39 idling jet air channel; #4— atomizer air channel; 39— channel for supply of {uel to ato- mizing hole; 96— main fuel supply channel 27