|MOPED § Repair Handbook By Paul Dempsey TAB BOOKS Blue Ridge Summit, Pa. 17214copyright 1977 by TAR BOOKS its permanionat ne puoianer = prmiotes Roteoinysasumed tee agi." If you want economical wansporatin, dhe maitenance wat tropeds_ demand. cannot te farmed out to a dealer. For cumple, one manfuctore suggest thatthe rear hb fallction of parts that would pu a bicycle coaster brake to Shame, be damned every 0 miles Ante suggeststhat the inition cortact points be adjusted or replaced every x ‘months or 900 miles whichever comes sooner. Aner would fave the eylinger and exhaust system decarbonized at {stomile intervals, and the spark plag crviced cvery 20 nile. Cleary if you want the combiaton of economy and Tela, you must do some maintenance yeuselt The bel Shors ei how to hand all routine maintenance rom djing carburtor toting the wheal. ven the best maintained moped can fil sudenly and vitout warning. Mest ofthese surprises are caused by the {uel and electrical systems. I have. included dealled {rosbleshooting and repair arcedura, a8 wel ae dseripns afte way each component functions, for you easnatFepalt ‘rh you don't wnderstand. ‘Major engine ard transmission overhaul i treated in dep, often gpg beyond factory ‘manuals, end. on the ‘sumption thatthe reader s unfamiliar wit the wrk, Even teeters ho are knowledgeabl about mctoryclos and enall ngnes general wil find that mopeds requre spell repair techniques, technics that are srange 40, American methane "The emphasis It om practical repr, on retoring the machine ots original specifications. Lega restrictions limit Dene in on lr fort who ay rds re fermation on how to brig these engines upto Eurmpean standards. ™ ergnes SP "The first chapters an overview of moped technology, and shouldbe read by a potential buyer Por mopeds are at ale: ea has diferent capbiies and hands, ites T wast to thank the manufacturers and importers who have conitibutedinformaton ar. in some ease. bikes and fcgnes lor ths book. Special thanls To Columbia: Nam- fecuring Company ani to. Mr "Bud Pole, @ Steyr Daimler Puch dealer in Sabilasile, Maryland. Pal DempseyContents 1 The Mopeds are Coming u ThaCusoners—The Rts—TheManuichrn 2 Engine A B Cs 38 Croicsancoaing betty Fete sonar were sera ” 4 Fuel System _ 79 feed vanesFualPumpvetaten) 5 Ignition and Lighting Systems 113 Sak Poy-RepnsMagnetaiyton-Se Str agnor Heng —Tovbeccing Crintugy Clttas—Tranumissons—Fed! Canine 8 Frame, Suspension, and Wheels 247 Index 273 Chapter 1 The Mopeds are Coming SS Most Americans have never seen a moped. But times are changing. inthe 23 states where mogeds were legal last year, ‘nearly 102.000 pedal poppers were sed. Sales are expecied to ouble this year and the next, peaking ou inthe 19806 when ‘mopeds will eas common as ited bieycles ‘What are mopeds? ‘The name means “‘motorassised pedals." and that just about sums it up. Mopeds are heavy-duty bicycles with tiny motors attached. The rider can pedal for exercise or relax and let the one to twoshorsepower ‘engine do the work. Mopeds saould not be confused with the fldfashiened motorbike. Motorbikes were, forthe mist part, ‘xprung, brakeless wonders sultable only forthe very youn and brave. Mopeds have large positve-acting brakes, sturdy frames, and, with one oF (wo exceptions, spring supensions “Anyone who can balance on abeyclecan ride a moped. 'Nor should mopeds be confused with motoreyele, which ‘equre coordinated clutch ani gear manipulation and have the power to get yo in trouble belore you can say Banal ‘Mopeds ae quit, almost sedate vehicles which o solely ugon ‘command of the thrattle grip. Hand Ievers-one foreach wheel Sopthe ke Speeds are imitelto 20, same ust, ph. Mopeds are lightweight machines, able to dart nimbly ‘through trafic and comfortable enough for trios of 20 mules‘and more. While no one recommends ths, Dick Hartnett, a Student at the University of North Florida, rode a Vespa ‘moped fom Jacksonville to San Diego. This epic, 2617- mile jJoumey earned Mr. Harretta place in the Gusness Book of World Records. He repors tnat he id not have to pedal-assst the motor and that the only maintenance was charging the spark pltg and cleaning te carbureior atte approach to San Diego. “The cross-country trip required 165 gallons of gasoline, which works cut to 157 miles per gallon, Around the ety, the {ypical moped deliver 10 to 150 mpg, The French Velogoiex, the alltime economy ehamp, can squeeze out more than 200 Tnitial cost ranges from $10 for stripped-down models to $500 forthe most sephisteated. Liability insurance is usually fot required and in those states that license and register the ‘machines, the fees are rominal. Maintenance costs are bw. particularly if you are willing to do the work yourself. In all, the manufacturers are probably right when they say that ‘moped travel costs ie a mile. ‘While mopeds are new to the United States, they are ‘wel known in other quarters ofthe worl. Best estimates put ‘the moped population at mare than 2 milion, with the greatest concentration in Europe, Africa, and Southeast Asa Sixmillion mopeds are registered in France alone. THELAW ‘Mopeds have been brought into this country sporadically for decades. New Yorkers might remember the bright yelow ‘Velosoles that stood in the wiadow of Papert, Leoni, & Lois bac in the 605. The ad firm, now defunc: but then ene ofthe hotest oa the Avenue, had purchased marketing rigs for the bike. ‘They ‘couldnt give’ them away. Some years later ‘Mitsubishi had the same diemsl luck with Batavus ‘What changed matters was the oll embarge of 174-75 and. the quadrupling ofthe price of Persian erude tht followed, ‘The Federal Goverment began boking for ways to save ‘energy. Mopeds, which had teen classified as moloreveles, were exempted from some safety requirements. For examgle, turn signals were no. longer ‘mandated; stoplight ouput requirements were cu in half, and brakefade standards were relaxed. Witheut these cencessions, mopeds woald be as heavy and cumbersome as metoreysles, witout the eye's saving race ofrapidacceeraton owever, tis does not mean that moped manufacturers can sell anything they wish bere. Mopeds mist be equipped fm two engine shutdown switches, hom, twe'whee branes operated from the handlebars, spocdemcter, and, under abamendedrulings, a iz-oquare-icch rearview ror. ‘Meanwhile, the moped manafatures had not ten ile ‘Tiree French firma, Motooccon, Selec Veloeden, and Gjeles Peugeot formed the Motorized Bieyele Assocation in 1218. Since thon Molshocase. and. SnineVloslen. have merged, and the BIA has opened its door to Il other tmanufactorers. Itemembership avount for same 8 of the bikes sold in this market The purpose ofthe BIA todo public relations for the manufacturers ect a8 a clearinghouse for Information, and tolobby for changes in stat leislaton ‘Once the federal goverrment recogni mopeds as a class of vehicle distinc from motoreyeles, twas not ificult topersiade the states to folow suit (Table 1). So far, 23 Sales recognize mopeds as, moloransised. eyes." “motorized bicycles,” or simply “bieydes.” Indiana legislate, perhaps in recognition sf the fun vlue of mopeds, cal them "therapeutic bicjles." More thar half of these ‘Sates do not require an operater’s lcense, none Tequre Tiebility insurance or crash helmets sndthe monimu age for Filing ¢ moped ranges from none to HT year. Mest mo repute regetration and nly Texas inst on anual Inspection ‘Where legal, mopeds have absut as many legal resrie- tiem netioycee ‘On the cher hand, the states did ot give this freedom swthout imposing some estristions Mopeds cannot te we on Timited.access freeways and are subject tothe same tele regulations as automobiles. Performance i eutaied by ints ‘nengine displacement, horsepower, maximum speedo all three inconcrt Mullspeedteansmssioxs ae legal providing they are sified auomatially and ot by separate cntol. ‘Manufacturers have accepted the S0-cbi-cetimentor displacement limit imposed In mst states ad do ot ld larger engines for use in thse Junsdictons tat alow the, ‘Same detune heir products fortis markt a sell 225 and ‘Nimphversion ofthe same tke. 13While some states are expected to liberalize moped regulation there has been backlash in the Fast. The New Jersey State Police ‘would have them reclassified a5 ‘motorcycles. The troopers argue that it is dificult to enforce the minimum age (15 in that state) hecause kids do rot carry Identification and some mopeds can exceed the 25mah speed limit. The police are alse irked by drunks who ride mopeds recklessly withimmanity from DWI charges ‘THE CUSTOMERS Who buys mopeds? The data Is sketchy, but itis obvious thatthe market isnot the sameas for motereycles. Executives at Steyr Daimler-Puch, one cf the largest manufacturers, suggest that they are suburban, middle-class, “opinion leaders." According to Caalek & Dreyer, the ad agency that handles Motobecane, the market is T0% male and between 25, and $5 years old. Other ad execs see a mach broader market with retirees at one end of the spectrum and high school ‘Students atthe other. ‘THE RISKS ‘A recent study of vehicular fatalities in Furope indicates that mopeds are three times safer than motorcyeles and six times more lethal than bicycles. but there isno reliable data on ‘moped safety in this country. This is partly because poice departments and hospital emergency forms do not yet have a category for mopeds, Insofar as the equlpmen is concerned, the Americanized moped should be somewhat safer than its European counterpart; it is typically les powerful and has ‘superior brakes and lights. 'At any rate, mopeds sharethe road with automobiles that outweigh them by a factor of 15. When the moped driver disputes passege with ore of these behemoths, be is always wrong. The best passive safety measure is a good erash helmet. ‘The baseline of helmet quality isthe 290.1 sticker (or its equivalent) of the AAMYA (American Association of Motor Veticle Administrators). Helmets so identified meot minimum federal impact standards. An SHCA sticker means that the marfuacturer has submitted to inspection and ‘quality-control procedures devised by the Safety Helmet Council of America. Since helmet testing is destructive, the 16 bhelmet you wear has not been tested, but SHCA certification Improves the «dds that is will work when you need it. And finally, there isthe hallmark of qulity—the Snell Foundstion sticker. Only a few helmets can meet Snell Foundation, ‘standards, which are much more rigorous than the 90.1 ‘As mentioned earlier. 12-square-inch mirrors are required fornew tikes, The reason for the requremert Is at mopeds ‘cannot keep up wit fast traffic and must hug the shoulder, ‘where they are subject to being struck (rom behiné by ‘overtaking autas. Bikes sold before the new standard was in ‘effect shouldbe updated with oneof these mirrors (Fig. I-). But passive measures—improved. brakes and lights, helmets, “and rearview mirrors—cannot substitute. for alertness, skill, and the senso of vulnerability that all {two-wheel motorists should cultivate. Be aware ofthe vehicles i, 14 Area mir hat mee ne en oust ana oa for 7bochind you and of obstacles ahetd. One very great danger, swellocumented in bieycle safety literature, autes that turn Tigh, erossing your part of the lane. Another is the door that ‘opens as you pass a line of parked ears. Motorists frequently don't see or hear a moped approaching from the rear. Use caution on stel bridge surfaces, and cross railroad tracks at Fight angles tothe alls. A diagonal approach ean mean less of| steering control and a spill ‘THE MANUFACTURERS, While there has been no census of moped makers, they ‘numer inthe hundreds. Mopeds are bult whorever thee is a ‘supporting bicycle technology, fram Taiwan to Norway. Most ‘mamfacturers are small and purchase engines, wheels, and sometimes frames from outside sources. Their markets are accordingly restricted. A few. like Motobecane, Puch ‘Peugeot, and Batavus. and giants with global ambition, build almest every compenent under their own rool Design| philosophies vary from the stark simplicity ofthe Velosolex to the baroque complexity of the Tomas. Batavus Batavus bikes are famous for their finish and workmanship, and because of this reputation for quality were among the first! 10 be imported into the US. Chrome parts—fenders. rims, tandlebars, and _cortrols—are {riple-dipped for durability (Fig. 12). The frames are painted ‘with epoxy enamel, a product that retais for 40 a gallon, The ‘mest durable, fade-resistant paint known, epoxy i also used fon commercial airliners and zero-maintenance merchant ships, ‘Their design philsophy is conservative, as belts a firm that dominates its home market in the Netherlands and has been manufacturing since 1904. The engine has the direct Simplicity associated with a classic, with nove of ‘the ‘compromises or afterthoughts that seem characeristic of ‘contemporary designs. The erankshaft is counterbalanced by hhonest bobweights and supported on massive bearings the erantease halves are simple castings, joined on the vertical axis; the head and barrel are eld down with studs, practice ‘made famous by Norton and other pioneer engine builders. One touch uncharacteristic of European engines is the use of 18 Fig 1.2, The Eatavus VA Dolan is an oxanpie ct honatt Osten reed valve induction. Reed valves generally. improve midrange torque and aivays make for a more civilized ide. This engine was copied boltfor-balt by a competitor—the timate accolade. Primary drive is by belt and pulley. Bet drive is kardly on. the cutting edge of technology, but it is smouth, quiet, and {inexpensive to repair when the belt finally wears out ‘Batavus frames are made of mild steel tubing and, in theory at leas, are superior to the steel stampings used by most other mazufacturers. The VA series has the conentional stepthrough frame; the HS-50 (Fig. 13) i styled like a small, ‘otoreyele, with atop tube between te seat an steering head, anda fairing forward of the rar wheel It has the strongest frame inthe industry and has additial edvantages of areal, honest-toGod saddle and a fuel supply that gives 150 miles betneen illus. Moubecane ‘Motobecate is the General Motors of mopeddom. It was founded in 1923 to manufacture: motoreycies and branched out into bieycles and mopeds a few years later. Since 198, Moiobecane S.A. tas produced nearly 20 milion mopeds, 19making it the largest and most experienced manufacturer in the world, New production faites ousside Paris have a capacity of a milion uitea year Motobecane offers a wiler variely of models and accessories (Fig. 14) and spends more on R&D than any ‘other manufacturer. Judging from results the research effort {s conservative—a matter of making a good product better, rather than seeking out new directors. The basie machine has ‘ot changed in more than a generation ‘The size and growth of the organization—over 200 new dealers signed up in 1976 when mopeds wore logal in fewer ‘than 20 states—mears that customers ean expect good service and parts availability. Motobecane has five major warehouses ‘ited throughout the U.S. and operates dealer schools on the feast and west coasts. In contrast, some cdher manuseturers ‘operate on a shoestring, not even supplying service manuals, let alone factory training Figure 15 illustrates the SOVL. model. It festures a stainless-steel front feader—much mare durable than chrome—and a variable-atio belt transmission. This moped ‘shifts automatically from low to high range. giving better acceleration than fixed-speed models. The irame is well thought out, with side luggage racks and a covered storage 20 2space for small items. Other models have single speed transmissions and, atthe bottom ofthe lie, dispense withthe rear shocks All share the same engine. derated as necessary {omeet various state requirements. ‘The engine is superbly finished with clean castings high-qualty bearings, and a chromed cylinder bore. Chrome ‘makes a more durable cslinder thar cast iron (used on most, ‘ther bikes) and provides a better seal against the rings. reduction tolerances are meticulous: there are eight steck piston-ylinder combination fr thesameengine, allowing the Diston tobe perfectly matched with ihe bere. Not surprisingly for a machine of this refinement, dealer mechanics report almost no warranty clas. Though it may be lacking in flash the Motobecane is as rellcbie asthe Brooklyn Bridge Velbsolex ‘Velosolex has a claim on anyone who loves mopeds. Until recently it was the moped of France, as much apart of Gallic soenery as pretty girls ant sidewalk cafes. ‘Mention Velosolex to a competitor and he will mutter darkly about friction drive, springless suspension, and the tiny ‘engine, some I5 ce smaller than the maximum under the law. Even in is heyday, when you could buy neat the faiory door 2 for $80, the Velosolex was an anachronism, Other machizes were mere powerfu, rode setter, and looked more moder. ‘The Velosolex i the Model T o mopeds, 2 resemblance ‘that was even closer when it came only in black (Fig. 14) Like thot earlier venice, the Solex put a generation oa wheels byusing radically simple solutions ts protiems.Frition rive ‘may nol bo early postive, but aslong asthe ire and drive taller are free of ci, it works. And frieton drive invites the simplest imaginable clutshthe driv roll, engine and als Tonered against the tire. While the engine rides high over the fant wheel, it looks more intrusive than i i. The engine vweghs only a few pounds and the rider soon learns to ‘campensate fr its effet on steering. Nor is the ride a harsh ‘asa sold suspensicn would suggest: compliance bull into the ‘wheels and frame muffles mos. oad rregalarits. While its power is nothing to write home about, the bike ‘weighs only @ pounds. Pedal asistance snot that reuch of a ig. The Vlosoe, the Model of mapa able nbs. and oo 2‘chore, and the owner may get some satisfaction from the fact that the Velosslex is the most econcmica form of motorized transportation knowa to man. Under ideal conditions, a ‘Solex willtravel 218 miles ona gallonof fue. ‘Motobecane purchased Velosolex a few years ago and markets the machine in ths comtry as “The Horse.” ‘Velesolex owners benefit rom the parent company's extensive training programs and parts distribution networt. Puch ‘There seem tobe three ways to produce a quality moped ‘nl it rom long experience, with improvements made asthe ood aries scale down a motorcycle, simplifying te controls ‘and detuning the engine; or bul it from spool of engineering {alent, borrowing techniques from several speciale The Puch isan example of thelast metho. ‘Steyr-Daimler-Puch is a giant industrial complex, the result ofthe merging of three pioneer Austrian manufacturers ‘of motorevels, automobiles, and airplanes. ‘Two of the ‘geatest names in autometve listory—Dr. Ferdinand Porsche and Hans Ledvinka—were in their employ. Today, inadditon to mopeds, the conglomerate builds auto accessories, lity and military vehicles, motoreyles, bicycles, and the famms ‘Malick rite ‘Steyr Daimler-Puch is making a serioa effort toinerease its share of the American market. Hundreds of dealerships have been established, many of them veterans of the shormotile trade and thus faniiar with wwosyele engines ‘The firm has set up trairing programs and has gone to great Jengths to asoare the availabilty of spare pars. Even some {eral parts for the rear shocks are invntoried—semething lubeardof inte rst ofthe industry “The Puch (promunced “pook") Maxi has early had the attetion of an. industrial designer. Whecl, fenders, headlamp, fork, and frame are integrated so that the bike ‘eons of ptco, and nota ealecton of miscellaneous parts (Fig. 17A). Wiring ané control cables are unoirusively ‘eted out of the way ‘The nish is on @ par with a high-class automobile and uch superior” to the average European maoreyce. ‘Thoughlfaltooches abound. The luggage rack is sprite loaded to old small parcels: two chromed handles assist in getting 24 Fig. 7A. ThePuchMaxibig-tietactnologrinasnal sckage thebike ap onits center stand: front fender and engine covers ‘are molded in soft resilient plastic en the judo principle that it Isbetter to give way thanto stand and be broken. "The engine is obviously a moped engire. designed from the start for this purpose. The cylinder is horizontal to use space ‘mare efficiently and to keep the center of gravity low (Fig "7. Engine castings are clean ard crisp, which inticates @ heavy investment in foundry equipment. Fins and bearing 2sFig +8 it Motooecane 1 he Goer Motor of Franch ropes. Peugtot roa anacnaear Ta 0008 shown osu en ypotehe ‘webbing appear to have been computerdesigned for best ctfectiveness, The cylinder bore is plated with long wearing ‘chrome and the pison is hand fitted, The intemal nish and thecleanliness of new engines is evidence of careful assem Primary érive ia through a ceatrifual clutch and train runing in oll. Ollcooied etches are theeretically ‘superior to dry or air-cooled clutches and ean take mere abuse before failure. Separate pedal and engine chains are used, a ‘somewhat anschronistic feature, bit one that simplifies the ‘transmission. New models can be purchased with attractive cas-aluminum wheels that are stronger. lighter, and require less maintenance than spoked wheels. Peageot Like other products from the house of the rampant ton, ‘thePeugeot moped combines engineering elegance with visual ‘appeal (Fig. 18)- The engine e famous for its durability, and ‘durable it should be. The eastings are simple, heavily webbed for stross, and thicker than they have to be. Chrame plate protects the cylinder bore and the crankshaft rides on main bearings that would do justice to a truck transmission. 26 Primary drive is through # V-belt which, on the 109-03, is combined with a speed:sensttive engine pulley. As the engine Speeds up, the pulley flanges move together, progressively gearing the bike higher. The rims are 17. inches in iameter—an inch larger than mest—fer better stability and responsiveness. Another nice touch isthe way the spoke holes are dimpled for strength. Peugeot supprts its product with a six-month warranty, twice a long asthe industry average 'No motor vehicle, howerer durable. is entirely free from. service problems. Peugeot cecognizes this and has set up a factory Sctool in Gardena, Califernia for dealer raechanics ‘and interested owners. No other factory has been so thorough In the matter of special tols. There is atol for almost every job on the bike, Not all of these tools are absolutely Iecessary—an owner can get by without most of them—but they make the job go better and faster. Columbia ‘The Columbia Commuter is unique: the oly moped to be assembled in the United States (Fig. 1-8). The Columbia We a aS f {tins iarht and essemtied bymerian aber ima bene elo ora a‘Manufacturing Company of Westfield, Mass. is a major bicycle manufacturer, tracing ils lineage ‘back to. the nineteenth century when it vas founded by the legendary Colonel Pope. Two years ago the firm decided to enter the ‘moped. business, assembling components purctased in Europe. As sales warrant, Columbia intends to build more and ‘more te bike here. For the customer this means a somevhat lower eost for a quality bike, while umported bikes are subject to duty, most Auties donot apply to pars. Columbia coniacted parts makers early while the better components were still availabe, and ‘maintains a complete inventory of spares on this sie of the ‘Mlantic. Today the parts factories are working at full ‘eagacity and a newcomer woald have to take what he could find ‘The bike uses a series S05 Fichte & Sachs engine, designed specifically for mopeds by the largest small-engine maker in ‘Europe, Sachs occupies the same position in the European ullity engine Industry as Briggs & Stratton does here. In ‘dition, the sprawling complex in. Schveinfut, West Germany builds motareycle ard snowmobile engines, anlfrction bearings, and transmission components, In 1976 their sales totaled $113.9 milion. The 50 is the most modem moped engine on the market (Fig. -1)- Others may be as good, but ne benefit more from contemporary skills. Sachs’ engineers probably know more abeut two-cycle engines than any oter firm's: the 0s is prime evidence. ‘First of all, a moped engine must be compact and should house the primary drive canporents, The 9 crankease halves enclose the primary gear train—with belica teth for sllence—and the pedal mechanism. The eatire package i nly Winches long, 85 inches wide. and 75 inches high. The al-up weight is jut under 4 pounds with muffler attached “Another requirement is that the engine be adaptable to diferent ‘markets. Where appropriate, the 605 canbe purchased wih a two-speed, manually shifted transmission land 25 horsepower. The versin used by Columbia i detuned 1020 hp at 4900 rpm, but has a torque curve as flat as West Texas, ‘The carefully shaped ports, the seemingly casual Aispsition ofthe cling fins, and the bratal simplicity’ of the 2a transmission attest to years of experience. Sachs engineers ‘can distinguish between what is importan(—port profiles and fand transmission-shaft igidityand what 1s notin symmetry ‘Amoped engine should be durable, and the Sacts promises. that. The crankshaft is massive, fully counterweighted, and mounted on large-diameter antifriction bearngs. ‘The Connecting rod has needle bearings on both ends, atthe wrist pin as well as the eranxpin. spilt crankcase, The engine opens a3 easily as ‘sandwich. All other moped engines are spit vertically and require @ safecracker's uch to get them apert without permanent damage tothe castings ‘The Commuter frame isa rugged piece of work, obviously tailored to this market. Slightly larger than the run of Buropean bikes, it rides on 2-inch wheels for staility #9 the rough. Large, mtoreycte-type hub brakes provide sure stops ‘and tho frame i reinforced. Chrome plating ways expensive land never as weather-resisiant 25 paint, has been kept to a Iminimum. Fendors have relied edges to resist eracking and ‘the engine cowlings are made of shock absortung paste. Jawa Jawa is big name in oftroadmotoreycle competition, but ‘whats not so well known is that the Case firm makes very advanced moped (Fig. I-11). The Babetta isan honest moped, ‘with few concessions to the mass market. While the frame is ‘made of pressed steel, the angles are sharp and clean; front forks and centerstand appear almost spindly: the steering head. the most important single part of the frame, sands naked and unshrouded. Even if the angularity of the bike ‘wasn't a sulficlent clue, the black anoded engine and lightening holes inthe headlamp bracket shoul tell you this is 4 serious moped, built by people who have dominated Eurepean motoreross racing for « generation The engine is typically Jawa—thick, clustered fins antiiction bearings on all shafts, needle bearirgs on both fends of the con rod. A complex doublectain erive trans mission is enclesed within the engine castirgs. Major repair ‘work Is not for the amateur. She Babeta isthe only moped with a transistorized ignition system, guaranteed to extend spark plug ife and make starting easierFig 1%. The Jaws Babeta—a thoroughbred, Cima ‘The Cimatti City Bike is the most inviting of all mopeds. styled with exclemest and verve (Fig. 124). The frame is {tubular and the fuel tanke mounts, logially enough, over the rear wheel. The bike has been proved in the marathon of the ‘moped world—rental service is Minareli Vi-engine Is used by several cther rmanifacturers, a tstament to its durability and a convenience for owners, who this have several sources of parts and service (Fig. 1-128). While the basic mechanisn—a Pistonported cylinder, single-speed gearbot, and Integral ‘pedal mechanism—is falrly simple, the deta engineering is| first rate. For example, the primary gears are helically eat to reduce nole andthe final drive is by a single chain othe rear ‘wheel. All engine-riven shafts are mounted on ball bearings pressed into the heavily webbed crankeases. A flywheel fan keeps air moving over the eylinder fins to prevent piston ‘seizure after long periods atidle. ‘Toms "Tomos Koper is known throughout eastern Europe ao a builder of bicycles, motorcyeles, outboard motors, and other Ieisure products. Current moped production la pegged at 2W)(00 year. Two models are imported to this country: the S0mph A3S andthe 20mph 5 Super Sport. 22 Fig, 128, Aclossp of he Citi's Mart engine 33‘Tomos bikes are state--theart machines with features that would do justice to luxury motoreycle (Fig. 19). All ‘engine ané transmission shafts Pde on antfriction bearings: Primary drive is through a fully automatic, two-speed Beatbox; secondary drive is via a single chain tthe Tear Srel: both wheels have Fullwidth hubs, andthe front fork is hydraulically damped No other moped has allthese features. ‘On the debit side, Tomes does not. as yet have much of a ‘dealer organization, Parts and service are hard to find in some areas: the owner is on his own and willnot get too much help from the shop manual, which is poorly translated and llusirated. However, replacement arts are reasonably priced and can be ordered through the central depa in Surmmervile,Scuth Carolina Chapter 2 Engine ABCs ———— ‘Moped engines have three moving parts: piston, connecting ‘od, anderantshaft (Fig. 2-1). The piston moves upand down Im the eslinder bore. The small end othe connecting rod reciprocates with te piston, and the big end describes a circle, driving the crankshaft "The eylinder, sometimes called the barrel or jug. is finned {for cooling (Fig. 22). The part that closes off the top of the ‘eylinder is called the cylinder head. Its secured by several bolts and maybe fitted with a soft metal or eompasition gasket to make @ gas-tight jomt over the barrel. The spark plug threads ito the head, also using a gasket for sealing, “The pistor isa close it nthe bore and, fo: a mere perfect seal, Is grooved to accept a pair of piston rings. The rings expand nder gas pressure and hug the tore, forming a barrier to leakage. The wrist pin passes through the piston and {sbeld by a cirelip on each side. ‘Both ends of the connecting rod usually ride on needle bearings, although some engines use bushings at the small fend, Figure 23 shows the small-end bearings clearly: the big fend bearings are hidden by the crankshaft. webs. The ‘erankshafl is supported in the crankcase by neede and ball bearings. A steel thrust washer locates the crankshaft fore an aft in the case. Seals en the outboard sides of the bearings prevent crankcase gases from escaping around the crankshaft 38SPARK PLUG GASKET Pe rome oe 36 ends, The crankease is split for easy access and is usually, {though nat alas, gasketed OPERATION Gasoline engines work on a cycle of five events: intake of the fuel charge, eampression of the charge, igntion, ex. parsion of the burning gises, and exhaust. Current imported oped engines accomplsh this in a single revolution of the crankshaft or, phrasing it another way, in a single up- fant-doven stroke of the piston, Engines of this type are known astworstroke or twoeyele engines, Piston-Ported Engines ‘There aretwo varieties, distinguished by the way fuel and airis admitted into the crankcase. Pistor ported engines—the ‘mast popular-—employ a cylinder piercedby three holes known asthe net, transfer, and exhaust ports. The inlet por: oper to ‘admit the airfuel mixture ito the crankcase; the transfer ‘ort coniuets this mixture into the cylinder: and the exhaust, port channels the spent gases out ofthe evlinder and into the fuffler. The ports are opened and closed by the movement of the piston van searmes =" sSiseT aview A IGNITION AND INTAKE Ignition of compress fev mie ed center (T.0.C.) snd ition ‘hows pathof incoming Wella mix rom carburetor Several events occur simultaneously, and you must lok, closely at the drawings in Fig. 2-4 View A shows the pisten at the top ofits stroke, a position called tep dead center (TDC). ‘AL ths point, the exhaust and transfer ports are closed. The Inlet port i open and afresh change of air and fuels entering the crankease, below the piston. At the same time; the tp, oF crown, of the piston has compressed air and fuel in the 38 EXHAUST AND TRANSFER rankstat Gutaway drawing of the F480 two stroke engine ‘Solid snow depies path taken by incoring tele fat this soctonal drawing, oni one Eancter port shown Fg. 24 Tworycle engine operon. Most mopeds tse te piston cylinder. This highly explosive misture, more explosive than ‘an equal weight of TNT, is ignited by a spark from the spark lug, ‘In Fig. 248 the piston, impelled by the force of buming gasoline and stperheated air. has moved to boitom dead enter (BCD). Early n its downward travel the piston elhsed ofthe inlet port, trapping the alr-uelckarge nthe erankease. 39‘The upper edge of the exhaust port is uncovered and then, a few degrees of crankshaft rotation late, the piston passes the transfer port. ‘As the piston falls it compresses the air-fuel charge tetow it. Once the inlet port closes, there is no escape for the ctarge ‘until the transfer port is uncovered. When this happens the ‘charge passes ott ofthe erankease and nto the eyllader where itwillbe burnt during the next crankshaft revolution. ‘To return for a moment to events above the piston: the exhaust prt is always cut higher inthe bore than the inet port fand so opeas earlier. This isto allew most of the spent (but ti highpressure) gases to “blow down" or exit through the exhaust port. Blow-down ceases when the pressure othe gases equals atmospheric pressure, so some exhaust residue Femains. in the cylinder ‘and must be forcibly ejecied— therwise the fresh charge would te contaminated. The process of purging the cylinder is called scavenging, and has ‘ven twoeycle desigrers many asleeples night. “There are several way'to scavenge evlinder: al of them. depend on using. the inccming fuel charge as a kind of battering ram to force the spent gases out the exhaust port. ‘The trick is to do this without losing too much of the fresh ‘charge in the process. Moped engines use what is called cross flow scavenging. ‘The incoming charge s divided between two transfer ports on ‘opposite ses ofthe cylinder. The piston is slightly domed and the transfer-port exit ramps are angled ‘0 converge the charges at the center of the chamber. The charge streams ‘mee! and loop, forming a miniature Mucricape that drives the exhaust gas out before i Ree-Valve Engines ‘Batavus, Peugeot, and Puch bikes wse reed-valve engines. While piston-ported engines have three ports, reed-ralve designs have only twe—a transfer and an exaust port. (Fig. 25). The reeds are made of spring steel and are mounted between the carburetor and the crankcase, They open when crankcase pressure érops below atmespheric pressure, and ‘lose, trapping the mixture, when the pressure relationship la reversed. Piston ported engines have a tendency t spt back through the carburetor at low speeds, upsetting the mixture land covering the carburetor witha layer of oly grime. Areed 40 fig 23 Negras, hop wenden Ainepaton cane Ah sealant aig tha mare Sd sng te [tees blow down Further donna piston movment wea operate valve keeps the mixture in the crankcase where it belongs and, since the valve responds to vacuum, the engine is fed as much fuel as it ean consume at all speeds. Torque is improved over Piston-ported design, especially at part trottle.ly PORTS, {8 weed on sone moped engines. The tiusration shows the’ dual Senna opproediige cons on aPogest ‘As a point of interest, Peugeot and Puch transfer ports are ‘open tothe bore along thei fll length (Fig. 26. While gorkart fengines are sometimes modified this way to increase port ‘res, the reason here seoms tobe manufacturing convenience. 3¢ easiest way to tell whether an ergine is reod-valve or pistenported is carburetor placement. The carb on piston-ported engine is always positioned with its intake tube (the single-cylinder equivalent of an intake manifold leading to the base of the cylinder. A reed-valve engine's carb is, ‘mounted on the crankcase. ENGINE DIMENSIONS ‘The basic dimensions of any engine are the bore and strote (Fig. 2-7). The bore is the diameter of the eylinder: the strote isthe distance the piston travels between bettom and ‘top dead centers. The stroke is determined by the throw, ot oftset, of the eranksbatt ‘Moped engines are built in countries that use the metric standard of measurement. Bore and stroke dimensions are ‘expressed in millimeters (mm). For example, the Jawa Dabetta has a bore of 39 mm and a Al mmstroke. In American terms these dimensions are expressed as 8 x 1.61 inches. Displacement Displacement is a measure of how much sir and fuel the ‘engine "iahales” during each revolution ofthe crankshaft Itis the volume that the piston sweeps as it moves from top to “2 bottom dead center, ands equal tothe stroke times the areaof the bore. Displacement doesnot include the clearance vom above the piston at top dead center. Displacement i important in the legal defition of a ‘moped. In mest jurisdictions, “"motor-assised bicycles” are limited te 50 eubie centimeters of displacement. The reason [oF {hsrenicton is olimitieyoweraf then, lenges of elinement, power is directly rolsted ts deplacement te greater the displacement, tne more horsepower and toe developed. A quick lormula for calculating diplacemen ie Bore x Bore x Stroke x Number of Cylinders > 0.784 Since all moped engines are singlecylinier devices, we ccan disregard the number of eylinders Iti important to wee tuniform units of measure. If we express bore and stroke in Inches, the answer wil be in ule inches (eu in oF ‘sometimes, CID for cubic inches of displacement). If we Use milimeters the answer will be in eubie millimeters, a legitimate but rarely used unt of measure—itis traditional 0 ‘exhress metric displacement into cubic centimeters (ce). To ‘convert cubic millimeters in eabie centimeters, divide by 100. ‘The displacement ofthe Babetta calculate a: mm x 39 x 4Imm x 0.754 = 48978:33mn 48978.33mm 1000 We can convert to cubic inches by converting the rilimeters into inches or by multiplying the ce displacement = 4198 cubic centimetersby 0061, The Babetta displaces 2.99 cu. in. AS a point of ‘comparison the Chevrolet workhorse V8, by no means the largest engin inthe stable, displaces 390 c in ‘Compression ratio isthe cylinder volume at battom dead. ‘center divided by the volume at top dead center (the clearance volume). Mopeds have compression ratios of about 8:1 (Fig. 28), Higher compression ratios give more power, but increase ‘engine tomporatures and require high tet foe Engine power is expressed in units of horsepower and torque. These tw terms are distinct, bit interrelated. Torque isa measure of instantaneous twisting force. You exert torque when you open a jar lid. pedal aevank. or tura a wrench (Fig. 29). In oursystem, torque is expressed in pounds-feet,€ 10 Pounds of force acting on a lever 1 foot long produces 10 Pounds-feet of torque. The metrie system uses kilograms and meters to measure torque. For an engine, torque translates as ‘acceleration andthe ability to keep slogging under load. Unlike torque, which isa force sensed ata given moment, horsepower involves the concept of time. One horsepower Is the ability to lit 550 pounds one foot in one second. One hp equals 550 f-lb of work per second, or 3,000 I-1b per minute, Horsepower and torque can be estimated from a vehicle's performance, but exact measurements of an engie’s output requires a dynamometer. 4“ ‘A dynamometer is a mackine that monitors rpm and torque while a brake applies a variable losd tothe engine Some dynamometer brakes are mechanical, others are electrical; most are hydraulic and use water a the working fluid. Figure 210. ilustrates a GoPower engine dyno, intended for small two-cycle engines. The engine s bolted tosorowen ee | [7S \renove fo KO _ wor > | aon |] | MOUNTING | BASE 19° 14° =paavtose the mounting plate which is suspended on flexible rubber snubbers; the crankshaft is coupled by an adaptor to the driveshaft of the water brake. The amount ef water going to the brake and the drag it generates is eontralled by the valve 48 on the right of the instrument stand. Two irstruments are provided, a mechanical tschomoter and.atorais gauge. ‘This and most other engine dynos werk on avery simple pritciple known as Newton's First Law of Matin: every ‘ction has an equal and opposite reaction. The farce generated by the crankshaft tc overcame the drag imposed by the water brake isthe action. The reaction is the tendency of the engine to rotate around the crankshaft: this rotation has the same force as the crankstaft output, but is in tke opposite direction, ‘tacts through the exible maunting base and is measured by thetorque gauge. Once rpm and torque are known, its simple enough to convert to horsepower: pm x torque bt) 250 ‘Theterm brake horsepower (thp) signifies thatthe igurehas bbeen messured on adynoand is not estimated or guntsed a Horsepower translates as speed, but the relationship is not linear. Ar speed increases, mere and more power ix needed to brake horsepower = a‘Spark occurs. combustion begins oe EN S o continues repay Tig 22 Normal corbuston (Coury Champion Spars Foa Co) resistance, the friction losses in the trans- te rolling resistance of the tires. Figure 211, prepared from data supplied by several meped ‘manufacturers, ilustrates this. One horsepower wil propel a ‘moped and a 1601b rider at approximately 20 mph. Doubling the horsepower increases the specd to slighly less than 30, ‘mph; tripling the power only gives 35 mph. About 6hp would berequited at80 mph, COMBUSTION Normal combustion is an orderly process, a kind of controlled explosion initiated by the spark plug. The spark Teaps between the plug’s electrodes, iynkes the mixture Rear the spark plug, ané the flame front moves progressively out land into the for reaches ofthe chamber. ‘AS you can see from the drawing atthe lft of Fig. 212.the spark occurs early, bofore the piston roaches top dead cotter ‘About 0.03 second is required for the flame front to move ‘across the chamber and generate peak pressure. Unless the 4a spark is advanced (occurs before TDC), the pressure will Peaklate, after the piston has descended in the bore. Most of the explosive energy would be wasted. “There are two forms of abnormal ignition. One is called prelgnition, or early ignition, and the other is detonation Preignition occurs when the mixture is ignited by a local hot spot before the spark plug fires (Fig. 2-13). The piston rises against increasing pressure and the two flame fronts—one fenerated by the hot spot and the other by the spark Most hot spots are caused by partially detached carbon deposits that glow incandescent ‘red when the engine is working under load. Other culprts are “hargnail” spark plug threads extending down into the chamber. the edges of the ‘exhaust ports, or a head gasket that overiaps the chamber Inadequate lubrication or dirty cooling fins can raise internal temperatures enough o contribute tothe problem, Ignites by hot deposit regular ignition spark e °. ° nites remaining fuel... lame fronts cote, [} oO Fig B13 Paignton Charpion Sparc Pups) 49. 14 Prigniton does this © @ pon (Courtesy Champion Spark Pies} Spark occurs «+» ‘combustion begins ploaSpark Pugcol " " 50 Detonation is @ maverick explosion that occurs ajter ‘normal combustion has besun. The spark plug fires and the flame frost moves oat inte the chamer (Fig. 29). As It ‘moves it comprosses the unburnl charge ahead of it. Unier tertain conditiors this unburt charge can detinate releasing fa tremendous burst of energy, and you can actually hear the ‘andeylinger head ping” ander its impect. Th result is ‘dented or hole¢ piston (Fig 216). Detonation is caused by too much ignition advance, poor-qualiy (lon-ctane) fuel, fueLlean mixtares, or carbon ‘epesits in the cylinder that raise tke compression ratio beyond factory specs. Diny cylinder fins and inadequate Ibrcatin can also contribute. ‘Good combustion begins with the shape ef the chamber. ‘The one shown in Fig 2-17 [ollows the best moder practice: ‘spark plug threads are recessed and the outer edges of the ‘chamber are undercut to form a squish band. The relief atthe ‘spark plug por protects the threads and recuces the Possibility of ene coming unglued and extending into the Chamber where it wosld be a source of preignition. The swish band increases the turbulence of the fuelair misture: the greater the turbulence, the more quickly the mixture burns ‘nd the less likelihood of detonation. At top dead center the Bg 216. Osoraton mates shor work of pstns (Courtesy Chamsion ‘SpanPiugce) 51sui Bano piston almost touches the squish band. Fuel trapped there squishes inward, tovard the spark plug andthe Name front. LUBRICATION ‘Twocycle engines are lubricated by oll mixed with the fue. Since the crankcase is part of the intake tract, there is Ltue eholee Jn the mater. While afew European service ‘stations sell premixed fud, or petrol, inthis country the owner ‘must do his ewa mixing. The fueloll ratio varies wilh the ‘manufacturer and the type ofa ‘Check the owner's manual for instructions that apply to ‘your machine. Too lean & mix can result in piston seizure and omecting red falure; too rich a mixture will fog the ‘nejghboriood, foul the spark plug, and may cause overheating fnddetonation ‘The proper way to mix the fuels in a separate container. Pour the gasoline i first, add the ol, serew th eap oven, and shake vigorously. In extreme cold, things go better if you ‘warm the ol. Premix is fairly stable, but if the bike has teen idle for soveral weeks, its a good idea toshake it from sideto side before starting ‘The amount of oll going to the engine depends on the throttle setting. Under most conditions this works out fine, since the engine's need for lubrication and cooling is ‘proportional to speed, but it ean cause problems when on long ‘owngrades. The thotte is almost closed while the engie is turing rapidly. Enough ofthis and te piston will run dry and 82 seize in the bore, welding itself to the cylinder walls Preventioa is simple—mecely open the throttle aecasionaly to introduce afresh charge of ol, COOLING fengines are air-cvoled, and depend on fins to dissipate the heat generated by combustion and internal friction. Most of the fins are clustered nea® the sources of heat, fn the cylinder head and barrel. A few engines have one oF ‘eo vestigial fins on the crankcase, more for looks than for function. The fins radiate sore heal, but most cooing, more ‘than90° of it, is done by convection, ‘Convection depends on a current of sir passing over the fins. The eurrent does not have to be very strong, bat it must keep moving Velosolex and Minarellr VI engines use a flywheel fan and shrouding to divert air tthe fins. The engine Is cooled whenever it runs. While such foreed-air cooling is ‘admirable, itmay not be necessary for mopeds and does cast a Iitlepower, since the energy required to drive the fan is taken fromthe crankshaft ‘Other manufacturers depend upon the forward movement ‘ofthe vehicle to generate the ar current. Engines built on this ‘system are called free-air cooled, since no power is absorbed by te cooling system. Most muoreyele egines are cooledthis Way, as are high;performance snowmobile pants. ‘The desigher must low for fally long periots of idle, when the vehicle is stationary. These perids are more frequent in a moped than in reercationa vehicles. Ib addition, the designer mast consider that moped engines are subject to fceational overheating when climbing long hila aod eudden ‘ooldownon the reverse slope. igure 2-18 is a cutaway of the Sachs 505/1freeair cooled ‘engine. The cylinder fins are shown clearly. Note their wide spacing. for gvd air flow at low velocities. Fancooled engines ‘hetrower, more thickly clustered fins cast ‘symmetrically and enclosed ina shroud (Fig. 219) Freer engines gain temperature stability [rom the mass ofthe fining, which is large in comparison tothe size of the bore. The Sachs engine has firs stacked atop fins. The engine {is slow to heat, which means that it can tolerate some abuse before the pision sticks, and it Is slow to cool, giving some Protection from overcooling on long hil. Stacked fins are 53‘almest unknown outside of moped technology, but are a mark ofthe better engines. ‘The Puch Maxi engine is another example of careful fin design. Figure 2-20 illustrates the cylinder barrel. Note the ‘displacement of fins tothe lt, two of which have Second fin grafted onto them. The reason isto balance the eylnder mass ‘on the offset block in order to give the engine the appearance ‘of symmetry. While ths is rot an engineering consideration, it Goes give some insight into the level ef professionalism that can go inte moped design. ‘While you would have to measure the fins to notice this, thase on the lower side of the barrel are slightly longer than those ‘on top. ‘This is an engineering consideration; the ‘additional fin length is needed to cool the exhaust port. The small hole on the face of the cylinder isthe ext pot far the ‘compression release fitted to European models. Hather than 54 release pressure to the outside ofthe cylinder, where the fuel ‘and cil mix would dirty the fins, Puch engineers have diverted ito the exhaust. “The cylinder head is detachable (much to the mechanic's convenience) and deeply finned. The horizmtal spark plug interferes with fnning much less than the angled plug used by Sachs. A heat dam, formed by the absence of ins al the bheadbarrel joint, prevents heat from bleeding out of thehead ‘and into the barrel, where itcould damage the piston, DETUNING You will recall from Chapter 1 that moped engines undergo one or more detuning siages to make them legal in varicus states. It is interesting to consider how this is done, since itis the reverse of mast engineering practice. In other (Seaway ha Ne engines fanaa 65= i Industries the emphasis is on more, rather than less, performance, ‘The most obvious way to cut power is to reduce the engine's displacement, but few manulacturers go to this expensive extreme. There are easier ways. ‘One method ts to reduce the compression ratio, for the more tightly the air-fuel mixture is compressed, the more power it relestes during combustin. Puch engines have a ‘many as three paper-thin alumirum spacers between the tylinder head and the barrel. Whilethese spacers donot seem thick enough to have much effect, together they drop the compression ratio by one peint. Removing them gives the fengne more power than the frame can comfortably absorb, fandeonverts apuseycat into areal tiger Other manafacturers lusea relatively thick gasket between the cylinder barrel and ‘lock for this market anda paper gasket in Europe, ‘Another approach, oftea combined with @ lowered compression ritlo. sto restrict the size ofthe carburetor bore. ‘Again using Puch as an example, 12mm earburetors are fitted to the 17 and 20-mph machines: 1 and 30-mph bikes have Hmm carburetors. Java bikes lose 06 hp in trarslation by virtie of a restrictor plate between the carburetor and eylinder. The plate blocks mest of the intake port, theotling theengine, ‘Tworycle engines are very sensitive to exhaust back pressure, Moped designers understand this and may include a 56 eliberately restrictive muffler in their recipe for ess power. ativus bas three sos of baffle plates, exch more restrictive than the lst, fr the0, 28, and20 mph machines. In addition to engine modifications, gearing may be changed to aecomedate the law. For example, the Puch ‘abmph bike has a Ibtooth engine sprocket: along with other changes, the 25mph machine has a Hetooth sprocket for ‘lightly “taller” gearing. The rear wheel turns further with ‘each revelution of the engine, enabling higher speedat a given engine rpm. 7Chapter 3 Tools ‘The tools supplied with the bike are adequate fer 905 of maintenance ard repairs. The cher 10" requires a small, ‘eollection of standard mechanic's tools and afew special tools ‘thatare peculiar to mepeds, WRENCHES ‘Mopeds are Dull! on the 1, oF metric, standard. No ‘American tool will exactly match a metric bok or nut HalFinch and 9/16inch wrenches will tum 12nd 14mm bts, but the fit is sloppy and invites butchering tke bolt head and ‘your Knuckles. The fst priority to lvest ia a st of metric ‘wrenches. Oper-end and Bex-end Wrenches There are three basic wrench varetesopencnd, borend, and socket (Fig. 34). Ifyou are on abudge, the open and box-end wrenches in the bike's toolkit will carry you a Tong way, but these wreriches tend tobe crudely finished and ‘wear quickly. Open-nd wrenches are more essential than borends, since fuel fittings and the like canot be worked on with a 30 degree jaw. And open-enis are faster to use. However—and this isa minor pout—open-erd wreaches tend to wear and distort in heavy use. A really tight fastener wil sprmg one. Borend wrencies are stronger and less lable (0 s9Orenand whose he mostbai(view Nt nando be rourd bot faces, and are the second choice aftr a4 to Iam set open-end. ‘The third choice one that is a luxury for most Saturday- afternoon mechanics, isa set of combination wrenehes in the a Ee ee ees ae a ‘opet-end jaw on one side and a closed-end onthe ether. Both jaw sizes are the same. The idea is to use the open ead to Fapidly run the threads and the closed end for intial loosening, ‘oF final tightening. Combinstion wrenches are expersive, ‘since you must purchase one wrench for each bot size and because these wrerches will not do anything that open and Dboxend wreneses will no do. Socket Wrenches ‘Some nuts and bolts are positioned so that access is from above the sider of the fastener azo masked by other parts, ‘Theonly wrench thst will work under these circumstances isa socket ae) 9, 52. Combination wrenches It Is cheaper and less frustrating te purchase a complete set of Sockets at one fell swoop. While there is a trend to standardize metric fasteners in even sites on motor vehicles, ‘ot all moped manufacturers follow this consention. You Wil fenccunter some od-aumbered sizes, and will need sockets {rom Tem to 19 men in mm increments. It posite, specify point, as oppssed to 12p0int, jaws (Fig. 33). Six-point sockets oxort a etrongor grip, capecialy If th fastener ts worn and rounded, and last muck longer than the 1-poat varety, ‘Tho standard length, or reach, is adequate for everything except the spark plug which requires a 5/binch deep-well socket (Fig. 3-4). The popular 3iineh square-drise—the is the size ofthe hele in the back ofthe socket—i the best choice for small engine work. Quarter.inch érive tols are a litle fragile and are not built to give the leverage. halfinch rive tools are heavy and get in their own wayon meped castings Ratchet Handles A simple T-tandle driver i all that youneed,at eas nthe beginning, Later you will want to invest in a ratehet handle, sometimes called a ratchet wrench. Ratchet handles come it variety of shapes, sizes, ani finishes. Each mechanic has his favorite brand, vith some 7% choosing SK. ‘The primary alvantage of the SK hanéle is its loceacting ratchet, made possible by the we of fig. 94. Standard reach and etaireraftqualitystel inthe ratchet wheels and paws. Cheaper Wwrenches must have large gear teeth for strength consequently. there is 10.20 degrees of dead movement at the handle before the raichet engages (Fig. 35). The 5 tool requires no more than 9 degrees of dead movement ard as Iitleas & Ldegrecs, ‘Some mechanics prefer Snap-on tods, which are about the ‘most expensive, and are surely the best finished, on the market, The Snap-on "Ferret" series hardles require 18 degrees of handle’ movement between engagement. prints Sears Craftsman ratchets have as litle as 4 degrees of dead ‘movement. but with all apologies to Sears—are somewhat sloppy in action and finish. The real advantage of Craftsman tool and the reason why many amateurs andmore than 3 few professionals are loyal to them is the warranty. Craftsman Socket handles have an unlimited unconditional warranty ‘whieh includes the ratchet mechanism. No other ‘manufacturer gives sich complete buyer protection, TORQUE WRENCHES ‘The bane of begining mechanics is stripped or pull-out threads. Most ofthe fasteners you are dealing with on a moped are threaded into aluminure, and aluminum is nota forgiving ‘metal. Run the fastener in crooked an the threads will eross land strip. Draw down the fastener too hard, and the threads ‘wil pull out, ‘Working mechanics do not have ths problem. They avoid ‘ross-threading by running the fastener in atleast three turns 62 by hand, before picking up a wrench. Spark plugs might get four or five turns, since the threads onthe spark-pug port are subject to wear. And professoncls have educated hands that sense how tight is enough. Witheut being conscious of it, the mwchante Lakes into sccount the diameter ofthe fastener, its threaded depth the metal i thread into, andthe length of the wrench halle He stops tightening. nell short of thal soft Teeling that means the threads have begun to crumple. If his points reached, the treads have been compromised, but wil ‘enecally hold. Continued turning will sri the fastener. ‘A worgue wrench indicates how much twisty foree, oF torque, is being applied to the fastener, I! is a very good ‘subsite for professional experience, and it must be used on critical fasteners. No-mechanic, however competent. can Consistently seme the difference between 8 feb and 10 fe Some engine components can and te dierene may be “There are many types ef torqu-incieatirg wrenches each with advantages in particular applications An amateur and mast professionals are best served by a deflecting beam fwrench (Fig. 36). It is the simplest and least expensive requiring no maintenance ever is life span of several million fycles. The principle may not be entirely sbyious from the ‘@awing: force acting onthe hanle can tur the fastener or it fean bend the beam. Initially the fastener threads easily, and the beam hardly bends. As the fastener is tightened it resists movement, and this resistance is reod on th dial ax terque. ‘The dial issecured tothe beam and defects with tthe pointer im attached to the érive ond af the wrerch and remains straight. ‘There x some confusion abost tho nits of torque, Torque fs a measure of twising force, expressed in unis of Weight, ‘acting through a har whose length is expressed as 2 unit of Eondowedtton factory eadqusers nBorel Guster mea" 6distance. In our system wo use pounds asthe unit of force and Inches or feet as the unit of disiance. Larger wrenches, intended for general automotive work, are calbrated in feet; smaller-capacity wrenches, ofthe kind that would be used on ‘mopeds, are calibrated in inches. In Americanized. shop ‘manuals, specification sheets, and mectanic’s conversation, torque is described as so many inch-poands or foot-pounds. Engineers and the selentifie community sometimes reverse the notation and say poundinckes or pound-feet. AS far as this book is concerned, either term is okay. In the discussion of torque an horsepower inthe previous chapter the pound foot was used since this isthe way dyno gauges read. ‘Mopeés are built on the metric standard: inch-b and ft specifications are a courtesy extended to the American ‘mechanic dy some manutacturers. The traditional metricunit of terque is kilogram-metets, abbreviated kgm or. for Scienific notation, mig, However, by a recerkly passed law, West German torque specifications are published in Newion-meters, or Nm. Otter European countries. are expected to follow suit "Torque specifications may be in four Basle units: inet, {elb, kgm, and Nm. The relationship between these units ean be summarized: ‘TOCONVERT MULTIPLY BY intbtoftb 0.0613 Inlb tokgm ons inlbtonm oss fui toinlb 2 fuibtokam 018 fuibtoNen 136 kgm toin-Ib 68 kgm toft 1b 78 kgm tom 9a Nino Ib a5, Nmtoitlb one Nmtoxem, 02 Purchase a wrench with a0-150indb (02.0 kgm, 0.20 Nm) range. Most moped specifications fall in the middle ofthis ‘range, where the wrench is most accurate. The wrench should be siored away from other tools, since the pointer and the plastic “floating” handle are fragile. If the printer should be 6s ‘damaged, the wrench can be recalibrated by bending the pointe so zero torque is indicated under no loa. "Factory torque specifications assume thatthe mts, bots, and other fasteners tobe torqued are like-new and lubricated. Damaged threads or tnreads filled with rust and carbon Will, five wilily inaccurate torque readings since the wrench fcamot distinguish between fricuon snd tension on the {asiener. Bothare read as resistance to turing ‘A-common shop practice 1s to clean threads with a power-driven whee A light brushing probably doesnt hurt ‘anything: heavy brushing, of the sort required w remove ‘carbon, ulls the threads and makes a torque wrench useless Th ihe ‘fastener is earbonimpacted or rusted, soak it ‘carburetor cleaner and brush by hand, in addition, the threads and the underside of bolt heads and nuts should be lubricated: Moto oll s mostoftenused, and Is generally adequate, but for best resuts, purchase a small tinpf antseize compound ‘Alumninum castings can easily distort in assembly. Bolts should be drawn down tegether, f possile,tostres all areas ‘ofthe casting equally. I herearc ony two bolts, asin the ase ofa carburetor lange, tighten one a few turns, thenthe other ‘Work in this criss-cross fashion ust the bolts are snugged: then if yeu have the specs, finish the job with atorque wrench, Had bolts aro tightenod in the sare reanner, moving Irom fone an her across the long axis (Fig. 3-7) Go through the soquence in three increments. 1/3 torque, 2/9 torque, full, torque. All torque-Limit specifications available at this wating areinclasied inChaptor 6 SCREWDRIVERS ‘American serewdrivers fi metre screws reasonably wel, although you may want to filethe screwdriver that you use for 65oa point adjustments oan accurate ft. A butchered point ssrew [sa frustration Some manufacturers use Philips, ot cross slot, screws to hold the major ‘castings (Fig. 28). While this approach simplifies manutacturing Philips ses can be run in with Automatic drvers~and gives the bike 2 clean look, it eauses| headaches for the meckanie The screws get tighter s¢ the ‘machine is run and removal with an ordinary screwdriver is ‘Shai muon tors (Costesy Splosindusta Te0iCore) ‘almost impossible. Sometimes the scrors can be shocked loose witha hammer blow on the end of the driver. Oe may be reduced to turing the screws crabwise with a small chisel which, ofeourse, ruins them, ‘The roltion to this and other vexing fastener problems is ‘animpact driver (Fig. 39). The bit is positioned inthe serew slot and the tol given a healthy wallop with a hammer. The bit is forced deeper into the slot and, tanks to ar intemal eam, rotates. No Phillipe screw vith any kind of sbt let ie prot ‘against an impact diver PUERS Ordinary slip jint pier, the kind that most people keepin a kitchen drawer, are adequate for mest jobs. Long-nesed pliers are convenient for holding small parts, and the heedle-nosed variety is even more so (Fig. 210). The best bource of either isan electronics apply beuse Vise-Grip Pliers ViseGrip is a trade name applied toa greup of plier ike tools (Fig. 31). The bolt adjuste an ixteral toggle to the approximate jaw size neeied: squeezing the. handles iBenorates a force of some two tons for the binch size and Correspondingly more for larger tools. Vise-Grips have no Specific aso on & moped you should nat be ina situation that Fequires two tons. of forc-—but they hive scores of miscellaneous uses. The fool ean be mounted inthe vse to bold oirregularly shaped parts, used as a clamp to secure parts during assembly, and can generated leverage on other tools ‘The central use, and the reason these tools have displaced water pump pliers in most mechsnic’s tool boxes isto remove rusted and battered fastene's Purchase the original Vise-Grip or a too of comparable qualty. Cheap locking pliers are worse than useless, sine the force generatedby the handles merely warpsthe jaws. But a word of caution: pliersare mbt wrenches and should not be used on bolts with good heads. Using Vise-Grips or other plies on afastener isan admission tha the fastener is already ‘damaged and mast be replaced Snapring Pliers Snaprings are used to secure the fand may be found on clutch ard transmission components. ‘There are two types of aprings normally requiring separate plierlike tools, The K-D tol shown in Fig. 312 handles both Inside andoutside snprings, expanding one and squeezing the ‘other, The combination tooi is no more expensive than the ‘others, although it does take up more space isthe tol bor. 6a Of course, more people disassemble mopeds than have snapring tools. A knife blade in coacert with a. small screwdriver usually does the trick, but there is danger of damage to the parts. Damage to the snapring is of no fonsequence, since’ a careful mechanic” aiscards them—particularly those on the piston pin—each time they are disturbed, but camage tothe mounting surtacescan cause aleose or dificult ft. HAMMERS Hammers are strong _melicine, particularly on whitesmetal castings, but strong medicine has its place. A. carpenter's claw hammer ie betier than nothing, but the balance and the distance ofthe face from the handle is wrong, for mechanical work. It it much butter to purchase a ‘machinist’s, or ball-peen, hammer. The Scunce weight is ‘stright. 'A ew precautions can prevent most embarrassments and ‘minimize the danger of inury: © Wearsafety glasses. {realize that a mechanic may be laughed at if he dons safely glasses when he wee a hammer. But many who didnt wish they had © Koop the hammer clean. A greasy handle oF face ean ‘cause injury to ourself orto themachine. ‘@ A hammer requires some minor maintenance. In dry weather you may have to soak the hickory handle in Water to swell the grin. Replace the handleat the first Sign of a crack. And replace the head if it begins to peel and chip. Hammer heads are sarface-hardened by a dose of carbon ai the foundry, bu the ier metal {sas soft as pig ron: once the surface is compromised, it will tarow chips f@ Use a hammet with discretion. Do not strike soft metal eastings with astee! hammer. ‘© Ifit doesn't move, fird out why. Be slow tospply more force. ‘A mallet is needed to separate crankcase halves. The traditional favorite is made of rolled rawhide, but these are {getting expersive, and you may have to settlefor paste or. at fhe worst, tard rubber. Bit do not attempt ary” serious, celbow-deep, engine work without a male. 69Cutting Toots We think of saws, files, and chines as construction tool, rather than as repair toals. There are times, however, when hicks and gouges have to'be smoothed out and allegedly iter changeable parts must becustam-fitted. Hacksaws As long as the frame's rig, the most important part of a hacksaw is the blade. For precision work, use a I2inch “allhard” blade, such as the tungsien high-speed steel blade ‘made by Disston. This blade isbrittle and will snap if you force the saw of allow the blade to work loose inthe frame. Dsston ‘Super Safe blades are flesible~so flexible in fat thet they ean be’ tied in knots without breaking—but their cut tends to wander. Files File technology was old when the pyramids were built, and there is Tot ‘0 learn about the subject. Basically, fies are classified in terms of their cut, piteh (number of teeth to the Inch), “stape, and length. Some. of these factors are interrelated. For example, the plich number drops as the Jength ofthe file blank inereases A 4inch filenas more teeth to the inch than the same style in the 12ineh length. In other ‘Words, smooth work requires 2 shor! file. The cut refers tothe way te teeth are milled. If formed by ‘a single pass ofthe cutter, the teeth are in parallel rows and the file is classified as single-cut. A second pass, diagonal to the srst, produces 2 double-cu file. The eth nave a diamond shape, falling off from a point in the center. Single-cat files are Slow. but leave a smog surface; doublet files rip the metal ‘Tooth size oF pileh is deseribed in general terms as fine (smooth) cut, medium (secone) cut. and bastard. Asexplsined In the previous paragrapn, the pith is related tothe length. A T2inch fine-cut has larger teeth—leaving @ coarser work surfacethan a inch basta For general cutting and sharpering, use a lat mill bastard ln the O-inch length (Fig. 3-19)" ratial of about the same length is useful on curved surfaces and doubles as a poor -- saicnclrauytsy” om" ‘man's reamer. Do not make the error of purchasing one of the round files meant for sharpening saw blades. A true rata is tapored and has couble-cut tecth for rapid material removal Purchase name-brand files with the maker's. logo stampod on the ting. Unmarked files are factory seconde and five disappointing results, since mos. rejeels have faulty heat treating, ‘Alle will give years of service f you observe these rules: ‘© Always use a handle, for the cantrol and protection it otters, © Cut on tte forward stroke, lifting the ile off the work. fonthe back stoke. Cut dry, without ot, Keep the teeth clean witha flecard. A flecard looks Like’ wire brush with burt hareut. An ordinary wire brush or power-driven whee! wil dll the teeth. © I you Keep yeu fies ute toolbox, protect them with plastic sleeves. GAUGES ‘When you begin to work on engines its satisfying enough to get the things running, but as a mechanic gets more experience, he takes a longer view. Not only is the engine ‘subposed to run—that is expected—its supposed to stay Togetner fora long time. A real engine man goes beyond these considerations. The engine must net only run and stay together, but it must perform better than it did the day i let the factory. He begins where the factors finished, {AL the heart of engine work is precision measurement Inside and outside micrometers, dal indicators, vernier calipers, and gauge blocks to keep the instruments accurate fare what distinguish the engine man from the ordinary howeveralented, mechanic. ‘The mechane can estimate piston to-ylinder clearance accurately by wobbling the piston ‘with his fingers; a thumbrall nail dragged across a bearing Jounal gives him some indication ofits finish. But the engine n9.9.16 with practon, a ermar (Goutesy 819 Jos indusirat Toot So) ‘man starts where the meckanic tinshes, His touch provides the clue that reveals an imperfectly-fitted part; his lnstruments enable ma to fit i toa ten- thousandth, ‘The beginning mechanic has itle esperience ta guide him and less in the way of precision gauges, In this book 1 will escribe, as well as 1 can, the correct feel for bearing slearances, piston fits, and the lite. Bu if you really want to build the engine right, invest in a verner caliper (Fig. +14). You can purchase a fairly good one for about $3, and with practice will be able to take readings accurate to . 4005 inch. The instrument may be used as inside and outside calipers, and doubles as a depth gauge. Feeler Gauges Feler gauges are indispensible. The gauge shown in Fig, 3.15 combines two types of feeler gauge into a Single too. The round wire gauges are used to measure spark plug gap, since Sparkplug electrodes wear rounded and the gauge must conform if it's togive honest readings. The lat leaves are used to set ignition point gap and measure clearances between ‘machined parts ‘Most moped manufacturers have been considerate etough to translate their meitie specs into the inch system. Metric feeler gauges are available, but you can use inch gauges i you remember that | mm equals 0.04 inch. Say, for example, that the specification calls for a contact point gap of 0.3 mm. “Multiplying 0.3 by 0.04 gives0.012 neh. ‘Round gauges are less subjet to error thes flat ones, ‘whieh is why some mechanics use them whenever they can. A flat gauge must be held dead parallel with the parts measured, ‘while a round gauge ean move in one plane without affecting rR the reading. There should be a slight drag as the gauge is ‘moved between the parts. Thefeel af zer9 clearance cantot be described in a book, but you can learn to recognize it with practice. The ignition poin's are a good teaching aid, parucularly If the points are new and the contact faces are ‘square. Set the gap to specification. Now insert the next ‘smallest leaf between them. It should move with an almost imperceptible resistarce, indiating that both sides of the laf are in light contact. Then try the leaf onthe wide side of the specification. It should be in solid contact with the points Compression Gauges |A compression gauge is used to diagnose pisten ring and cylinder bore wear (Fig. 316). The gauge fiting Serews into or 1S held over the spark plug fort. and registers peak ‘compression as the engine Is cranked, One-shot readings are ‘not as useful as a carefully recorded series of readings aken ‘once of twice a year. Ina new or rebuilt engine, compression will usually be low for the first few hundred miles ed cli Steadily as the rings seat. It will remainon a plateau for many miles, and then gradually fall off as wear takes st toll. The Fings should be renewed at the fab paint, New rings should reach an¢ hold the original compression plateau. once they are broken in Ifthe rings leak, soon aftr installation, tne cylinder bore or piston s worn and should be replaced. SUPPLIES Engine and drive-train mainterance and repair requires a varity of solvents, sealers, ard lubricants, %eater SPARK PLUG Femoveo SEoDND “EST: Saunt A FEW OROPS OF OL ONTO STON THAQUGH Spare PLUG HOLE rly SHORE SUE € TO @ REVOLUTIONS 10,087 Solvents ‘The first priority is a general-purpose solvent. One of the best solveats, available if you're lucky enough to work where it {is used. is trichloreihylene. Stoddard’ is the brand name of another good solvent, and one that is easier to find than trichlorethylene. The third, and most economical, choice is kerosene. But do not, under any circumstance, use gasolize as ‘solvent. Gasoline boils at room temperature and below. The vapor is heavier than air, and moves out in long, ‘ground hugging streamers. These streamers act as fuses. In ‘one case on revord, an open container of gasoline was ignited by awelding trch 182 fet away. When mixed withthe proper proportion of air, gasoline is more exposive than an equal Wweight of TNT. ‘The pungent, burnt-candy odor you detect around motorcycle shops and airplane hangers is Gunk, one of the ” ‘mot efficient degreasers known. When mixed with Kerosene, ‘Gunk turns grease and oll into soap. The disadvantages of Gunk are that it must be fushed with water—a probiem ‘araund electrical equipment—and tat is discolor paint. ‘Gunk Hydroseal is a favorite of aireraft mechanies, who use it te dissolve carbon deposits inside engines and on eylnder fins. Cylinder fins ean alse be brightened with oven cleaner, bu test the cleaner onan uroblrisve gat ofthe head before you spray the whole suriace. ‘There arespecial carburetor cleaners but most are sold in fivegallon cars for professional use. Gunk Carburetor Cleaner is available from most automotive stores in pints: one pint should do about a nundred moped carburetors. Pemaps the best solution is to purchase a spray can of Berketile 2 + 2 Gum Cutter. ‘The. spray product is more potent (and ‘exyensive) than the? + Zin pnts. I nothing else is handy, you fanclean mos carburetors with lacquer thinner. Mutflers eventually clog sp and must be dismantled for cleaning. The job 1s easier i You submerge tte mulfler na ‘warm solution of water and caustic soda. Be careful when ou fre handling eauste—it does co Tesh what i does tb carton. NNorare the fumes partcalarly wholesome. Andeaustic cannot Dbeused on aluminum, only ste andeast iron Engine work produces large amounts of waste, and you should have a good supply of rags oa hand. Cation shop towels are best, but any lint-free, ratural-fiber cloth is adequate Somehow, olé T-shirts are traditional around a stop. Same ‘mechanics use heavy paper towels available from parts ‘Stores, Ordinary paper towels are better than nothing. and much better than dirty rags Lubricants ‘You will need several Iupricants. Chassis lube 18 a bit ‘heavy for wheel bearings and suspension swing arms, bul tis Inexpensive. Most shops use it, but specialy refined and formulated greases such as Labriplate are betier etoices and, ‘ean ado elite ofthe machine Ifyou run synthetic oil, use it a8 an essembly lute. Ifnot, preol the pars wita SE-grade motor oll rom a major refiner Some petroleam based motor oil is fortified with edaitives: fortified ol ls the cholee for use as an asembly lube. OF you ‘may purchase an additive from a Big Three auto 75ealer—Chrysler, Ford, and General Motors offer well-esied ‘diitiver under thir own parte numbers ‘Torque specifications can be more accurately met if you dda antiseize lurieant on the threats. Ths extremepressire lubricants availabe in small eas fom the larger auomative supply houses. Penetrating lls useful en machines that are hewily weatkered. Vari chain ails are avalable, some of, them containing exotic metals such as molybdenum, and cthers that spray on as a babble frat Irdustral chain ters, the experts inthis field. say that motor oils okay. 50 Jong as the chain stays wetted. Silicor lubricants protect rnbber and plastic parts and, should the need arise. can be sprayed on the magneto and spark plug veads to draw water cit of the insulation, Sealants Gastet sealans are insurance agaitst leaks and, wed Wah moderation, ad security toa repair job. The ol favorite ‘was 3M Weatherstripping Adhesive, affectionately own as ‘Yellow Death.” 1 works vory well but is sensitiv to oat and cansot be used on head gaskets or exhaust sisters. ‘The current favorite at leet on the casters Pennsylvania sprint car circuits, is Permatex Silicon (“Blue Stu”. Tose, fpread sthincoat of Blue Stl on hth sides ofthe gasket and bal i up immediately before the siicon has a chance to cute ‘The engine can be started upin assombls. Blue Stuf! tend to harden in the tube after opening, but ts shelf life can be ‘extended to ayear or more fis stored inthe rerigerator SPECIAL TOOLS: Figure 317 illustrates the complete tol se for the Sachs ‘y1-series engine. Some of these tools are specific to the Sechs and will work on no cther bike: @ number of them, including the piston pin extractor (1), the clue holding wrench (8), and the tachometer (I2), can be used on oer makes. Other tolsin this series cae be fabricated wth a tle ingenuity and patience; a few are European equivalents of familiar American mechanic's tous and can be purchased locally. Te flywheel puller as well as eltch pullers for otter ‘ergines can often be purchased at bieyele shops—ine Same toils are usedto remove coteless ticycle rams, 6 ODDS AND ENDS: ‘Collect several hal-fct lengths of two-by-four to wse as ‘supports for precision parts. Machined surfaces such # the head gasket surface or the parting line on the crankcase halves should be placed on the supports, net directly on the bench. A brass rod 5 or 6 inches long and 8/8 or 3/4 inch in diameter protects steel parts from direct hammer blows. It you have & vise, you should fashion jav cavers from bress oF copper sheets. Cut the covers slightly larger than the jaws and crimp the ends. NOTE: DWENSIONS ARE WIM 7Several repair operations take advantage of aluminum’s| ‘rapid expansion when heated. You ean use a propane torch for this, but a light touch is necessary. Too mu hest or heat focused in one spot will distort the casting beyond repair. A. safer method, and one that almost always can be substituted for a torch, is to heat with an eleciric bot plate. Where the shape of the parts prevents direct contact, you can we oll and rags as the medium Heat the oll, keeping the tempersture telow 200 degrees F, pour It ever rags Wrapped around the casting. Discarded ice ways and clean food tins make good cleaning containers. Kitchen brusbes ean be used to scrub parts, but e mechaale's brush is cheaper in the long run; Specily the type with nylon brisiles. 78 Chapter 4 Fuel System ‘The fuel system is—aftor the electrical system—the most complex and least understood system an 2 moped. Inadaivon, ‘there is an element of personal danger involved, a danger that 's usually underestimated by anyone who has aot been inthe Veiity of fuel tank explesion. Some repair operations Involve dribbling gosoline from open fuel ines and carburetor flogt bowls, Do not spill fuel ona hot engine oF, God forbid, on ‘an engine tha! la running. Work inthe open, well away from. ‘waler heaters, cigarettes, andother sources of ignition. Dont crank an engin that is'wetled with fuel, sparking at the ‘contact points can easily start fire “The fuel system has these companents # Fillereap © Tank © Fuelvalve uel ine(s) Carburetor Aiefiter Reed valve (Batavus and Peugeo’) Fuel pump (Velosolex) FILLERCAP ‘The filler cap should be fucl-tght, whether the tank i full for almost dry. Leats mean thatthe cap gasket or entire cap nm‘must be replaced. Particulary in dusty environments, it is possible for the vent to clog. The engine will run for a few minutes and quit wen the fel level drops and tank pressure becomes ess than atmospherie pressure. FUEL TANK ‘The tank may be intogral_with the frame or detachable. ‘Columbia and Moterbecane_ integral tanks bear frame leads and, from an enginering viewpoint, are elegant: one part has the function ef two. On the other hand, should the tank be damaged, one has the option of making a dificult repair or purchasing a zew frame Contamination “The major problem with the fuel system, the ultimate ‘cause of more than 90% of dificultes, is contamination. Fuel fay. cottaminate. sportanewusly with age. Some of the hyérocarbons in gasoline oxidize ard settle outas varnishand ‘gum, Besides being diffeult to igate, sale gasoline attacks ‘metal and plastics. ‘Some water’ is present in all gasolize because of condensation. As water conteat ineveases, the fuel tums gray fang, in ine, globules of greasy water sel ot atthe bottom ff the tank. Water rusts the steel tank and corrodes the Sluninum parts in the carburetor. Rust and slumisum oxide particles eventually detach and score the piston, leaving tiny Sertical seratches. Large amounts of water may make the engine hard ot impossible to start and can freeze off the fuel Tine in eld weather Dirt and sand ean enter by way ofa faulty air filter, alr leaks between the filter and cylinder, and trough careless fuel handling. The piston rings may take ona satiny finish, as {they were lepped (ar indeed they wore). The piston will show thausands of fine vertical scratches and, in severe cases, the ‘chrom bare il be affects, "Rust isthe number one contaminant. f you suspoct rust in the fuel—the condition of the piston or én examination of the residue in the carbaretor will provide confirmation—drain the {ark and inspect its interior with a small faslight Turn the Tight on before you pu i over the filer neck and off ater you take it away. since the spark at the switeh eontacts may be ‘enough to ignite the vapors. Another, and sifer, way 15 t0 80 secure a piece of white rag toa wood dowel or brass rod and swab the floor of the tank. If rast is present, the rag wll show ie ‘There are several things you can do about rst © Ignore it and sttack the symptom by splicing a miniature filter into the fuel line. These fiters are Available from auto parts heuses. 4@ Attempt to clean the tanke (© Purchase anew tank, A severely rusted tank should be replaced, since the tank has been weakened and will almost certainly develop leaks. ‘Minor rust ean be coniained with an inlie filter and. by keeping the fuel level above the rus line. The filter will catch ‘ost rust particles that float ffee and te olin the fuel should prevent further rusting. Tanks that appear sound but are thick With rust ean sometimes be salvaged by chemical cleaning. However, a word of caution: some detachable tanks are ‘crimped iogetier over a layer of plasti sealant. Bendix and ‘other potent cleaners atlack the sealan, leaving you with a ‘more ‘serious problem than before, one that 's almost Impossible to correct without replacing the tank. Ifthe tank appears safe, and it would be wise to eensult your deater on thismatter, remove the fuel valve, plug the hok, and carefully pour carburetor cleaner into the tank util the rusted area is Covered. A all-hours soak should be enough, since carburetor leaner is quite potent, dissolving paint and tngers about a readily as rustand carbon. Leaks ‘Tank leaks may be caused by impact damage, faulty welds, and severe rust. If rust 's the problem, the only practical cure isto replace the Lane. Other leaks can silly be sealed with Produit D Obturation, betier known as Peugeot part No. (9158.9 we it 1@ With apiece of eralk, markthe leak ste © Disconnect the fuel line ard, if possible, remove the tank from the frame. ‘© Drainthe tank completely, iting it inthe direction of the fuel valve (© Blow out any fue that remains with compressed air. ar‘© Ctese tne valve and pour one quart of trichlorethyiene Into the tank. Do not use Kerosene or any her petroleum-based solvers. ‘Shake the tark vigorously for several minutes. Drain aad collect ne solvent for reuse. Remove the fuel valve. ‘Thoroughly dry the inside ofthe tank with compressed Position the tank so that the leak it at the lowest point. Poar a 30-cc bottle of Produit dObturation into the tank, This sealanthas a shell Life of six months. I the bottle isnot fll, the sealant has undergone achemical change and will nat work. ‘Allow 48 hours for the sealant to care, Do not move the tank during this perio. ‘Alternately, the tank can be sent out for welding. This is not a job for a beginner, for even the mest vigorous cleaning does fot eliminate the risk of explosion. At a minimum, the tank should be flusked with live steam for ’ minutes’ and flooded with earbon monoxide during the welding operation. FUEL VALVE, Figure 4-1 illustrates a threeposition fuel valve. The longer of tne two inlet pipes opens inthe on or run postion; the shorter pipe comes the flow when the valve is turned to reserve. This particular assembly has its filer screen fownstream ofthe valve: the more common moped pracuce Is to mount the screen over the inlet pipes. Motobecane fuel valves are mounted on the side of the carbureir: other ‘machines have their valves threaded on anippleon te tank. “The valve should be removed once a Year for cleaning. Drain the tank and undo the valve union nut Some of these nuts are double-threaded; that Is, the lower, oF valveside, threads are left-handed: the upper, tankeside, treads are Tighthanded and so are simultaneously disengaged by turning the union nut counterclockwise. Soak the valve assembly in solvent and work the lever through all three positions. Then blow the mechanism out vith compressedair. FUEL LINE(S) ‘After several years of service, the fuel line may grow brite and develop cracks, particularly at the ends. Quarternch fue line (te size refers to the side ameter) ‘can sometimes be purchased at auto parts stores, It should not be confused vith vacuum oF windshield washer hose, neither Of which are fudl-proof. Motoreyele dealers stack dear ‘neoprene hose and clamps. Neoprene sowly deteriorates in ‘Sunlight, but i preferred by motorcyclists whowanta postive indication that fuelis resching the carburetor. ‘CARBURETORS: ‘Moped carburetors are simple instrumens, designed for care of maintenance. There i nothing myaterius about ther, but their principles of operation are less than obvious. Some 83theory Is needed, if only to troublestoot the instrument inteligenty. How They Work ‘The central principle of all carturetors, moped or automotive, is pressure diffentil. "The weight of the “atmesphere presses dovenon the earth's surface witha foree of 147 pounds per square inch. During the intake stroke the fengite generates a partial vacuum, where pressure 1s less than atmospheric, in the cylinder. The carburetor provides the route between engine mduced vacuum and atmosprerie pressure, and the pressure imbalance forces air (and thereby, fuel through the carburetor and into the engine ‘carburetor has three functions. It stomiaes the ful into atin spray, regulates engine speed on demand trom ne rier, and adjusts the mixture strength for different operating ‘conaitions. i alk about each of these fusetios in subsequent paregraphs, Tiquid gaseline burnsstowly and ineticiendy. To drive the piston, the fuel must be converted into @ vapor, so that each hydrocarton moleeale is surrounded by oxygen molecsles Atomization, the process of bresking the fuel into tiny “droplets, is the first step toward vaporization. Once atomized ‘droplets enter the engine, they absorb beat and bail off into vapor Moped carburetors wse a piston slide throtle (Fig. 42, part Noi), connected te the twistgrip by means of Bowden fable. Withdrawing the iston from the bore allows more air fand fuel to pass, and at ile the piston closes the bare almost Completely. The coll spring, part No. 17, forees the piston ‘own, closing the throttle, when the teasion on the coatrol ‘abl is relaxed, Without the spring, the thrattle could stick ‘open, since cables are flexible and den't “push” well. In ‘dddtion to regulating the ameunt of air and fuel, piston slide Urrotles have a second and. sometimes third function, diseassed later. The most demanding Job the carburetor baa is adjusting the strength ofthe mixture according tothe engine's needs. At cruise, an engine is happiest on a mixture of about i6 parts of fair to 1 part of gasoline. At high speed the mixture should be slightly Fcher, i the range of It oF 15 to: the additional fuel Is needed to evercome mechanical friction and to cool the as Piston. At very low speeds the engine again needs 2 rich mixture to persuade it to run at all snce the evlinder s not very well scavenged, and the Incoming charge is diluted by exhaust gases from the last eycle. Idle mixtures may be as ich as @ or 9 {0 1. Cold starting, when the fuel tends to condense back into aliquid. requires very rich mixtures onthe order of 4or even 3 tol ‘The carburetor makes these changes automaticaly, with ‘no attention from the operstor except for starting This swhat ives some complexity to even the simplest carburetor. 85AREAOF Ventort Although there is a pressure differential between the carburetor and the cylinder, isnot always sufficient to draw fuel into the engine. Help takes the form of a venturi, or ‘vacuum generator. A venturi is @ restriction inthe carburetor bore: it may be streamlined as shown in Fig. +3 or it may be ‘uiteblunt ‘Since just as much air enters the carburetor bore as leaves. It the velocity of the air at the venturi increases over its entry velocity. The boost in air speed helps atemize the fuel, Whipping it into a fine mist, but the major benefit i that this Velocity increase is “purchased” at the expense of pressure. ‘The pressure of the air stream in the venturi seetion drops, encouraging fuel to flow into the bore. ‘Moped carburetors are a little different than those on. typical automobiles and American small engines. Instead of forming the venturi asa jized restriction or bulge in the sides of the casting, moped designers follow European practice and use apiston to form a variable venturi (Fig. 4-4, ‘At Iow speeds the pision masks off most of the carburetor bore, and the area of the veniuri—the distance between the lower edge of the bore and the bottom ofthe piston-—ia small Consequently, the air stream moves at high velocity, assuring f good vacuum draw. Ae the throttle piston retracts, the engine turns faster, and flow velocity is maintained by the Increased air intake to the engine ‘At full throttle the venturi effect no longer exists, since the piston is withdrawn completely from the carburetor bore, but some vacuum is generated by the bore itself. You can demonstrate the priniple involved by cutting the ends off cigar wrapper and blowing through it The wrapper will collapse because the pressure ofthe moving airstream in the ‘wrapper is lessthan atmespheric pressure. Main Jet In carburetor torminology, a jet ie an orifice through which fuel flows. Jets are carefully calibrated so that only a preset amount of fuel flows through them ata given vacuum. Most of the fuel consumed by the engine passes through the main jet cireut. The circuit la fed frem the float bow! and discharges at the vacuum zone created by the venturi, The ‘main jet is inserted at some peint inthe circuit: it may be just under the carburetor bore or it may be at some distance from the discharge point In Fig 42the main jet is shownas Ne. 31; in Fig. 45 10 No. 17. Jets’ eumbering corresponds to their ability to pass fuel. Unfortunately there i no anivereal code. ‘each manufacturer has a system of his own. Inmost eases, the higher thenumber the larger, more iree-fowing, the erBing, Delf Orto, Jikov, and other carburetors have a feature. borrowed {rom mowrcycles: flow through the highspeed circuit isn part, controlled by thettle position. A tapered needle on the end of the pision moves up and down in the discharge nozzle which inthis configaration becomes the needle jet. AL low speeds, the piston i low in the bore and the thickest part of the needie almost isthe Jet (Fig. 44). Very Little fuel flows. As the piston retracts, the needle lifts out of the jet, progressively uncorering it at full toute the needle {is almost completely withdrawn and maximum fuel ‘lows. ‘This arrangement provides a richer mixture at high speed land, becaise the position of the needle is adjus.able, gives fanother opportnity for the carburetor liner. Noodle. jot hardware! shown inFigs. 4 and 47Fig. 47. Bing i a famous nama in German earourars found on such Low Speed Circuit The low-speed circuit discharges just aft of the throttle piston, This auailiay circuit is necessary becatse air flow becomes erratic over the main jet asthe piston is lowered. Friction uses increase and, at some point while the engine is 90 ‘sil runaing, air through the venturl reaches supersonic Selecities. The main jets caught in series of pressure waves andfuel delivery isunreliable Figure 4-8 shows a low-speed circuit typical of several moped carburetors. Note the way the throttle needle ‘completely fils the needle jet, denying uel from that source tintd the throttle is approximately one-third open. At Tow ‘speeds the engine runs on fusl supplied by the low-speed, oF pila, jet. “The term “pilot jet" is anew ene here and means thatthe lowspeed mixture control is by way of an air screw. For reasons explained presently, some air is admitted tothe jets Before the fuel is discharged. ‘This means thatthe low-speed ‘mixture can be regulated by controlling the Dow of fuel or the famount of air premixed in the fuel prior to discharge Tightening the air screw (on the lower right of Fig. 48) Hicu.speeo_| Pwotver Ftoar -MULSION thove oon 1reduces the amount of air without affecting the amount of fuel flow. Consequently the mixture gees cher. Turing the eed out has the oppositeettecs. ‘Not all moped carburetors employ a plot ait serew: many gust the low-speed mixture ty means of a fuel-regulating, screw. The term pilot” isno langer applicable, and we speak ‘fa low-speed jet and a fuel-reyulating screw. The two screws took alike, althoogh you will gererally find a pilt air serew to be Dlunter and thicker than a fuel-regulating screw. The adjustment procedure is. the reverse: tightening the fuct-regulating screw sends the mixture les. Air Bleeds Fuel in both the high- and low-speed circuits is mixed with, air before it enlers the carburetor bore. The low speed air Bleed may be adjustable or not, as discussed under the previous head; the highspood air bleed is, for practical Durposes, fixed. Air enters the high-speed circuit from a port At the carburetor meuth, flowe through @ passage under the bore, and mixes with the fuel at some point between the main [etand the discharge nozzle, Figure 44 illustrates the typical arrangement. Mixing fakes piaco in a part generally called the emulsion tube, although the same part goes by several names, including main Jet helder and diffuser” At ary rate, the emulsion tube Identified by one or more eross-drilled holes in its side. Air ‘plors the fuel column through these holes: should the holes ‘log, the high-speed mixture goes rich, “There are three reasons forair bloods: © An emulsion of gasoline and air atomizes beter than fuel in tne quia state. ‘© Because each bubble has its own surface tension, ‘emulsified fuel ‘ends to stay putin the passages. Kaw fuel would drop away from the jets when the thettle opened suddenly” and vacuum momentarily disappeared. The engine would go lean usder ‘acceleration © Again because of surface tension, an emulsion is less ikely w siphon ino theerankease Float ‘The Bing float is made of ntrogenated plastic, afoam ike substance that is lighter than gasoline. Gurtner earburors 2 we a hollow plastic cylinder as the foat. The Jikov, a sophisticated design thet was developed from the firm's ‘motreycle carburetors, employs a brass pontow Moat ‘Once fuel in the bow! reaches a predetermined level, the ‘Moat closes the inet valve (Fig. 42). This valve is generally known asthe reedle and seat assembly. The needle usually ‘made of chrome steel and may be acted on remlely as show in Fig. 49, o¢ may be attached to the float without any intermediary mecnanism. The latter arrangement is ilustrated back in Figs. 42 and45. The seat is usually made of brass ani, except on the most rudimenlary carbutetors, Is replaceable. ‘The roa ofthe float chamber is vented to hep the fuel at atmospheric pressure. Where there isa lat adjustment, this !adjastment mast be made with the greatest acruracy, forthe distance the flat moves before the need closes determines the level of fuel inside the carburetor. All things equal, the higher the fuellevel,the richer the mixture. (Cold Start Provisions ‘The engine noods a very rich mixture during cold starts ‘The traditional way to provide ths is with a choke plate mounted on the mouth of the carburetor bore. ‘The. part described as an “orifice plate” (No. 20 in Fig. 46) Is, in ‘American terminology, a chake plate. When the choke is Y Yj FLOAT ARM Fig 48 Apia oatand remote node (Gouenj08 Sunuky cyaltwart the bore, the engine pulls against it, creating a vacuum along the whole length of te intake passage. Both the ‘main and low-speed jets ow. French designers, in the best automotive and motoreycle tradition, use a starting. Jet, of which the Motobecane carburetor is typical (Fig. 42). Two fue passages leave the floor of the fat bowl: ihe upper passage supplies the main and low-speed jets, the lower passage runs under the ‘caruretor ard up (6 the choke valve, (NO. 2). "The valve 1S ‘normally kept closed by the spring (No. 19). When raised, the vaNe allows fuel toflow toa dscharge onfice ithe at part of thecarburetor bore. ‘in adition Wo & choke or a staring je, some carburetors feature what is quaintly called a “float tickler”. The Bing, ‘shwn in Fig. 47, a this feature, Depressing the tcder sinks the float, flooding the jets for an extremely rich misture. The Uecker siould be used with discretion and only on the coldest ays. TROUBLESHOOTING Hard staring, “lat spots" during acceleration, misting, ‘and. loss of power are all symptoms of carburetor fallments—but are more likely to originate in the igntion| system. Check the ignition system, giving partieular attention to he spark plug and coataet points, engine compression, and the exhaust ports and muffler before you tum to the carburetor. By the sametoken, resist the temptation to achust the carburetor. Once in adjustment, it should remain therefor ‘many thousands of ites NoFuel ‘The prime symptom of no fuel isa dry spark plug nose aftr repeated cranking. Ifthe engine 's runing when tis ‘condition occurs, it will miss, cough, pickup again, end finally stp. First ascertain that fuel is getting to the carburetor. ‘Mementarily disconect the line at the carbureor end. Ifthere Iso fuel present, the diagnesis isan empty tank, a clogged fuel valve, lie, oF alr veat in the filer cap. If ful is present, remove te let bowl to determine iffuel has passed the inlet cede and eat If he bowlis dry the inlet needle i hung inthe Seat orth inlet screen's clogged. cy Fuel In the bow! and nene—ster persistent cranking —in the engine is amore serious affair. There are five possiblities; in order of frequency of occurrence ey are © A clogged high-speed fuel circuit, usually stopped at the main jet ‘© Amassive airleak between the venturi andthe engine eylinder Less than 60 psi of eylinder compression. [Broken or sprung reed valves (Peugeot), © Leakingerankease seals. As a temporary repair, stoppages can be cleared by blowing through the high-speed circuit at the main jet. The jet is accessible with the float bowl removed. A broomstraw may be used ifthe stnppage is stubborn, but donot introduce wire into the jet oF emulsion tube. A Scratch cn these parts Is enough to upset calibration. At the first_cpportunity, lisassemibie anc chemically clean the carburetor. ‘See thatthe intake pipe is secured tothe carburetor and to the eyinder. Anair leak serious enough to sbort-cireult engine ‘vacuum implies loose hold-dowr bolt. Reed-valve and seal works delailedin Chapter 6. Flooding {flooded engine is one whose mixture istoo rch to ignite ‘A exsolinesoaked spark plug tip s the first visible symptom. but one that occurs relatively late ina hot engine: a fairly large amount of fuel must pass unignted through the engine before cooling the metal enough to condense the charge on the sparkplug tip. Fuel evaporates upon contact with hot metal: if the vapor concentration inthe chamber is greater than 6%, the ‘mixture may be totally vaporized but sill refuse to ignite. You ‘may see a Wisp of vapor curling out ofthe spark plug port as ‘you remove the plug, Too much choke during colé starts and ‘ny choke during Net starts wil flood the engine, making ‘starting ciffieut or impossible Once an engine's fleoded, continued cranking adds tothe problem. Assuming for the moment that the carburetor is not at fault, there are several ways to clear a flooded engine. Minor ‘ooding ean sometimes be corrected ty parially disengaging the sparkplug eable boot from the plug, leaving about ‘Quarter-nch alt gap between the cable terminal and the spark 95plug terminal. The spark will have to jump this gap befere it {gets to the spark plug. The ignition coil delivers only as much Voltage as it has to. the air gap between the cable and Spark pug terminals increases the vollage output. With luck, the increase willbe enough to ignite the ver-rich mature. Ti this does rot work, remove the spark plug and replace it ‘with @ known-gcod one. This procedure eliminates the spark plugs the eause of flooding and, unlessthe cylinder is sopping Wet, may get the engine started. If you do not have an extra ‘Spark plug dry the original with acigartt lighter or match. ‘Severe flooding—when the chamber and crankcase are puddled with raw Tuel~takes time to correct. One approach is to let the bike st for an hour ot so to give the fuel time to evaporate. Be sure to turn the fuel valve off, If you're in a hhurry, you ean érain the earbureor flat bowl and try tb dry the engine by cranking. Have a fresh spark plug ready when ‘you open the fuel tap forthe staring attempt. Compressed air introduced at the spark plug port speeds drying, particularily if the piston is brought dawn past the transfer ports Persistent foodirg with the throtile wide open and the choke off mears a problem with the carburetor's internal Tuel-regulsting mechanism. In severe cases, fuel drbbles fromthe carburetor mouth when the ai cleaner is detached. "The needle and seat assembly is the usual eulprit The ‘needle may be held off its seat by a particle of drt (Fig. +10), fF the needle may be worn so itn0 longer makes a fueHtighi ‘seal withthe seat. Dirt can sometimes be dislodged by giving the carburetor a sharp rap; asurer method sto drop the float ‘bow! and turn en the fuel for a secord or two. The rush of 6 gasoline over the needle will clear i. A worn needle and seat Should be replaced even if this means purchasing a new float Dont cover and float too, Fortunately, most carburetors Rave removable needles and seats ll that's required forthe repair Ialargescrendriver, ground fithe st inte seat, ana the requisite parts. Use a new gasket and tghtea the new seat firmly In the float bow! cover. You may wwst to coat the ‘threads with gasprof sealantas further security ‘Steel needles ard brass seats ean be temperarily repaired by lapping. Dip the tip of the needle in finegrade valve srinding compound and rotate i inthe seat with your fingers. Replenish the compound as needed, turning the needle so the full circumference is lapped. Wash of all traces of the compound with solvent—any that you miss will enter the engine and continue to lap there—ard assemble the carburetor fortest- Repeat the process until the vale stops leaking Some carburetors fave an adjuntatle at. f the Moat rises too high in the chamber before it clases the needle ‘against the seat, the engine wll run rich and may Nood. But ‘thefloat will not spontaneously get cu of whack: thiscondition ‘can occur only f someone has changed the factory setting See the“Overhaut” section in this chapter fr further details. Another possiblity, ane that is almost always omfined to hollow flats, is leakage. Shake the oat vigoreusly: if eneugh fuel is present to disable it its weight wil be felt and, in brass Moats, heard. Since repairs are impractical and at best, short-term allairs the beat bet is toreplace the oat. inally. tere is a very remote chance that the float is binding, particulary if the float works off a pivot. Careully ‘examine the float and the sides of the chamber for wear marks: correct by making small bending adjustments te th pivot. ich Ruaning ‘An ver rich mixture costs power, fel, and spark plugs “The symptoms ofthis malady are: {© Black carton deposits onthe spark plug nose. © Acrid exhaust ador which may be accompanied by black droppings fromthe exnaus! pipe. ‘© Fourstroking. The exhaust note becomes iregular as the engine misses a beat and fires with almest a Aouble charge onthe text revolution. aIF these symptoms persist across the rpm band, suspect a restriction in the air supply. Test the bike vith the alt element removed: if the problem disappears, the iter ‘lomont is clogged and should te renrwed. Puch and a fow ‘other bikes use a remote element connected othe carburetor by aflexibie hose: the hose may be pinched shit ‘Dell Orto carburetors have fixed jets. Others have an adjustment screw Ipeated on the outboard se of the arburetor, about midway along its length. Four stroking at low ‘speeds can ‘be corrected by turning this screw counterclockwise If it isa pilot air screw and clockwise If it regulates the fuel flow. With the engine running. move the serew out one-eigth turn or ess. Allow a few sectnds forthe ‘adjustmert to be felt: repeat unti fourstroking stops. Itmay be necessary to increase the idle speed slightly, an operation thatis deseribed under “Adjustments.” ‘Rich running at high throttle acltings can be corrected by lowering the tapered needle in the throttle piston ene notch. If 48 needle is nol used, it may be necessary to insert the hextsmaller main jet However, you should remember that jet ‘changing—particularly when it produces a leaner mixture—is hot something ane does casually. The jet that came in the ccarturetor should be approximately correct. The major ‘exception to thi rule is if the machine is operated at high altitide: in this circumstance, a smaller jet wil correct the ‘veriyricn mixture by matehing the fuel delivery wit the reduced oxygen content of the air, but it will not restore seaevel power {Lean Runsing A gasolinestarved misture bums hotter than a nermal mixture and predices lors sable power. "The first symptom ‘dl white spark-plug tip. As the condition progresses, the tip turns chinacwhite and the side electrode stows blue temper marks. Very litle carbon will be lef in the eylinder: that Which remains will be scorched grayishwhite. The end product is piston desiructien, either from a hole in the crown ‘oramelted skirt. Determine whether the carburetor is receiving enough fuel, Two typesof fue! line are used: transparent neoprere and black rubber. a rubber line can be loosened at the carburetor ‘with the engine stopped. Fuel should gush out as the kne is pulled toward the end of the barbed fating. In a transparent Tine the fuel column can be seen. It skould be solid, perhaps broken by an occasional small tubble. The usual site o fuel line obstructions is the sereen atthe fuel valve. Disassemble ‘and clean adequate fuel seems to be getting tothe carburetor, the noxt stop is to remove tho flock bowl cover oF float bowl ‘depending upon the construction of the carturetor. The bow! should be at least half ful. Ifnot, chock tho alt sereen snd. if applicable, the float level adjustment. See thatthe inlet needle ‘drops without binding or hesitation. Clean the needle and seat ‘as required to restoreits responsiveness. Enough fuel to keep the float awash but a scarcity of fuel Inthe engne may mean a partial stoppage in the main jet or its feed eircuit. Blow out the carburetor as described a few pages back under “No Fuel." ‘The fuel supply is only half the picture: there is also the possibility of air leakage between the earburelor venturi and the combustion chamber, particularly if the engine has many miles on t. Open the throtte piston eover: some covers are ‘secured by small screws, cthers by a knurled ring. Carefully It te throttle piston ‘up and oat. The piston is siotted and located by a pin or tab in the piston bore. Pull the piston ‘straight up, clearing the needle jt without bending the ede In the process. Inspect the piston for scratches, wear marks, land carbon tracks that car mean air leakage between and the bore. In some carburetors a severely worn piston will ‘ibrate and rattle under load and at low speeds: the only cure \stopurcase anew carburetor. Thstall the piston dry, without lubrcant. Align the slot and pin and center the needle over its jet. The piston should fall ‘easily intothe bore. ‘See thatthe carburetor is secure onthe inlet pipe and that the pipe is fastened down hard on the cylinder head. Leakage atthe head seems to be rather commen on mopeds; it can be cured by coating the gasket with silicon sealant. A paper-thin coats enough. ‘And, if Worse comes to worst, there is always. the possibility of erankease seal failure. Fortunately this does not hhappen often: most seal failures occur early because of ‘manufactaring error oF very near the end of the engine's lie, ‘when the main bearing clearances have pounded oul. See ‘Chapter 6for test and repair procedures.Erratic Starting, Backfiring, Shutdownsin Exireme Cold. Occurring separately, these symatoms mean igition problems or water in the fuel. If they occur together, you can be sure thatthe fuel is waterlogged. Drain the fuel system at the tank and the carburetor. It is a good idea to mix a few ‘ounces of wood aleohel with the next load of fuel: the alcohol willabsorbany moisture that remains OVERHAUL Overhaul means cleaning, inspection, and replacement of wor parts. Berkebile 2 + 2 or lacquer thinner will dissolve Soft gum and Varnish; corrosion and ealelied deposits can generally be removed with one of the commercial ‘mmersiontype metal cleaners. Replace the needie and seat, if pussible. As mentioned fearlier, some moped carburetors Reve needles that are integral with the float and seats that are part ofthe flat bow! ‘cover. Others have a replaceable sefttipped needle and pressed.in seat: when the seat wears the parent casting must be purenased. Ifthe throttle piston is excessively worn, the air will leak between It and the throtte bore. Most carburetors have Nghe and low-speed adjustments that can be esed to compensate for this worn condition, however, extreme wear, signalled by 1/64 Inch or so of clearance between the piston and bore, means that the carburetor should be replaced. The needie jet—the brass part thatthe throttle needle moves in—should not be in contact wilh the needle and, therefore, should not wear Unfortunately this is not. always the case. A. Small ‘misalignment is enough to send the needle ino the side e the jet If this has happened, you will seo wear marks on the Deedle, and both the acedle and jet should be replaced. The low-speed adjustment serew should be replaced when it loses itgprofile (Fig. #11) Otherwise engine idle sulfers. Replace al soft gaskets and O-rings as a matter ofcourse. Hardgaskets are washer like affairs found onfuel line fittings, ‘and may be reused, if they are not grooved. Of course all ‘onmetalic gaskets should be removed before the carburetor is immersed in a chemical cleane. Less potent cleaners, such a.212 Gum Culter, do not have any immediate adverse ‘effect on gaskets. 100 Removal ‘To dismantle the carburetor, first remove it from the ‘engine. Its secured at three o four places © Air niter—on many pices the iter is attacned tothe frame and connected to the carburetor by a flexible hose. © Intake pipe—in some instances the pipe musi be loosened atthe exgine end ‘© Coke control—ifa remote choke is ited, remove the cable at the carburetor end ‘© Tarotte eable—disengage atthe throtte piston The throttle cable mounts at the underside ofthe throttle piston. Remove the piston cover plate, the part that seals off the fp of the pistor bore (shawn as No.6 in Fig. 47). Most cover plates are secured by small screws: some ofthe alder ‘models used a knurled ring threaded over the top of the carburetor bore. Once the plate is free, carefully guide the piston up and cut. Be particularly carefuif the piste i ftted witha needle Turn the piston over and compress it against the return ‘spring, so the cable end protrudes through the bottom of the Piston, ‘Move the free end. of the cable through its Aisengagement slot and allow the piston to pull free of the feable Bing carburetor needles are held in place by pressure Fig. 411 Low-seed aajustrent resales can wear oxt ana proaien an 101from the return spring acting agairst a washer and retaining plate. There parts are shown as Nos. 9 and 10 a Fig 4-7. Once the cable is released, the spring, needle, vasher, and retaining plate are free (and easy to lose). Other meedletype farbaretors secure the needle with a spring lip: the needle remains in place until the clips removed. Regardless ofthe attachment method, note the position of the needle for assembly reference. Typically there are four grooves around the upper end of the needle, and the factory pins the needle at the third grove from the top. Wipe off the piston with a paper towel or lntless rag. soaked insolvent. Vertical seratches on the pision flanks mean that dirt is entering the system from a faulty air filter or a leaking cover gasket. Some discoloration onthe bottom cf the piston is more or less normal; heavy carbon deposits may indicate an outof-adjustment carburetor, perhaps aggravated by long periods at ie. Inspect as much of the control eable as you can see for frayed, broken, or splayed wires. Replacing the ine core of the cable is usually sufficient for repair; long-term wear, however, can damage the outer sheath. Ifthe throttle binds after a new core has been lubricated and installed, replace both parts of the cable. Inany event. te twist grip wil have to be partly disassembied. Figure 4-12 shows atypical example. Lubricate the twist grip reads and the ler eable core. Dab Vaseline on your index finger and thumb and draw the ‘cable core between them. A tin coat of Vaseline an the grip threads and onthe sleeve bearing is sufficient, ‘A ls point we are ready to disassemble the carburetor. Clean the. outside surfaces asa general sanitation ‘measure—dirt on the outside ofthe casting will invariably find its way tothe internal (ertical) pars. Disassembly 1. Remove the float bowl or flcat-bowl caver. The “Motobecane carburetor in Fig. 42 and the Encarvi in Fig. 44 have float-bow! covers; other designs ilus- trated inthis chapter have demountable float bowls. 2, Remove anddiscard the float bow gasket 43. Disengage the float. typical pivot pinis shown as No. avin Fig. £6. Once its withdravn, the float and inlet needle can be lifted free. Other carburetors, such as 102 those used by Peugeot, Motobecane, and Temos have unsecured floats, Take a close look atthe inlet seat If the seat is sltted for a screwdriver, remove it and the gasket on the underside. Bing and few other carburetors & not nave replaceable seats. (More exactly, the seals are not ‘replaceable unless you purchase the etire Moat bow! Unserew the main jet using a serewdeiver ground to ‘mate precisely with the slots in the jot. Motobecane ‘and Temmoe carburetors have the main jot cutside the Moat bowl for accessibility. The jet is turved with @ box-ond wrench . Withdraw the emulsicn tute, located in the passage above the main jet. On some carburetors the tube is 103held in place by the main je. A sharp rap on the esting ia enough to dislodge it once the Jet Ie Femoved. Other designs have the emulsion tube threaded into the casting: it is withdrawn with a screwdriver ac small wrench 7. Count the turns required ‘0 se the Inw-speed neo this is the preliminary adjustment. Now back the needle out and inspect its tip for wear and distortion Replaceif necessary 8. Some fuel-line fitings are integral with the carburetor body: others are secured by a gasketed banjo nat. It yeu are dealing with a banjo fitting. note the pation ofthe inlet pipe before disassembly, 9, Removerthe starting jet from Peugeot and Motobecane carburetors 1 is not necessary to dismantle the carburetor further ‘Some internal passages are sealed after manafacture with sot plugs or lead shot. In the anlikely event that these passages le clogged—ard you can get an idea of ther conition from the ‘cleasliness of the ‘parts thal are. visble~) To1cumoncon e TOIGNITION COL To GRouNo magnetic lines of force, that move like the ripples on a pond. ‘These moving lines of force cut through the second winding land generate a voltage in it which is proportional tothe ratio, of turns in the wadings. ‘This ratio~2.000 to. 400 oF '50:1-transforms the primary’s 3M volts to 15,00 volts, plenty to ump the spark gap. ‘Spark Testing Disconnect the spark plug cable at the spark plug by siving the boot a quarter twist and pulling. Do not pull an the Wire. Insert a serewériver into the boot soit makes contact with the cable terminal. Holding the serewdriver ty Its inguiated handle, maneuver it to bring the blade within thres-eighths of an inch of one ef the cylinder fins. Turn the switch on and have a helper turn the pedals. If alls right the Spark willappear between the Blade and the fn ‘Observe the spark. It should be heavy, thick, and bright blue. "ner vous” spark, one that seems to goin alldirections, sa2 ‘means ignition problems, particularly i! the spark is red or whte. A really healthy system will deliver @ spark that you ‘can hear like a miniature thunderclap. Service ‘The first step isto removerthe flywheel nut.1U's standard thread and backe off when turned counterclockwise, but the ‘lyvheel must be held against wrench rotation In Chapter 6a nlversal flywheel-nolding tol is éeserived: most Aywheels Ihave access ports that accept a pin wrench (Fig. 525. In those few cases where the flywheels closed and shrouded so there is ro wrench purchase on is external surfaces, you can hold it With the starting clutch, Sincethe clutch wll sip under wrench torque, shock the nut leose by giving the wrench hand a sharp rap with ahammer. A more sanitary method isto fix the piston with a tool that threads into the spark plug per. Break off the insulator on a discarded spark plug and have an ‘extension brazed on Its Lip. With te too face, the piston contaetsthe extension atthe tp of is stoke, Flywheel, Once the nut and (usually) lockwasher are louse, the fywhee! must be withdrawn from the erankshaft sub, There are four ways to db this. In order of preference: (© Purchase the appropriate flywheel puller from your dealer, the moped importer, or from a bicycle shop. Some ‘of these pullers are identical to European Dieyele erank tools. (© Run the nut down flash with theend of the crankshatt and shock the fywhe! off with the help of & brass bar land a hammer. Postion the bar squire eguins. the 133St STATIONARY{GROUNDED) Bye eoiiner “Saouustuent stor Povaeve Iytotne pivot pos (Couey american ParsCo-Ine} ‘end of the shaft and hit it hard. This method is more dangerous than using a threaded knocker. since ‘misalignment of the bar can snap the crankshaft stub, ‘© Run the nut down flush and strike the crankshaft end with a hammer. This techrique is emphatically not recommended, since it does violence to both the shaft and thenut. But people haveused t. Any technique that shocks the flywheel loase involves the possibility of bending or breaking the crankshaft and Scrambling the flywheel magnets. Ifthe flywheel is stubborn, ‘Stop work until you ean obtain a proper puller. "The most critical area of the flywheel is the fit of the crankshaft Key. The key must be reasonably tight in both flywheel and crankshaft keyways: play between the key and its mating surfaces allows the flywheel to turn relative tothe crankshaft and destroys one aspect of magneto timing. Ifthe ‘wear is relatively minor, the flywheel canbe centered over the key and tightened down bard: f kesway wallow is severe, the flywheel and the crankshaft must bereplaced. ‘Not all manufacturers supply crankshaft nut torque limits, but 25ft-bis an appropriate figure. Contact Points. The pointsare the mest vulnerable part of the magneto and should be considered as sacrificial lems, with a life of less than 100 hours. Point fallure can make Starting dificult, cause misfire at high speed, or disable the ‘engine altogether. Figure 527 illustrates a Bosch twoplece point set. The movable arm bears against the cam at the rubbing block and 134 pits to contact the stationary arm. The stationary arm is {rounded tothe stator plate: the movable arm is electrically Sh” and connected to the exciter oll by means of the spring ‘EXamine the poet set for prysieal damage, oking for breakage, wear on the rubbing block, excessive clearance between the movablearm bushi ands pve, and for spring misalignment. On some installations, the spring ean come into contact wah thestator plate grounding he gain, With a serewdrivr, pry the movatle arm away from the fixed contact. Inspect the contacts very careully. The tungsten should be dull gray, with the contact faces slightly irregular and paddled. Replace the point ne i the contacts look as if they have been torn apart, o I they are any color other than gray. Dark slasbes under the points mean that too ‘much grease has been used on the camo that the crankshaft seal is passing il into the magreto. Carrect these problems before installing new points ‘To install aacw point set, follow these tego 1, Remove the sores that hold the contact asembly to te stator plate and magneto side. Do nt lose the Teckwashers 2. Lif the point set of the stator and disconnect the wire athe movable arm spring 3. Wipe the point-mounting area o the stator pate wth a ag dipped in laquer thiner_ Oi between the poi set and the stator can éeny the ground connection. 4, Connect the coil wire tothe replacement point set 5. Mount the replacement point set onthe stator plate, indexire any pins on the plate with heles in the slationary point assembly 6. Run in the heldown screws) afew turns by hand and sug with a serewdriver. Tighten encugh te overcome Spring tension, but no so much as to make adjustment impossible. ‘Adjusting the point gap isa critica operation and must be doce with precision (Fig. 528). The adjustment is by way ofan fecentric screw or, more eomrnenly, aserewiriver slot on the ‘Stationary contact assembly. The ignition cam maybe secured, to the crankshaft stab as shown in Fig. 929, or it may be {integral with the flywheel (on the Bosch pater). lathe latter 135Fg 5:28 The sont ep isthe ‘Sonstcata rangement fan case, when the cam is part ofthe flywheel, the adjustment is ‘made after the flywheel is installed (Fig. 5-90). Place the ‘wheel on the crankshaft stub, aligning the kes. Working through one of the flywheel windows with a screwériver, raise the movable contact so that it ean ride on the eam: otherwise the contact may be jammed as you push the fiywheel home. Watch thepoint contacts as youtur te flywheel: near the end of piston travel the points will part. reach ther full extension, ‘and begin to clse. The interval at full extensicn isthe point ap. Point gap specifications are listed in Table 1 Select the ‘appropriate fecler gauge blade and wipe it with a shep towel Do aot run the blade between your fingers. The oil on your skin. transferred to the blade and then to the coniacts, is ‘enough to disable the ignition Insert the gauge between the poinis—the correct gap wil produce alight drag onthe feeler. ‘Adjust with the slot or screw provided, holding the feeer ‘gauge in place as you move the stationary point towards or ‘away from the movable point. “Table 54 tgntlon System Speeeations os Porren sgt, | noon 496 137po Fig 891 Condenser cheer Howsethe assenbyin gear pase box Once you are satisfied that the gap Is set, tighten the holddown serew. Recheck the gap. since it will have moved a few thousandths of an inch, the direction of movement ‘depending upon the leationof the holddown screw. Loosen the screw slightly ard set the gap to compensate Condesser. Complete failure will keep the engine from operating, Its ignition current. grounded through a shorted condenser or the point set bumed to a nub by an open condenser. But most failures are partial: the engine may be hardto start, may misfire, or may develop a large appetite for point sets. Oceasionally a condenser wil fal when hot, after a ‘quarter hour or so of operation and, once cool, behave formally Condensers open short, or change capacitance. Change in capacitance is @ gradual process. caused by metal migration from one pate te the other ora deteriorating dielectric. ‘Opens and shorts can be detected by the device shown schematically in Fig. 31. Power is supplied by the line cord: ‘about 150 volts DC appears at the test cipe. One clip i connected to the eadenser ase, the otier to its lead, Redvcing the value of the two 27 kilhm resistors makes the device more sensitive, but increases the hazard af electrical Shock. At their present value the output is less than lethal, although you should connect the clips before yeu plug the device in and leave the clips in place until you disconnect power. The I megohm resisior in parallel wih the condenser is, ‘a discharge path forthe condenser. Ifyou take the condenser ‘ut of the circuit with power on, the condenser will “bite.” ‘Nothing lethal, but discombooberating. 198 ‘The condenser is serviceable ithe neon blab flickers once when power is comected. Ifthe bulb dues not react ori i cottinues to glow or blink, replace the condenser. Check the replacement lefore you instal it: new eandensers ean also be fauty. If you do not want to build or purchase a tester, the best course of action is to replace the condenser each time the points are serviced. The condenser is secured to the stator plate by a serow and strap arrangement. Remove. the hholldowa serew (two on the Motobecane) and disecnnect the lead between the condenser ard the pont set. Ona few elderly smapeds the conderser lead is soldered. Heat the connection ‘and pul the wire free. Remove any oll accumulation under the mounting strap ang install the replacement condenser. Snug the srew down, tight, but not so tight that it palls oat thethreads: remember, you are dealing with aluminum, Cornet the lead tothe point Set It the lead must be soldered, use a pencltype gun and Jow-melting point, rosin-core solder. Heat the connection nti thesolder melts ani flows into the wires: to tle heat leaves 2 lumpy, urreliable Joint; too much can damage the ‘condenser. And, however tne wire Is connected, check that its routed anay from te flywheel and the movable point arm, ‘Coll, Exciter and ignition coll, whether combned or in ‘to separate units, are best tested by substitution. Generally, theexcler section vitration External Cireit. Folure ofthe external circuit can also disable the ignition. Check the taillamp for continuity by connecting its lead and grounding it to the engise. If Us solves the problem the engine will run the tilarp is burnt fut or the tallamp ground is open. Take the kill seth oat of the circuit by removing it physically from the handlebar. I the engine runs withthe switch ungrounded, the cifficulty isin the site. In rare instances the spark plug cable or the radio suppressor fitted between the cable end and the spark plug ‘may fal. Again, the best testis by meansof substitution ‘SOLID STATE IGNITION ‘At present, Jawa’s Tranzimo isthe only solid-state ignition available on mopeds. The manufacturer is reticent abou! the 129technology involved, butt appears io be quite unsophisticated. A tansistor replaces the contact points; without points the engine should remain in time longer and tune-ups should be simpler. On the other hand, failure is absolute and lunrepairable by the side of the road, unless you have a spare transistor. igure 6:2 illustrates the alternator, less the rotor. One ‘cil, the uppermost in the drawing, generates power for Ignition: the sther three feed ightsand accessories, The small coil on the stator plate is a trigger, generating a small ‘command voltago forthe transistor Figure 5:3 1s a schematic of the circuit The Trarzimo unit (2) houses the transistor and the secondary ignition coi, ‘The transistor is connected to the primary ignition coll the trigger coi, andthe kil switeh (8) oa the handlebar. Intern comections are not shown, but a resistor i in series withthe ‘signal lead, ad the outpat sido of the transistor connects to the ‘secondary coll. The rotor is keyed to the crankshaft and has permanent magnets in its rim As tho eran tums, ene magnet 140 generates vollage across the primary ignition coil. This Voltage is blocked by the transisor until a second rotor magnet excites the trigger coll The coll signals the transistor ‘to.onduct, and ignition voltage goes to the secondary ignition foil There itis boasted tore the spark pl. In other words, the transsior iso more than a solid-state switch, urder tne command ofthe trigger cou, Service ‘The following comments pertainto the Trarwimo, bu, with some interpretation, can be applied to other makes. Test the output as described under “Ignition Sysiem ‘Troubleshooting. I Uhesparkis weak. nmnexistent, erratic begin with the obvious—the mechanical inegrity of the Benctating section and ite wiring Remove the rotor cover and ‘measure the clearance between the rotor and field cals, Inthe tease of the Tranzimo, the specification i 0012 inch. You can lusea steel feler gauge slong as you tum the rotor magnets, away from the check points. Noréerrous gauges. used for 1stairconditioning clutch work, are availble from auto supply houses, and give more consisten: readings. If adjustment is necessary. loosen the coil bolddown screws a few turns. The Serews mist be tight enough to hold the coils against the ‘mageetic attraction of the rotor but no so tight thatthe coils ‘cannot be gently tapped into place. Use a light hammer and a ‘wooden dowel, positioning the dowel against the laminated Iron coil shoes. Tighten the screws full when clearance 18 correct ‘Wear markson the rotor edges, showing thatthe rotor has. touched the col shoes, mean that rotor-acrylic cement. Dab a litle lapping compound on the seat and rotate the valve between the palms of your hands—exactly Ike a Boy Scout mates a fire. Altera few seconds he compound will pulverize andyou will no long hear the "swish swish sound off cutting Raise the valve, wipe off the exhausted compound, and add ‘more. Repeat te operation uni ine ful circumference ofthe valve and seat are uniformly bright. Take special care to ‘erove all the compoand: itmustnot ge into te engine. In the unlikely event that the whale assembly must be replaced, secure the head in a vise as shunt in Fig. 6 covering the vise jaws with copper sheet to protect the Bolt threads: Unscrew thevalve body. he; wwecerbonizing Even a thin layer of carbon costs power; thick layers send. the engine into detonation. Serape the eyinder bead and piston top with a dull knife, trying notto mar the machined surfaces. Nicks and gouges are the sign of amateur work, and make the next decabonizing job more difficut. Move the piston doven Into the bore and Wipe off any loose carbon flakes on the cylinder walls Cylinder Head Truing This step is optenal on engines that have ot haga history of eadgasket problems. Secure a piece of late flass~ordinary window gs wil ot do—to a fat surface and font it wih valvelepping compound. Place the head, gasket Surlace dwn, on the glass ard move In figures pera (Fig. 64). Your hand shoul be ceatered on the head so the who gasket surface should be uniformly bright. Continue Tapping util any’ Tow spots dissppear Note that this speraton not the same as ming or srinting the head. Moped slinder heads wil no. tolerate fiuch mela removal bere the compression Fao goes oa of Sight or te squish band, the indentation around the edge o the hamber Is tost Lapping Isa fnising operatian whieh kes offto more than afew theusandths ofan inch increased efficiency will result if" you polish the combustion chamber and piston top (nt the gasket surface). Engines have been polished ty fad, hough the job goes ‘much faster with ahigh-pee¢ drill motor. Begin wih a wire 12 ‘cup brush and progress to finer and finer grades of wetor-try ‘sandpaper. Oil speeds the cutting and leaves a smoother surfice. After about grade 400, use a buffer and jeweler's rouge. The job is done when youan se your refletion. Head Gasket Most engizes use a composition gasket that must be replaced each time the head is disturbed: todo otherwise isto ask for leaks. A few mopeds use copper gaskess that ean be reused if the gasket is heated wih a propane torch and ‘quenched in water. Puck engines empley spacers made of heavy gauge aluminum foil. These spacers are ove of the factory tricks to detune the engine or the American market. I you wish, they can be discarded. Seal the bead and barrel with 2 Very thin coat of high-temperature silicon cement. Assembly ‘Mount the head on the barrel, making sure thatthe gasket and head are aligned with each other and withthe reference ‘marks previously made, Inspect the “head tolts for Straighinese and, particularly, for evidence of Unread dam ‘age Lubricate the bolt threads and cap urdersides with mitor ‘Oller anthsieze compound Run the bots in until snug. Then, using a torque wrench, tighten the belts in a diagonal paiters in at least ee incremenis—one-third, two-thirds, and ‘ull torque. Torque limit specifications are in Table 61. Install the spark plg and ‘compression release cable. (CYLINDER BARREL Most machines are constructed so the cylinder barrel can be detached with the engine in place. Freach telt-drive ‘machines are an exception; the engine must be dreppe for cylinder clearance. (Peugeot cylinders can be remeved with the engine in te frame if you have access to special tool No. ‘820, a belt pulley spring compress.) The barrel oF jug, # secired to the cratkease by four capscrews or studs. The studs may double as eyirder-head fasteners. Disconnect the exhaust pipe atthe eyinder port and loosen the muffler brackets enough to swing the pipe clear. Disconnect the intake pipe or carburetor, whichever is easier Undo the capserews of studnuis in crisseoss fashion in order 173Fa 68 Ramarng he cjinaer owrelonsowaename to protect the elindor bore from distortion. Lift the barrel far ‘enough to see the piston, turn the crankshaft so the piston i at bottom dead center, and pull the barrel off (Fig. 63). Ifthe Piston were extended, it would drop hard against the crankcase, tis not unusual forthe barrel to be stubtorn; unseat it with a rubber mallet, directing the blows against the exhaust ort outlet. Donot pound on the fins, which are glassragile on some models. Once the barrel is off scrape the gasket remains {rom both parting surfaces. Inspection ‘Wipe the bore with a clean shop towel and turn it under a trong light. The bore should be uniformly bright andsmoxth ‘The various sorts of damage ard posible causes are: ‘© Discoloration—local overheating and distortion, ‘© Deep grooves running the length ofthe bore—piston ring. or bearing particle damage. Replace or, if possible, remachine th bore 4 Seratenes atthe exnatst port—carbon damage, a a lifeof two-cycle engines. © Fine, almost lavisitle, seratches—sand_ damage CCheckthe air filter and intake tract joints. '* Peeling. or wornthrough chreme—mantacturing error or extreme wear Replace. ‘© ‘Aluminum oplatter—pistor “damage. Remove the ‘aluminum with muriatie (hydrochloric) acd. Flush ‘with water and immediately oi the bore. Onceyou are satisfied thatthe bore has no cbvious defects, have it measured witha bore gauge or lside micrometer. The ‘ments paraiet wih the wrist pin and 18) degrees apart at each pom (CoureeySeyrBaimisrPuchal Arrcatorss ‘measuring points are shown in Fig. 6:10; each point is ‘measured brie, parallel withthe wrist pin centerline and.at 90| degrees tit. ‘AL this juncture things begin to get complicated. Moped engines are put together like a fine wate from parts that are ‘cored for size. Each size codes a wear Limit different with ‘each manufacturer. For example, Puch uses five cylinder bore land piston sizes on the Maxi engine. Permissible out-of round is 0.00088 in. (0.025 mm) in all cases, bu there are five wear Units, varying withthe original size of the cylinder. Table 63 listseylinder and piston cimensionsfor the Maxi engine. Other ‘manufacturers use a different cylinder bore base dimension oron bores. (Courtesy Cinton spines Caro) grade at different size intervals. At any rate, the code will be Stamped on the cylinder barrel, usually on the top fin, and the same code numter or letter wil appear onthe piston crown, Pach and most other moped engines have chromed bores. ‘These bores last longer than plain iron, bat complicate matters when they do finally wear out. It is impractical to machine a chrome bore tofita larger piston. Siould the bore he worn past specification, you have two choices: you can purchase a new cylinder and coded piston o youecan ty to find piston from one ofthe larger codes that will estore the fit If, in the case of the Puch, your machine has a code 5 bore, versize pistonsare not to be had Honing Cast-iron cylinders should be ligttly honed before sssembly (Fig. 611), (This process would be disastrous on v6 ‘chromed liners.) Honing removes small imperfections and leaves a regular paitern of scratches onthe bore that help the Pings seat (Fig. 642). Witheut honing it Is douttul tat ‘come plated rings would ever make a gas-tight seal. ‘Bons fide engive hoves are not available in capacities of Jess than 2.00 inches. You must therefore use a heavy-duty brake eylinder hore. Hones with three stone, such as the Suap-on B-2%, give more consistent results than tworstone ‘mavele. Mount the hone in a low spoed drill motor, lubricate the cylinder with Keroseae or cutting ol, and run the hone up ‘and dovin inthe bore. Adjust the reciprocating speed ta gie fresschaich pattern as shown in the Ilustration. The exact angle is not important—manufacturers specify anything from 225 to 61 degwhat is portant is that the pattem have a ‘efinitediamend stape. Keep the hene moving. pausing atthe fend of the stroke only long enough to reverse direction. Stop ‘when the glaze on the cylinder wall is broken. As a practical Tatler, some patches of glaze may be let, if removing ther ‘eoststoomuch metal ‘Once the cylinéer is honed, scrub the bore with hot water and detergent (Fig 6-13. Wipe witha paper towel: ifthe towel discolor, serub again ‘o float ou the remaining abrasive particles Lightly ol the cylinder to preveat rus. Reboring ‘Most castiron eylinders can be rebored. Since cylinders retail for botwoon $10 and $53, reboring is certainly Wworthwtile. The first step is t measure the cylinder accurately to determine how much metal must be taken out ‘Then purchase a piston in that oversize. The only real complication arises with engines that use tolerance-caded Eimentngnescop)cylinder;piston assemblies. Jawa is a good example of this practice (See Table). ‘Jawa cylinder piston combinations are supplied in four tolerances. Standard is unmarked; the remaining three are identified by letter code stamped onthe cylinder aed piston. Each of these four combinations can be rebored in four quarter-millimeter increments; dealers stock I6 different Pistons for this engine. The Yugoslavian Tomas is built on wo tolerance codes, A and 1. Each can be overbored a half rnilimeter ‘Boring engines and the altertial matter of piston fiting {is best left tothe dealer. But there are occasions when this is impractical, and seme aiscusson of the process Is in orér, ‘There are two ways to tore a cylinder—with a boring bat or wity a hone. The fermer is preferable, since Is faster and ‘mor2 accurate. Cylinders with iners that extend below the fins can be mounted in a standard three-jaw lathe chuck. TRase that must be held by the fins require a four jaw chuck for centering. The cylinder is spun and the boring bar—a heavy bar with a carbide cutier—s fixed to the talstock. Bore lundersze frst, then bring the eytinder outto specification with hone. 178 ‘The second mettod of boring a cylinder ist use a coarse hone. The process is similar to glaze breaking, but is, of course, carried further. The drill motor should turn at about {0 rprn and the hone shouldbe reciprocated about 4 strokes a ‘unite, Run the stones clear of both ends of the bore for ‘approximately 0.5 in. You will know when the bore is straight Dy te steady wine of the aril moter. If te metor bogs down ‘on part ofthe stoke, that section ofthe bre s marrow and you shuld concentrate on it. Keep the slones well ubricated and lean them before abrasive particles seratch the bere. Continually monitor your progress with an inside mike or a Gylinder gauge. As you approach the limit, charge to a ‘medium stone. Finally, chamber the port edges to prevent ring sag, andserub the bore with detergent and water. Assembly Postion anew base gasket onthe engine bck, aligning it with the transfer port indentations. Some mechanics ike to oat both sides of the gasket with a cellophenchin layer of Slcone adhesive. Turn the crankshaft to bring te piston clear of the block aad insert a wooden wedge under it (Fig. 14) ‘The wedge is third hand, holding the pison steady while you ‘manipulate the cylinder barrel. Make dead certain thatthe piston rings are installed with their ends stradding the locating ins: if the closed section ofa ring rides over the pin, thering will snap when the barrel is iowered 179aly ir Lubricate the piston, rings, and wrist pin. Do the same for the eylinder bore, swabbing oil over every square millimeter fof it Turn the exhaust port down (or, a6 the case may be, forward) and lower the ejlinder barrel. Dp not turn it once you contact the piston; angular cisplacement can send the top ‘compression ring over its locating pin. Gently push the barrel down, (Fig. 6-15) compressing the Fins on the charafer ar the ‘base of the bore. (Sachs engines are not chamfered and great fare must be exercised not to break a ring) If the barrel binds, stop and find out why. Once the piston is swallowed, Tightly rum in the bareel olddown fasteners. Turn the Hywheel te detect possible “hard spots. Torque the cylinder fasteners in several increments, working diagonally across the bore centerline. Mount the ‘exhaust pipe and intake hardware, PISTON Examine the piston for heat damage, wear, and distortion. ‘Combustion neat damage starts on the piston erown, oF top. Before a hole develops, the metal rises and pits, as if it had been brought toa bull and cooled. Overheating on the cylinder bore sears and blackens the piston skits, sometimes ripping metal off n splotches. Disearda piston with eitaer kind of heat damage. 'No wied piston is perfect, but it should be free of deep scratches: wear should be corfined to the thrust faces, which are the txo areas 80 degrees from the wrist pin centerline ‘Uneven of skewed wear marks may indicate a bent crankshaft or connecting rd. ‘Moped piston shapes are more complicated than they appear. The piston must be abe to expand under temperature 180 ‘without binding against the bore. When cold, the crown isa few Ihundredths of a millimeter smaller than the base ofthe skirt, and the diameter measured along the wrist pin centerline IS, less than the diameter at the thrust faces. In other words, the piston is an ovold cone. Cnce the engine starts, the piston ‘expands to make nearly fullcontact with the kore. ‘Where the piston measured is upto the diseretion ofthe ‘manafacturer—someare silent about this: perhapshalf é not fever give the piston‘ore clearance, never mina ow they arrive at it. Those that supply a clearance specification "Usually Want the measurement taken atthe tase ofthe pston, ‘across the thrust faces. In other words. the largest dimension is wed as the guide, Tomos specifies four measuring points Fig 6416) ‘Experience and the vallable data suggests thst chromed ‘ores tolerate much smaller clearances than plain cast iron “The typical chromed engine is set up at 00150039 mm. (0.606-0.0013 in.) while cast iron requires 0.860.070 mm (0.02¢0.0128 in. The porous chrome wed en these cylinders holds more il than iron. ‘Remove the rings from the pston, noting whick side sup. ‘Thetop side should be stamped with an idenufyingletter near the gap. Handle rings with care, for the edges are razor siarp. ‘Snap one of the rings and. holding it with a file handle oF ViseGrips, use to clean ihe grooves. Do rot remove metal 18125a be vLofed Inserta new ring into eachof the grooves and measure the flank clearance with a feeler gauge It is easier to get an accurate measurement ifthe rig is backed Into the groove as shown in Fig. 617. Flank clearance should between 0.02007 ‘num (0.000.003 in.) Much more than this can cause breakage from ringflutter. Disassembly afore removing the piston rom the connecting rod, mark the leading edge of the crown for guidance in reassembly. ‘Some pistons are already stamped withthe letier Ser F: most fare not. ‘The engine vill run with the piston installed backwards, butafter a few miles will knock ‘The wrist pin is secured in the piston by two spring clips, known in the trade as cirlips. Place a rag in the block cavity 182 flearance. (Counasy Kohler of ‘and extract the circlps with long nosed pliers. If you drop one the rag will prevent if from falling into the engine: Discard the circips: they are too importan: tobe trusted twice. There are several ways of removing the wrist pin. The easiest way is with a pin extractor such as the one shown in Fig. 618. The tole available from any moped importer and from Kohler engine dealers. Another method is to heat the platen with an electric hotplate or propane torch. Ifyou we @ torch, keep the flame movieg in circles around the upper diamter of the piston. Stop when the piston smokes. Once heated, the piston will expand enough to rleace the wrist pin. Do not simply drive the pin out with a punch, for even if you Fig 618 Apstonpinenractr rom Moramcane 193take pains to support the back side of the connecting rod, some rod distortion is almost inevitable Some manufacturers insist {hat the piston be cooled inthe evlinder to prevent ditortcn ‘The rod eye, or small-erd, bearing takes several forms. It may be a bushing, a caged nesdle bearing, or merely a collection of needies. If your engine has free medles, be ‘careful not to lose any as the pin is forced past the rod eye. Above all, do notallow any needles to drop into the block. I you wish to replace the pision, you must use one Ia the ‘same tolerance group. If theevlinder is worn, you may beable to go to.a larger diameter. Pistons ard wrist piro are best purchased as a matched set. Most moped marufacturers Supply wrist pins in two diameters; some supply three. Pins are identified by a celor code or by letters stamped on the Underside of one pin bess ‘ilthe wrist pin and bearings. Position loose needles in the ‘rod eve with grease or. better, beaswax Warm the piston and slide the pin home. Use new cirlips, compressing them just ‘enough to clear the pin bores. Once the cirlips are in place, ‘turn hem to see that they track intheir grooves. RINGS ‘Modern rings have a definite op and bottom, indicated by ‘a coge letter on the tap side. Engines with cirome bores use lunplated cast-iron rings: those with iron bores may use chrome rings. Do nat Interchange the two types. Ualess Indicated onthe parts package, beth rings are Tasert each of the new rings about midway using the tack ofthe piston as a pilot to keep the ring square. Measure the gap between the ting erds-the specification varies with manufacturer and bore type (Fig. 619). Chromed ‘engines are typically oct uptight, with 0.90 mm (001 in.) gap. ‘Cast iron blocks go as wide as 0.80 mm (0.00 in.) Large Raps alles blowby into the crankease, but some clearance ls needed {or ring growth under heat. The minimum dimension Is 0.15 ‘mm (0006 in) Ifthe gap is excessive, suspect that the bore is worn: if itis too small and the ring ends almost touch, check that you have the correct parts. Itmay be necessary to ie the ‘ends, but don’t get carried away. Install the lower or No.2 ring, slipping over the top of the piston and past he No. 1 groove. Do net pull the ends farther ‘apart than necessary to clear the pistan diameter. Above all, 108 Fig v0 Therngend gan earical(Courey Gwaun Bawayerey ‘ot twist the ring. Position the ends on each side ofthe locating pin ad repeat the operation or the second ring CONNECTING ROD ‘The piston stould pivot by its own weight on thesmallend bearing. Stzady the rod with one band and. holding the piston with your thumb and forefinger over th wrist pin ends, move it up and down on the rod. There should be no more than a ‘suggestion of vertical play between the small end bearing and the wrist pin. Holding the piston as before, tryto wobble tin a vertical ‘are parallel to the wrist pin. More than a thirty-seeondth ofan inch movement means that thesmalLend bearing is tell-mouthed and should be replaced Needle bearings are not difficult te install: bushings are ‘another matter. The new bushing is pressed into place, ailed for oil supply. and reamed for a pin clearance of 0.003 mm (G0001 inch). Unless you have the tools, its wise to have a ‘dealer install thebushing ‘The connecting rod. swings on rller bearings at the crankpin. To get some idea ofthe condition ofthese bearngs, bring the red upto topdead center and move it up and down on the crankpin. Some play in the bearing is necessary. but you should not feel the rod release and stop In other words, ithe play is such that you can accelerate the rod with your hand, 185Sahat ie bara ‘rencacopy™ernuen & the bearing is shot. Try to move the connecting rod in an are paralleling the erankpin. If the tatsl are is. more than fneeighth inch, the bigend beariags have tapered and should berenewed ‘Check rod straightness with a pair of machinists biocks and a new wrist pin (Fig, 620). Compensate for possible ‘ranicase distortion ty switching the blocks from one sie of the rod to the other. The rod can be straightened with a homemade bending bar (Fig. 621). MLOWEREND ‘The lower end includes the crankcase, crankshaft, main bearaigs seals, and the big end of the connecting rod. Lower end repairs are serious maters, rot entered into lightly. Some specal tools arenceded 186 PULLING THE ENGINE. Lower end work requires thatthe engine be taken out of the frame. The engine 1s secured by bolls and mated tothe frame at the fuel, electrical, exhaust, and ceive systems Disconnect these parts Fuel ine Throtle cable (Choke cable it fited) Compression release cable (ifitted) Alterrator—usually a single, mutiprong connection alt ofthe flywheel. © Exhaust pipe © Chainor bet ‘The belt spring complicates matters on Peugeot bikes. The spring must Re compressed by tilting the engine to the rear and then slowly released. Once the firings, a carburetor, compression release eable. and wiring are dismantled, folow this procedure: 1. Insert special tou No. 68260 into the flywhee! bub and ‘ne ofthe sprocket teeth (Fig. 622) 2, Push down on the rigithand pedal crank to ip the ‘engine toward the rearf the vehicle 3. Carefully remove the belt 44 Raise the pedal and tip the engine tovard the front ‘nheel, releasing tension on te spring 5. Remove the tool 1876. Carefully undo the support plate fixing bolts, completely disarmingthe spring 7. Pash out the engine holdcown bolt with a 9.5 mm diameter rod. which lcs the support arm in place 8. Now pull therod back far enough o release the engine. Once the engine is free, insert the rod its full length through the control arm. Drain the transmission and snug down the drain plug (more than one engine has been lunched by a drain plug that ‘wasrun in fingortight and forgotten). Clean oil and road grime from the engine castings. These and subsequeat operations go faster ifthe engine fs mounted in a holding fixture: Figure 62 shows a simple, easy-toabrieate stand and a top-ftheline, fully adjustable model 498 (CRANKCASE, ‘Moped engines aro traditionally split vertically through a parting line that divides the crankeases into eft- and Fight Rand pairs. Poch ard Sachs engines ae bit onthe more ‘modern horizontal pattern, withthe Farting line passing through the main bearings. With the exception of Veloso {dscussed ins separate section below) vertically splt engines are difficult to. open since rotating. components—flywheel sprocket, clutch drum, and the ike—must be removed from at Teast one end of the shafts. and main and transmission bearings are pressed intothe crankcase halves Vertical pattern Unless the engine isto be completely stripped. work from the flywheel side. Flywheel removal has been described inthe previous chapter. The operations here carry things one step Fa E@1 Ramonng + Motorbocaw Har pula The pa Bnd Wook ‘Bhd be ndoiodts entra sorred timing uponteansenoy 189further and involve disassembly of the stator plate Fig 524) Mark the stator and the crankcase so that proper timing will be retained when the engine is reassembled ‘Clutch and Pedal Assembly. Remove at least one pedal armassembly, tapping out the pinch bolt with a brass punch, and file any burrs that may be left on the pedal shaft. Burrs ‘ould damage the cil seal. If required, remove tho oprocket and the cluteh assembly. Most sprocketsare beld by bolts and Splines; a few have the additions! security of a taper fit Figure 6.25 shows a sprocket extractor. Clutches are (almost Universally) pressed on tapered shafts: a few are held by splines and ‘snap (Seegar) rings. Pressed clutches are withdrawn with a smaller version of the familiar flywheel extractor. These toals are sometimes available from beyele dealers as wellas moped distributors. 190 Cranhcase Disassembly. The cases are held together by four lines of defense—through-bolts,allgument pins, gasket binds, and the press-fit of the main bearings. Through-bolts fare no particular problem: orce the nuts are loosened, the bolt can be tapped cut with a soft dnt Nershoald the pins be ‘of much concern; however, if the pinholes are open on both Sides, the pins can be driven oul, releasing some tension an the case halves. The gasket will jist have to be broken. But the press-fit ef the main bearings a major difculy which ha to be verceme withour damage to the shafts or case. There are three ways to do this: 1. The bearing it on some engine is nose enough thatthe cases can be jarred apart with a soft mallet. A few glancing blows arcund the edges of the castings scftens things up; the job's finished by driving the crankshaft stub ost, Figure 620 ‘shows the operation on a Gareli engine. 2 A variation on this technique is to heat the casting, adjecent fo the bearing with a propane torch (Fig. 627). The iurtration shows @ Motorbecane crankcase half with a single bearing: if you are dealing with a case that supports a trarsmission bearing a8 wel, too must be heated. Keep the tore circling around the bearing bosses and stops when the Fig. b20_ Goa spgine can bp opined wiv a wiTaord alah apes 101cease begins to smoke. Too much heat will fatally distrt it, ‘Once the case has expanded, relaxing ite grip on the bearings drive theshafis out with a mallet, "3 The thd alternative isto press the crankshaft out with ‘a threaded tool that bolls to the engine casting. Figure 6-28, Iikutrates three sich tools. The first drawing shows an ‘extractor for Peugeot engines: the second, a similar tool sized for the Minareli Vi: the third drawing illustrates a nearly universal model from Bolger Manufacturing. Intended to service Honds 125/230-ce motreyeles, the Boizr tool can be riled to fit most moped engines. It is available from eycle sealers. ‘Bearings. The bearings remain on their shafts which are anchored to a case half, Look very carefully at the bearing bosses on the loose ease half. Axial scores-—scores running the 192 ‘same dirzction as the centerlnes ofthe stafts—are caused by forcing the bearings out of the ease. Uness the aluminum is plowed and raised, axial scores have no significance. If high spats are present, smooth them witha fine haf-round fle to ‘ake assembly easier Radial sccres—running around the inner diameter of the bosses—mean trouble. ‘The bearing races have broken the a 193Interference ft on their bosses, either because the bearings hhave failed or because the boss diameter and the cuter diameter of the races was not contrlled properly during ‘marufacture. Disassemble the olfer side of the engire to check the bosses there. If the bosses are edly spun, lok around for another engine. Bat slight wear. on the order of 010 inch. canbe corrected by coating the outside diameter of the bearing races with Lote Stud n” Seal just before ‘assembly. Once the parts are bolted down and air isexcluded, Loctite hardens ané holds the bearings fast. Do not get any octite onthe rollers and balls. Seals, New seals must be installed each time the cases are ‘opened. Pry out the old ones witha serewariver. being careful ‘otto Scratch the seal bosses. Seals are installed with the ‘cupped side outboard. away from crankcase pressure. Factory ‘eode numbers are an the side from which the seal is driven. Seal drivers exist and should be used whenever possible. Figure 629 shows a collection of Peugeot drivers and pilots for the right-and left-hand cases, A more typical driver is shown inFig. 60. While factory tools make the work easier and help prevent the embarrassment of leaking seals on a newly overhsuled engine, they are not absolutely essential. Ifthe truth were 194 ‘known, probably most rebuilt moped engines have had thelr seals installed with a wooden dowel. ‘The seal must go home fat ané to the same depth asthe original. Some mechanics coat the seal boss with gasket ‘cement. Once the seal is installed, the excess cemert must be wiped off and the seal lips lubricated with clean motor ol or transmission fluid. Protect the lips by covering crankshaft eyways, splines, and other sharp irregularities witha layer of smuskingtape ‘Gasket. Mount a new gasket on one crankcase half; the ‘gasket should be soaked in oll first. Heat the bearingbosses on ‘the outbeard case, using a large washer to shield the new seal from flame. Hone is avaiable, use an extractor tol pul the crankshaft and inner ease into the outer cave. Figure 6-31 ilistrates the Peugeot setup for this operation ‘The end ofthe tool is threaded over the crankshaft and the spacer distributes stress over the circumference of the bearing boss ‘Velosolex Verical Pattern Velosolex crankeases are spit vertically, but ther structural features of this ergine put it in a class by ise. ‘Once the eylinder barrel, fuel tark, fuel lin, mufler, and 195carburetor are dismantled, cpening the engine is merely a matter of removing the cover plate over the erankcase (Fig. £62), The plate is secured by eight capscrews and gasketed. It does not support the crankshatt, which nds cn a Single large bearing just inboard of the flywheel. Assemble with a new Fp Se eae, SpE SE RE SN woe PTO Et 196 {gasket and, working diagonally, torque the capscrews to 0.75 gm (54 ftib. Tn the event that you need to disassemble the Powertakeoff side of the engine, fix the crankshaft with a Soke limiter, available trom Velosolex as part No. 01213 Remove the ‘drive roller, clutch, and cil seal. (These ‘operations are described in detail in te next chapter.) Index the stator plate and crankease to hold the timing dimersion, Using: Velasoles tool No. 00185, withlraw the stator plate, twisting It as shown in Fig. 63, Heat the crankcase at the bearing bose with a propane torch. When the case begins to stoke, itis warm encugh and the erankshaft can be driven out ‘witha few mallet Blows. Horizontal Pattern Puch and Sachs engines have horizentallysplitcrankcases that ean be opened as easily as a can of sardines, Drain the transmission lubricant, remove. the cylinder barrel and extemal engine covers, and undo the holddown screws. oF bolts. The upper crankcase casting lifts off. Crankshatt, bearings, seals. connecting rod, and piston come oUt as an assembly. fig p38 toe voor sor pat Toma wh spel Ts We 197sg ap on ‘sunt SHINSIRAEGNETOSID=) (owTexsi08) Clean the erankeases in selvent and carefully spect the bearing bosses for evidence that the bearings have spun {Loctite Stud a’ Seal will compensate for some bearing wear and, as long as the bearings themselves are serviceable, will Prevent reoccurrence ofthe praleen. ‘The Sachs engine is set up to eliminate end loads on the bearings (Fig. 634). Clesrance betwoen the bearings and the flywheels is zero, or should be. There are three dimensions involved: ‘© distance betweenthe outer edges. $7.75 mm(2272in,) ofthe bearings ‘© stance betweenthe outer edges. 3420 mm (1.3461n.) ofthe flywheels ‘© combined width of thebearings 2.00 mm (0.86 in.) [Adding the distance between the “wheels and the width of the bearings determines how thickthe shims shouldbe. In thecase above, the bearings and flywheels account for 36 20 mm (2.212 in}—1 55mm (0.061 in.) shy of the 57.75-mam requirement. The shortfall must be supplied by shims. Place the shims between the bearings and the flywheels, with the 0 mm (0.020 in.) shimon the clutch side and any others needed onthe magneto ‘ide-Once the erankshattisshimmed, itcan be installed inthe Tower ease. Snug up all the fasteners ané, folowing the sequence in Fig. 685. torqueto 1.01.2ken (72837 fb) uch engines are assembled withast reference to thrust washers (other than to be sure that any which are present remain). The only variabe's the position of tie magnetoside crankshaf! seal. It must be approximately a quarter inch ‘outboard of the main bearing: otherwise the bearing will starve foroll (Fig. 636) MAIN BEARINGS. Antisriction (ball and roller) bearings are marufactured witha clearance of approximately 0.0005 in. between the rices 199SEARING a ASR ape Basa Wow a Re NT and rolling elemerts. Unfortunately, changes in clearance camot be measured directly, and the mechanic must rely on intution and experience ‘The bearings must be clean and dry for assembly. Use a food grade of solvent trichlorethylone if you have it—and allow the bearings to airciry: rags or paper towels dirty the bearings with lint and dust. Drying can be speeded with fltered compressed air; the airline shoald have atleast one recently serviced water trap between the nozzle and the ‘compressor. Play the air stream over the bearings, but not Against the races. Bearings spinning under a jet of high Pressure air generate interesting gyroscopic effects, but almost alwaysare damaged inthe process. Using a wooden dowel, try to pry the outer race off the balls. If the race comes free easily. you can be sure the 200 bearing is worn out of toleratce. Slowly turn the outer races. If the action is rough or eatehy, replace thebearing, ‘Main bearings do not Wear at tne same rate. The power takeolf bearing takes the worst beating and, unless there is a problem such as a bent crankshaft oF off-balance flywheel should fail first, But it is only reasonable to replace main Dearings asa set Figure 6.37 shows a Batavus supplied bearing puller. tis typical of moped tols in thatthe jaws are very thin to reach behind bearings that are cheeko-jowl with the flywheels, ‘Tools of this type must be ordered from the importer. The bearing spiter In view B isan auto mechanics tol that ean bbe adapted to all but the most crowded moped engines Bearing splitters are available from auto supply houses and {rom most ranchised rentalagencies. Ta any event, do net give into impatience and try to wedge the bearings loose. You moy get them off this way, but the crankshaft will suffer inthe process. Heat the replacement bearings in a contairer of oll, keeping the temperature well under the beiling point. The ‘earings should be supported on a wire mesh, 20 that they do rot come into contact with the sides and bottom of the ‘contsiner- And, for reasons of safety, the operation should be ‘carried on outdoors. Install the warm bearings withthe help of f driver (Fig. €38). You can use a factory tol or a clean Tength of pipe whose diameter matches the the inner race. Do rot apply force to the bals or puter race. The side of the bearing that has bea reinforced to withstand the rigors of installation carries an identiieation number and the ‘manufacturer's logo. The inboard side is blank and, depending, ‘ponthe machine, may have a distinctive profile (Fig. 63), CRANKSHAFT. Mopeds use built-up erankshafts wih the erankpin pressed into the fywhecls. This moana that tho eennccting red is stronger than it would otherwise be and that there is potential for crankshaft misalignment. It elso means that replacing the crankpin (big end) bearings is a formidable operation on ‘machines sther than the Velosoles. Alignment Serious misalignment can be detected with the crankshaft Installed. Mount a dil indheator on the casting as shown in 201Fig. 640 and watch the needle deflection as the eran is tured. A total deflection of more than 0.002 inch should be corrected. Repeat the operation on the otter end of the crankshalt. ‘Amare accurate method. and one that must be used i the crark Is (0 be straightered, involves two precision V-blocks ‘anda pai of dial indicators. The position of the dial indicators, the distance of the V-blocks from the flywheels, and the distance between the wheels are critical dimensions. although the last one is sacrificed for shaft aligement (Fig. 641). In ‘other words, some wheel webble is tolerated to make the ‘shafts run true ‘The wheels are pried away from each other with wooden wedges and the distance between them cosed with a Clamp ‘oF with judicious blows from a brass hammer. Figure 6-42 Shows the relationship between indicator reacings and wheel spacing. 202 Fig 699 Boarngs haves din up and dons oh mmainbearng wear wesonorems oy 203CONNECTING ROD BEARING Play in the big-end bearing can be detected ones the ‘ylinder barrel is of. (See “Cylinder Barrels for details.) AS sTurther check, spin the rod completely around the erarkpin, Roughness or rite means that (he bearings and, possibly, the crankpin and connecting rod mustbe replaced. Velosslex Install the stroke limiter (or st equivalent metric belt) in the side of the crankcase as shown in Fig. 643. Mark the 208 ‘outboardside of thepiston as an assembly aid. Remove the 1 ‘mm mut and washer. Lift the piston off the erankpin and extract the bushing. Insall a new nushingflat side toward the crank web—and flood the assembly with oi. Install the Fig Sa votosown eounecing rods are eouree Oya Fngle Tem 205beta Connecteg Ros, Crengin Beating, and ‘Erancen ComBetony connecting rod, washer, and nut. In severely worm engines the ‘washer ard connecting rod should alsobe replaced. Torque the ‘mo 1.70kgm (12.3 1b), Other Engines ‘Any moped erankshaft can be disassembled with the help ‘of a 1Oton arbor press, but most manufacturers do not trust service persomel with this exacting work. The factory provides exchange crankshaft assembles (Batavus) or simply Sells the eustomer a rew erankshaft assembly, already aligned and ready to be installed. Other manufacturers will provide crankpins, big end bearing sets, and connecting rods, but complications arise when parts are installed separately and rot as matched sets ‘Table 64 illustrates the choices avatlabe forthe Bbetta engine. Tare are five connecting rods, graded by the diameter ff ihe bygsend Dearing surface, five -crankpis, and. 13, Count Yer, 13 roller bearing diameters. If you have a grade T cconrod, 0 grade 6 roller set, and a grade D pin the clearance willbe wrong. With that rod and roller set enly a grade E pin works, The factories are a long way from American shores and it, is always wise to obtain the parts before the crankshaft is dismantled. Note the depth of the pin in the face of the ‘ywheels: on most the pin is flush and never stands proud of the wheels. Moant the crankshaft in a fixture, supporting the 206 inside chock of the uppermost whos. Mack the wheels with Straight edge and chalk 2s an assembly guide. Press the pin ‘of one wheel and then out ofthe rereaining one Press a ‘ew pin n place, mount the bearing and connecting rod. Press ‘work is finished when the remaining whee i installed, Align the erankshaft as deseribed above and fod the new bearing ‘with ol before installing the erankshat inthe engine. 207Chapter 7 Drive Line oo ‘Power is transmitted in sirange and devious ways ina meped, ‘There are two power sources—human and mechanical Human power is ‘used to start the engine, help it when i falters, and, if necessary, can become the sole means of propulsion. The engine is the primary power source, connected {othe rear wheel by means ofan aulomate clutch In addition, some mopeds have automatic lorquemubiplying trans: ‘missions, so the engine can operate at its most efficient rpm ‘egardless ofthe forwardspeed of the vehicle. CENTRIFUGAL CLUTCHES The basic clutch mechanism is centrifugal, engaging in response to engine or pedal crank speed. The details wary enormously between makes, but all have these features in ‘Acentral hub or yoke that turn at engine speed. ‘Adirum which is connected othe oad Friction shoes or plates thet connect the hub with the rum: © An override mechanism to transfer power from rider to the engino to start it. The override may be st the clutchor at some remote spt onthe drive line. Now we'll ake a look at several popular clutches. Ratavas M48 ‘The M48 clutch has been very influeatial in moped technology; ons manufacturerhas gone so far as to produce an, almost identical copy. 209210 ‘Operation. The clutch hub, spring, pressure plate, and end plate turn with the crankshaft (Fig. 7-1). The “house,” or ‘Grum and clutch plate, are connected tothe rear wheel by a belt and chain. At low engine speeds the drum floats on the ‘rankshat, insulated {rom motion by the needle Dearing. AS speed increases, ball bearings packed into the eluich spring feel the tug of centrifugal force ard move outward, stretching the spring in the process. Ramps on the outer edge of the ‘luteh hub divert is cutward motion; te ba’ pus vo the left agarst the pressure plate. While the plate turns at engine speed withthe hub, is splines allow some axlal movement, and the plate contacts the right-hand friction surface on the lutch plate. The drum begins to receive power. Continued ‘motion ofthe balls forces the clutch plate to the right where it contacts the end plate. Since the end plate ls boted to the ‘rarishaft no further axial movement is posible: the latch plates sardwiched betwees the pressure and end plates. Full, torque goes tothe drum and hence, tothe back wheel "The starting lever displaces tie eng, elutch, and pressure plates to the right. Once the pressure plate butts against the Spring. ané. ball assembly, no further axial movement 15, Possible: the clutch plate is trapped. between the two hhub-mounted plates. Power enters atthe hub, pases through the lutch plate, and then tothe erankshat. Service. The only intemal adjustment is the clearance between the override lever and the thrust button Bend the lever to obtain 20 mm (0.09 in.) clearance inthe disengaged position (Fig. 72) ‘Upon éisascembly, cloan the parts in solvent~except the cluten dise which should not be wetted. Clutch slippage problems can usually be corrected by replacing the aise Refusal to disengage completely or harsh, abrupt engagement smoot often invoves the end and side plates. Replace i tho plates are warped, scored, or streaked with blue temper Imarks. Small imporfections can be polished out with croc loth. Check the needle bearing for excessive play ard, if necessary, replace with a new bearing, driven i from the ‘marked side. Fill the bearing with hightemperature grease or heawy traremiasion oll Oi the hub, ball and spring assembly, and bronze thrust piece, but donot get any clan the dise or the pressure sides of the plates anNote: Use the seal protector shown in Fig. 73 when mounting the hub. Otherwise the seal may be damaged, a condition that leads to bearing failure From lose of lubricant. Jawa ‘The Jawa clutch employs shoes rather than a friction dis. Operation. There are two sets of shoes: the outboard assembly connects the engine with the drivetrain; the inboard set transfers power from the pedals, via the drive chain. Figure 74 shows the arrangement of parts. The fywheel (1) drive cluch shoes (3), segment carrer (4), and slove (5) are fixed to the crankshaft and turn with it The starting shoes (6) ‘andthe clutch drum (7) are geared tothe drive system and ‘canturn independently ofthe crankshaft ‘Durieg starting, power enters the clutch drum, spinning it ‘and the starting shees which are pivoted on the drum. At ‘approximately «00 rpm the starting shoes engage the inet lip ‘ofthe segment carrier, turing it andthe flywheel. Once the fengine eatches, power enlers trough the Segment carie. ‘The drive clutch shoes pivat out agains the garter spring and ‘meet the clutch drum. Service. Remove the flywheel bolt and the three cutch holddown bolts (Fig. 7-5A). Lift the tywheel off and, sing special tool No. 975 1000.2, withdraw the segment eaerier (Fig 798). (ASubsttute for thistoo isa ste! plate drilled for the segment carrier bolts witha large nut welded over the crater’) Remove the sieeve wih a small gear puller (Fig. 730): if he shoes are tobe separated, assemble them on heir springs before installation. Pick ou theo seal and withraw the drum (Fig 7 213tmove that teal wow E) Although some ol seeps past the goa, it should not get on the friction surfaces If the seal should fal, theclutch will drip cl. Engagment wil be sudden and harsh. and the drive shoes ‘may smoke under load. The seal and both sets of shoes should bbe replaced: in a pinch you ean replace the seal ard dry the linings with repeated applications’ of Berketile 2-+ 2 Gum cutter. 214 Unless there is an oil problem, the starting shees can be ignored: they got litle wear. The drive shoes should be replaced long before the lining has worn down to metal, for ‘once this happens, the rum willbe ruined. Early signs of wear fare late engagement and clutch slip on hil stretched garter spring allows the driveshoesto engage ‘arly, before the engine is up to speed. Replace the spring and examine the shoes and drum for signs of overheating Peugeot ‘The Peugeot cluten is uniquely Peugeot with features that are shared by none other, yet it is a very practical device, having proved itself over millions of males eration, Figure 7-6 illustrates the mechanism in ‘cutaway and exploded views, It mast be remembered tha: the clutch drum C ard ball drum D bolt tothe erankshait andturn| 218vwitnit Starting shoes A and eluton aise F tum wit the drive pulley B During staring, power flows from the pedals tothe drive pulley. AtaboutS mph the starting shoes A eam out against the ‘drum C, licking the pulley and crankshaft, Once the engine Saris, the six tall bearings move out toward the edge ofthe {pinning ball drum D-‘The bearings are confined to teardrop shaped holes: as they move outward, they eam outof the holes land press against the plate E. The plate moves the cle dise F against a lip on the inner edge of the drum. Power flows from the érum. to the dise. and through spines onthe rim of| the dise to the drive pulley. The star spring Keeys the plate aveay from the ise atlow rpm. Service. The clutch mechanism is essentially the same for single-and variahle-ratio machines, Held theclutch drum with a sirap wrench (Fig. 77) and remove the [7mm nut (righthand thread. overhand and left to loosen). Remove the washers and replace the nit with special tool No, 69142 This tool Keeps things together sehen the pulley is removed and takes the guess work out of clutch adjustments. Remove the pally: Holding the ball drum D and plate ¥ with one and, unthread the special tool end pull the clutch drum off. Mark. {the outboard sie of te clutch disc if ts tobe reused. Remove parts inthis order: 216 1. disc F 2 spring L 3. adjusting washer 4 drumc 5. washerN Place the pulley assembly on a tench, pulley dewn ‘Remove the nuts holding the locking ring O and lockwashers, ‘and remove the locking ring. Unhck tie springs from the ‘studs in the shces, noting which of the two studs was used (the firsts fordireet-drive mschines; the second for variable-atio models) ‘The shoes are # little tricky. Lightly ubricate the shoe pivot anchors. Assemble the springs on the shoes, with the large hooked ends secured by the slats in the shoes. Moun! the shoes on their anchars and hook the small ends of the springs ‘verthe appropriate pins. Correctly installed, the open sides of the books face toward the center of pulley plate B, Secure the ‘shoes to the plate with two 5mm nuts and lockwashers. The ‘nuts ust be turned so their siges are clear ofthe cluch dsc ‘Assemble the rest of the mechanism, reversing the disassembly sequence. Torque the outboard nut 40 ts kgm (2as felt) ard test. If the cluteh Denaves abnormally ‘engaging harshly or slipping under load-it wil be necessary to eneck the clearance between pressure plate E-and dice F- ‘There areat least three ways todo this. 1. The clutch can be partially assembled with the help of special tools Nos. 69148 and D141 This isthe currently atcepted shop practice. 2. Tho clutch ean be assombied in reverse of normal ‘order on the crankshaft. Gne special tool, formerly ‘available as No. 42018, is needed ‘This teal can be fabricated from a diseardedclutch drum, 2. Arsemble the clitch with modelng clay between the ‘pressure plate and the clutch lining. Disassemble and ‘measure the thieknessof the clay The specification is 05-0.7 mm (0.0200.028in.). Correct by substituting adiferent-tniekness adjusting washer. Thickness Washer Part Number ‘040mm ‘3818 060mm 49819 ox0mm 45820 Lom 5821 217If you use method 1, place the assembling statt e841 vertically ina vise and assemble these parts oni © Washer N Adjusting plate No. 6140 © Adjusting washer M. © Spring DiseF Pressure plate Balls Bali drum D Nut If you choose method 2. turn the engine on is side and assemble the pars in this inverted order Hub ring Ball drum D_ Balls PressureplateE: ‘Clutch plate F Spring L ‘Adjusting washer M ‘Special tol No. 42018 Washer Washer P 2 Nuk ‘Method 3 is, as you could expect, the most laberious. The ‘luteh must be disassembled, assembled with modeling clay between dise F and the inboard side of drum C, disssembled ‘agalnto remove ihe clay, and assembled one more time. “TRANSMISSIONS ‘One ofthe characteristics of mopeds is the high reduction ratio Between the engine and the back wheel. The engine may scream at 5000 rpm-plus, but the road speed of the vehicle ust be hept under 30 mph. The reduction i accomplished by gears or a pulley-andbelt arrangement. Some machines Combine a belt with gears, Most tranamissins give a single Fatio between the engine aad the driving wheel: a few have Variable speeds, selected automatically in response to engine pm. a8 elt Drives ‘The traditional moped (on the French model) uses a V-belt to transmit engine power to the drive sprocket. While this system may look primitive, it tas some real advantages. Belt drive is silent, vi free, and tends t0 isolate the crankshaft and main bearings from dive shocks ‘Service. The belt must be replaced at intervals. 1 a {0d idea to carry a second belt, Wrapped in aluninum foil on {he machine. The aluminiin fll wil keep the bet dry and free fll, and wll help toprotect i irom ezoneattact. ‘V-nelts transmit power by wedging their angled skies against the edges ofthe pulley grooves. Intime the belt wears ffi Sinks deeper into the grooves, ckanging the ratio sigh ‘A machine with a vorn belt will have # marginally higher ‘speed than one that has just been fittel with a new belt; ‘conversely, the bike with the new belt should have slightly better acceleration. Wear becomes serious when it is localized; when the flanks of the belt stow dips and ‘depressions, of when wear has progressed unt the belt rides ‘on the base of the pulley groove. Should this happen, the belt becomes a flat bell, with very lle capacity to transmit ‘Belt dressing Is one of those shade-treefhxes that help in the short run and eause additional problems down the road. ‘This prodiet, available trom auto supply howes in aerasol cans, contains a powerful solvent that makes the bel stickier land better able to transinit power. In the process the belt is Softened and wears more rapidly. But it works and wil get you. ome. Pulley grooves also wear and contribute to the early demise ofthe bell, The groove Nanks should be flat and narrow ‘enough so the belt is supported well above the base of the froore. Wear 's more pronouiced on the engine pulley, the smaller ofthe two. ‘Adjusiment. Too much belt tension defeats the wedging, faction of the belt and loads the crankshaft aed pulley bearings; too litle yension allows the belt to bump and slip. Some machines do not have provision for belt adjustment, felther because of the maser’s confidence in ste-cured bells for because adjustment is maistained automatically by means (Of a spring. Peugeot and Molobecane are examples of the latter method: the engines are pivoted against springs. 219In any event, the belt should tave approximately ‘onequarierinch play under light thumb pressure (Fig. 78) ‘The engine is the movable clement; the large pulley remsins fixed tothe frame. Figure 79 shows a very elegant tol wsed to pivot the engine away fram the large puley. The next drawing (Fig. 7-10) illusrates the Batavus procedure. Once the engine olddown bolts are slacked off, 2 Smm rod is Inserted into hole A. Lever B rests agains ths tod and, moved ‘as shown, plvas theengine forward, el: Driven Veriable Speed Transmission ‘A belt running on fixed pulleys bas some bailinat smuitiply torque. Figure lity to sows (wo pulleys with dential Fig 7.10, Batawbetsare asus tne heipotared ans ver diameters. Under lod, the lower side ofthe beltiense and the upper side relaxes. The belt burrows more deeply into the driven pulley and fings outward on the drive pulley. "The elfestive diameters of the pulleys change: the drive pulley becomes larger and the driven pulley shrinks. Torque, oF turing force, is multiplied. ‘While this feature is useful and gives a tracteblity to beltdriven machines that is absent with gear oF friction dives, real torque multiplication requires some mechanical 220 Fig 711 Fined puteya banat romsome eltnduced rave muh {ton (Couresy Sombarde’‘means of changing pulley diameter. Varlablespeed transmissions, sometimes called varistors, are used snowmibies, a few motorcycles, and on at least wo lg ‘automobiles. These transmissions offer afairly wide range of Falos and are entirely “steps.” That is, one rao blends into another without plateaus or steps. Figure 712 ilesrates_ an example trom Peugeot. The inboard pulley flange (A) is fixed; the outboard flange (B) ‘moves inand out. At low engine speeds, bet C rides ow inthe pulley groove, giving a low ratio for starting. As engine rpm Increases, centrifugal force plvois the flywelghis D out radially, camming the outboard flange inward, Tee belt is Spring.loaded, and thus can respond by elimbieg higher inthe groove, As it does, the ralio is raised for less torque 222 ‘multiplication and more speed. Should the engine bog. om. falls off, the fyweights relax their pressure onthe flange, and the belt burrows deeper into the pulley groove. This device enables the Peugoet 103 LYS.U3 to climb an 18% grade, yet each 30 mph on evel stretches. ‘Very itle maintenance is roquired of tis ard similar tragsmissions. The main concern is the belt, which must be replaced i it shows excessive wear or becomes oi scaked. The flyweight assembly should be coated with highpressure grease atthe pivots and cam ramps. Gear Drives Gear drives may be singlesiage or multistage. ‘Singlestage transmissions have one gear pair between the ‘erankshaft and engine sprocket: multistage units have two or ‘more gear pairs in tandem. Figure 713 shows power flow through the Java Bbetta In schematic form. Power leaves, the crankshaft by way of a btooth gear meshed with a ‘aHtooth fra ratio of 7 to 1 From there power passes threugh ‘aeecond set of goare givin an additional reduction of 310 ‘The overall rediction's 5.110. Puch gets a silarratio fom, angle sage-a tiny engine gear turns a monstrous wheel an thedrive side. ‘Service, Inspect the gear teeth for wear. svingpartiular attetionto evidenceof aking. Sometimes itappears as ithe ‘surface metal has peeled as indeed it has. ne preblem with moped (and motorcycle) technology is the unwilingness of 223hareonadava,twatchoutforloose roadie earings. ‘many manufactarers o use the proper alloys. A very soft gear steel is surfacehardened for a few thousandths of an inch. Once this skin” is broken, the gear rapidly fails. Normally, the damage is limites to the smaller gear ofa pair, however, when one meshed gear gives way, the other must ke repiaced as well, for used gears do not survive log in the company of Floating gears—gears that are free to ide—can be removed {rom their shafts once the bolt of spring clip is undone (Fig. 7-14). However, these gears may lost on luncaged noedie bearings and some care must be exercised not to lose any ofthe needles. instalation is easier ifthe needles are held with heavy grease or beeswar. Gears that turn with their shafis are held by through-bolts and keys. Theshaft/gear fit is deliberately tigit and a gear extractor will be needed (Fig 7.19. “Excessive gear wear is olten the fault of the shaft bearings. Bushings stould be replaced each time the gear set 'S disturbed. In many cases, the bushings can be reached rom dutside the castings and driven inwards with a punch, Ifthe bearing boss is blind, that isi the shalt does not passthrough the case, the bushing can be extracted by either of two ‘methods. One way 1s to spit the bushing with a smal chisel, being scrupulously careful not to damage the boss in the process. Another technique 1s to fill the bushing eavity with fgrease, then drive a rod the same diameter as the shaft into the grease-packed bushing cavity. The grease will esplace the busting, iting it up onto the rod. 208 Caged needle oF ball bearings should not be disturbed unless the wear pattern on the gears shows they have wobbled, ‘Those bearings ean be driven out of blind basse by the same hnydraulic technique deserited above, except that the medium 1 alsoated newspaper confetti It helps ifthe casting to heated slightly. When installing needle and ball bearings, the ‘numbered side is out, toward the installation tol. Drive the ‘ew bearng heme with a hardvood tlock, seating it to its original depth ‘TwoSpeed Gear Drives While three- and four speed manually shifted mopeds are rot unknewn ia Europe, American las require that any moped transmission be automatic. The rider cannot be ‘expected to do more than open the thratle. A gearrven ‘ulematic transmission isa fairly complex piece of work. but fan give smooth, effrtess shifts and snot handicapped by the power losses inherent in belt drive, which can amount to 10% ofthe input. Operation. Several mopeds use these transmissions, but all operate on the same theory to give two speeds. Ata preset fengne speed, one set of drive gears engages and the dther Simultaneously disengages. The second, or hgh spred, st of ‘gears forms a path for power from the pedalsto the engine for ‘Starting parposes. ‘Thesetransmission have theollowing parts {© Dwosets of cemtritugally engaged clutch shoes © Twosprag clutches ‘Twosets of gears that are constantly in mest 225226 fe T19 Hstrates the driving parts in a Tomes transmission. The bushing (1) supports the two-sided clutch dram (2) on the engine crankshaft Note thatthe elutch drum thas an integral gear which turn wit it: ths isthe fist speed fear. Both sides of the drum house clutch shoes (), three ‘Shes on each side for a total of six. Two garter springs (2) restrain the shows. The fist speed shoes pvoton hub’, which ‘ums withthe erankshaft. The second speed shoes rie onthe hub and gear 11. This seeond.spoed assembly flats inside the ‘drum, onthe eft hand sie as shown nthe drawing. ‘Thedrumean be engaged with the crankshaft by ether set ‘of shoes or by the sprag eluth (3). Sprag clutches work by ‘means ofa wedging action. Inthe case of elutehS the working ‘elements are rectangular in emss-section and held at an ange tothe shaft (Fig. 77). As this partcular example is set up, ‘Power ean betransmittes from the drum tothe crankshaft bt ‘ain the other direction. Once the engine stars, the sprag catch sips aed drum engagement isa function tthe shoes. Figure 7-1 illustrates the driver haf ofthe transmissicn, ‘Te seomd-speed gear (8) 16 captive and turns with the countershat; the first speed gear (6 is mated otheshaft by ‘means of another sprag clutch. Whe this clutch is somewtat ‘more complex than the ene shown ia the revigus drawing, it ‘operates on the same principle, allowing power to passin ene ddrecton but notin the other. The fist-speed wheel can dive {Ue courtershat, but the countershaft can drive the wheel ‘Starting. The engine is started by bact-pedeling. Power is (ansilted by a small starting chain tote euch drum and, via the sprag clutch uncer the drum, tothe erankstat. The dain bypasses one set. of transmission gears, ad 20 ‘compensates forthe reversed pedal rotatin, 27220 le. The transmission Is inneutral, with no power going to thedrum (Fig 7-194). The sprag clutch sips, since itis biased twdsengage when te crankshaft drives te arum and neiter show assembly turns rapidly ough to engage by centriigal First Speed. The firstspeed shoes turn with the ‘crankshaft. Al approximately 1500 rpm the shaes move out ‘against the drum, mating it with the crankshaft (Fig. 7-193). Porer flows through the low-speed gear vet where the fw splis. Almost all power leaves the shaft and goes tothe back ‘wheel; a small complement returns to the elute assembly by ‘way ofthe second:-speed gear set. This poner dead-ends atthe