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ANUAL .

HONDA 5
SERIES
MODELS CSO, CSO AND SSO
HON ~ 65 SERIES
MODE S C65 C65
o 565

.,

\
SHOP

UAL

HONDA 50 SERIES
M9DELS CSO, CSOM

AND

550

HONDA 65 SERIES
MODELS C65, C65M

AND

565

'

FO REWORD
This is your ma"e-.::-:::= .::-:: serving ,guide fo r the Honda 50 series models C50 ,
C50M and S50, a c -e - ::-::.:: 6 - series models C65, C65M and S65.
By follow ing re - ""-proper servicing cc-

:::=:::-:Jed and illustra ted i struc ions contain herein, t he

..-:::..- - : . -

..
::

him with the ge e:::

re lative simplic i y .
:::1 able r eference

, o

only wi ll it serve the

to the salesme n by providing

:::--- :: ::- : .: --e -::orcycl e as well as the de oils o lhe various

systems.
: :: -:=::- --e aagnosis of any trouble

The servic: f;
its re pair

::.::;.-::- -; ::::-:: -::-. a~d the periodic inspection and

o -e -- - -- --=
:

This manual s c . oea


into sections .

spot and

ee::

--= ---::-::- : e

=_-::-a ing in t he peak condition .

eg" -:::- :;::.::s ::-:: :=::-- goup b eing further divided

The respectiv e sections ore

inspect ion, se rvicing and r ea ssemb ly .

::::-~:: -

:::::: --- :: -e ::::-s-uc'ion, d isassembly.

By folio ."-g e :::::::e::_:=: :._- -e:: -

- --i -:::

ual.

proper and tho r o ugh servi cing is assur ed.


In preparing this publication, t he theo ry and princip le of o p e ration have

ee- :::mi t ed

so that more space co uld be a ll o tted t o the desc ripti o n of th e constructior- :::-:: confl gurati on .

Further, the emphasis is placed on pictorial repre sentatio n by

graphs and drawing to clearly illu str at e th e respectiv e comp onents withou

:e ::;=photores~ --ing

le ngthy wo r di ly desc ripti o ns.


A ugust 10, 1 966

HONDA MOTOR CO., LTD.


Fore- Se-. "ce Depa rtment
Se

ce Division

to

-I-

TAB E OF CO
1. FEATURES

E TS

........ .. .... . . . _________ _ _ . .... ... ......... . . .... .

A. Engine

................

B. Frame !C50, C50

c~.:

_ _ .... ..... . .. . ......... .. .

:::::.:

3
5

C. Frame !S50, S651.. ...... _. __

2. SPECIAL TOOLS

.. ... .... _

6
:= -e

1. Tools Necessary fer


2.

Tools Necessary ' -

:: ~g'ne ..

: -= - ::e .

::::::::=-=

... . .... .

.. . .... . . .

3. ENGINE
3.1

Engine

1. Engine Desc-::-:-
2.

Powe r Trc-_- -- :- :::

11

-:-=-

11

3. Eng ine

a . Rem

11
_ .. .

b. ln~c =-=- ---- .


4. Lubric:r ::- :: _ =....... -...... 3
5. O il
- : : ::. - . :: = . . . . . . . . . . . . . . . . . .

11
12
13

13
13

3.2

b. 1-soec-::- ................ . ... . .

14

c.

14

easse-r--:; '

Cyli nder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14

1. Cylinder Head Design

14
~5

. .. ....... ..... .. _.... . . . . . . . . . . . . .

a.. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . .
b.

Inspectio n and repair ...... .. ........ ............ _.. . . .

c.

Reassembly

............ ................................

16

2. Va lve Seat Contact Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17

3. Inspection of Va lve Contact Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17

4. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18

a.

Inspectio n .. . :. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.
7.

20
20

a.

Disassembly

............................................

20

b.

Inspectio n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

21

c.

Reassembly

............................................

21

Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

21

Piston Ring ... . ... ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

22

a.

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23

b . Piston and Piston Ri ng Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . .

23

c. Reassembly
8. Valve Operating Mechanism .......... ... ..... ... .. .. . . . . : . . . .

25

9.

25

a.

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25

b.

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25

c.

Reassembly

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Cam Chai n Tensioner . ..... . ....... . . . ........ . .. . . . .... .....

26

-II-

3.3

.......... .... ....... .... .... ....... ... ....

27
27
27

er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

27

a.

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b.

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c.

Reassembly

Right Cra nkcase C


a.

Disosse--

b.

Reosse--

28
28

- s:::ec- -- . . .. . .... ... ....... - .......................... .. . . . . . .. . . . . . . .. .... .

28
29
29

eassembly

30

1 . C lu::::- ................... _ ..... .... . . ... ..... . . .... ...

3.4

3.5

2. C rankcase . ... ... . ... ...... - - - --

30

3 . Breather

30

Crankshaft
a. Disassembly ... . .. . . .... . ---- -

31
31

b.

Inspection .. .. . ... ....... - -

32

c.

Reasse mbly

33

.. .... ..... - -.- -

33

Transm ission ...... . . ....... ---- a. Disassemo : ... . -

34
34

35

3.6

35
36

36
c.

3.7

36

Carbure tor (C- ,

37

1. Ai r Sys"e

38

2. Fuel
a.

b.

Te- . . . . . . . . . .

3.

Fl oat C c- :::=

4.

Choke IS!c--;;

5 . Function o' ; - :;
a.

38
38

=- -. ----

a - - Slo " _ =-

.. .

39
39
39

;:=--==-

Main je'

b . A ir jet . ... . c.

Needle je

..

d . Jet needle ....


e . Throttl e

f.

Slow jet

g.

Ai r screw .. ..

6. Adjustin g the C::::.=-=


a.

High speeci ::::.

b. Adjusting

ro

c.

Adjusting re

d.

Adjusting

- - - - .

.......

.....

40
40
40
40
41

.................. .. ... ... .... .. . . .. .... . .

41

- - ---- ..

41

-------

42

.................... ... . . .. . .. .. . . ....... . . . ....

42
42

.::--=-----. -. . . . . . . . . .. . . . . . . . . . . . . . . . . . . .

--=-=::. ==-=-

.=-:;:::::: ..

:::::-==-:: ............. . . ...... . .. . ... . ...... . . .


..

--

42

43
43

-m-

---

4.1

..

- e

s _e m

~-

............................................

.!

C nc e IS orting system) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46

Adjusting the Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46

6. Carburetor Setting Table .................. . .... .... . ...... . .

47

49

::;~c-

c.amber

Handle ...... . . . ... .. ..... . ............... . ... . ............ . .


1. Handle Construction . . .. .... .... ... ... .... .. .. ... ... ....... .
a.

Disassembly ......... ... .. . . . .. . .. .. .. ..... . .. . ........ .

b . Inspection .... .. .. . ..... . ... .. ... ....... .. .. . .. .. . . .... .


c.

4.3

4.4

4.5

Reassembly

50
50

a.

............................................

50

b.

Inspecti on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

50

c.

Reassembly

............................................

50

Front Cushion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

51

1 . Front Cushion Construction

51

Di sassembly

a.

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

51

b.

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

52

c.

Reassembly

52

Rear Cushion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

52

1. Rear Cushio n Construction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

53

a . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

53

b.

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

53

c.

Reassemb ly

53

Front Wheel

................................................

54
54

b.

Inspecti o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55

c.

Re assembly

............................................

55

Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

56

1.

Rear Whe el C o nstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

57

a.

Di sassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

57

b.

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

57

............................................

58

..............................................

59

a . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

b . Inspectio n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

Braking System

c.

4.7

............................................

a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Reassembly

4 .6

. .. ... . . ............... . ...... ... ........ .. .

49
49
49
49

Front Fork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.

4. 2

44
44
44
44
45
45

,_. _

-::::

- -

............................................

60

Rear Fork Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Reassembly

61

a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

b.

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

61

c.

Reasse mbly

62

............................................

-IV4.8

4.9

Drive Chain .. ... ... .. -------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Disassembly .. ---------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62

b.

lnspectior .. -- - -

62

c.

Reosse~::

63

c.

63
64
64
64
64

r -e 3

64

Air Cleaner ..

1. Ai r C e:::;- : :

4 .1
4 .11
5.

65

er . . . . . . . . . . .. _.

67

E ECT ICAL SYS

5 .1

Starting Sy stem

67
68

.. ..

1. Trouble Shoo-;;
5 .2

Charging Sys te

5.3

Flywheel A .C. Ge

..

69

e-=

o il .... .... .. .... . ..... .. . .

1. A.C. Gere::::::- .
2. Table f .... ::e- ----:

---- -

,.. ,....

5.4

5.5

=-

-"

--

Spar
Be -=

3.

72

----.---

4.
5.
6.
7. Tr

- -enonce . . .. ........ . ... . .


~::

1. Spar

5.7

5.8

::

H eat ?::-::e _

Spark

4.

Spark

5.

Main Spc

.... ..-=~--

_ :: :::: e::-. e Action ................. .

Turn signa l
1.

Insta lla tion

2.

Turn signal - : __

-:- _::-

Checking
Speedometer
1.

--

. . . . .

n . .. .. .. .. ... . . . . ..... ..

78
78
79
79
79
80
80
80
80

. . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .

81

------------- ---

82
82

he C:::- : := -s Se
....

= -::-

Horn ..... .. .....

5. 10 Selenium Rectifier

s .- c;ton
... . ................. .

-=~==-

Battery Ins c Ue::: - -

5.11

Headlight ... ... ..


Headlight T ro ::

73
73
73
74
74
75
75
76
77
77
77

3.

1.

5.9

e -

Spark PI
2.

70
70
70
71
72

-------

==-:: -- -

5.6

62

a.

e~ u m

Rectifier

. ....... ...... .......... ... .... .. .... ....

Speedome;e - -:: _:: s ::-:::

:::ec- e Action

. ..... ... . . . . . .. ... .

83
84

-v---:----- --.......

. .... ... ..... .. . . .......... . . . .... .... . .

84

. - .. . . . . .. .......... .... . ...... . . ......... . .


... ...... . . . .... ... . ... .......... . ......

85
85

::.--;; .... e ~~- s--s ... - ... ....... .. ..... . ...... .. .. . ... . . ......... . . .

85
85

- -:.:==-- =
I spection

eos ~g Compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Vol e Tappet Ad justment

..................... ..............

85

3. Ignition Timi ng Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


4. Conact Points

86

88

5.

Spark Plug Adjustment

88

6.

Fuel Supply System .... ... . . .. .............. . .. . ..... .... . . .

7. Fuel Strainer Cleaning

90

Oi l Filter Screen Cleaning ............ .. .. .... . ...... ....... . .

90

9. Air Cleaner Cleaning . .... .. .... .. ......... . . . .. . .. ... .. . ... .

91

8.
10.

Clutch Adjustment .. .. ..... .. ... . .............. .. . . .. . . .... .

91

11 . Carburetor Cleaning and Ad justment ..... ...... ..... .. ...... ... .

92

B. Lubrication

93

1. Parts Not Requiri ng Periodic O il C hange or Lubrico;io ...... ..... .

93

Engine Oi l Change .. ... . .. . ..... . ... ... ..... . . .. . .. ........ .

93

3. Greasing ....... . . . ... .... .... ... .. . . . ... ... .. . .. .... ..... .
. .. . .. .. . ......................... .. ... .

94
94

D. Brake Adjustment ......... .. ............. . ... . .. . ... . ... ... ...

95

1. Fro nt Brake Adj ustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95

2 . Rear Brake Adjustment

......................................

95

2.

C. Dri ve Chain Adjustment

E. Muffler Cleaning

.......................................... ....

96

Spoke Torqui ng ....... . ..... . . .... . .. . . .... ... .................

96

G. Battery Inspection .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

96

F.

H. Security Inspection of Parts !C50, C50M, C65 , C65Ml


I.
6.2

7.

89

. ...................................

..............

97

Security lnspecti0n of Parts !S50 , S65l . . . . . . . . . . . . . . . . . . . . . . . . . . . .

98

Periodic Inspection and Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

99

Daily Inspectio n

B.

Periodic Inspection

. . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

99
101

TROUBLE SHOOTING

103

1. Main Engine Tro ubles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103


2.

Carburetor Trouble

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

3 . Engine Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108


4.

Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

5.

Clutch System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

6.

Gear Change Syste m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

7.

Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 0

8.

Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 0

9.

Drive Chain

110

8 . SPECIFICATIONS & PERFORMANCES ..... . ......... ........ . .. . ... . . . . 1 11


Specificatio ns ........

-~

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 11

Engine Performance Curve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 5


Dimensional Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
W iring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

RES

_
-

::::.:;~ ,

C50M, C65,

C65M, S65 and S50 models ore of

- ::::. and manufactured with 1he most up- to -dote f aci lities under

=:;~:: :;e 'ormi ng eng ine at low speed , quiet in operatio n, compactly
;;'~ n ess of a mopet ye t possessing the performance and fee l of

--e lightweight a nd rugged ness of the new f rame is far superior t han
_ -::- ement in driving performa nce a nd comfo r t is hard to exceL
:;:::ges are o nly few of the finer points.

CAMSHAFT (0. H. C. )

---=

::~:;;

ion of the chain driven O .H .C. affords uniform out put ext ending f rom the low to the high speed

- _ ;e .--, oui effort.

--------------------------------------------------~--------------------------------~=-

2.

FEATU RES

7.

SELF ADJUSTING CAM CHAIN TENSIO

An oi l damping system is employed to c:::::::: -o c oin vibration and which also provides quiet operation
even at high speed.

Tensioner pushrod head

Ca

Oil damper strainer


14mm sealing washer
14mm sealing bolt

3.

EASY TO HAND E,
C50, C65,
lncorpo::-e: _C50M, C65M: simplify -::-::. -~
550, S65:

The clu:c-

-:-::-: :: _-::- ,.,'Jicft operates in conjunction with

- ---=

e e

the

change

pedal t o

exceedingly light.

4. SCREEN AND CENT RIFUG


The engine o il is doubly "'ee::
the engine.

5.

e - -ae engine ports wear and greatly prolong the life of

CLUTCH SYSTEM
C50, C65,
The centr ifugo. - _C50M, C65M: easy gear cho~g-- ;

=:

e ::::: :: _-:- s incorporated into t he gear change system to pr ovide


... - ... ~ . .oin eno nce.

--

- --

6. PRESSURIZED LUBRICATION
An oil pump is installed to press~e
to give them added durability arc
-.

7.

::--c

Full C omplement of Electri cal _


Complete and d istinct safety i:e-.s
to safe driving.

-=-

. o ing components (crankshaft and re lated parts)

::s - ~e 'leociligh , a :llight, turn signal lamp and horn provide assura nce

-Oil filter screen

CSO, CSOM, C65, C65M)


is an orig 'nal Honda, un'que, not found in any moto rcycles or scooters the world over.

1.

4
2.

FEAT URES

EASY HANDLING

--=

The cover !leg shield) incorpora ted --::


=-- ogether with the deep w ell ed front and rebrfenders
make it p ossible to rid e in iricle e-
:-.=--:- :::: :::- bod r o ad conditions.

3. 4.5 LITER (9.5 U.S. PT: 7.9 1.-:: _ ::3.0 LITER (6.3 U.S. PT : 5.3
The large tank has made i oc~- ::
to usj'l the final 1 lit. 12. 1 1... : ::
for C50 and C50M.

K (C65, C65M)
K (C50, C50M)

:- - --= :: g distance, further, a reserve fuel cock is incorporated


= - -:= C65M, S50, and S65, and 0.8 lit. ( 1.7 U .S. pi : 1.4 Imp. ptl

GREATER TR
C65 ,C65 : _:; 1

( ~ _ ::_

.:.- .1.?: _

C50,C50, : . 1 o.3 S. ,5.

4. EXCELLENT HANDLI G
Both the front and rear .r==
roads to provide sta bling r::-::
two: stage spring in the cu:::comfort over a broader rarJ;:.

-- =e-ie cush ions to soften the shocks even from the worst
:: :: -::-=::-::::' e ride. The rear wheel is specially equipped with a
e smooth and bad road conditions to afford added

5. Greeter Safety
In comparison to the earlier c ;:::
and stoplight 3 times larger.
. dusk by making the motorcycle

::-

c- - :;-'-

- - - :-

The headlight has also bee n mace :::-;; -::


of the steering handle has been --=~=
riding over bad roads. Light co-::
such as for riding through t unnels.

rre urn signal lamp is 3.5 times larger, and the taillight
:::..- r obile. This greatly increases the safety for riding at
=-:: - ::: greater distance.

_--::"e o wider area for a greater distance, further, the width

::: - =-~ inl for improving


= --::; ::-e ell located o n the

stability and reducing fatigue when


steering handle to facilitate their use

6. INTAKE AND EXHAUST SYST ,

==-

An expansion chamber is provideo ....,.


--e cellulose fiber element air cleaner and the carburetor to
is.o late the noise caused by the in e :: ::::: oge her with t he properly designed intake and exhaust system
Qffords a high volumetric efficiency. ~-e _e = e efficie nt muffler greatly reduces undue exhaust noises.

FEATURES
-

56 5 )

ae c= a-essea s eet steel is used to maintain unif0rm qual ity.


o give it a clean exter ior appearance.

A ll of the equipment are

2. BOTTOM LINK FRONT CUSHION


The wear to the respective components are lessened by this design.
ening system provides comfortable riding on bad roads.

The smooth fu nctioning of th e damp-

3. SWING ARM REAR CUSHION


The rear cushion employs a dual stage spring which functions equally well for bot h single or d ouble riders
and affords comfortable rid ing over a wide range of road conditions.

4 . COMPLETE NOISE SUPPRESSION SYSTEM (S50, S65)


The motorcycle is equipped with a silencer incorporated into the a_
i r cl eaner in addition to a n adequat e
capacity muffler in the exhaust system to maintain the noise at a very low level.

2.

SPECIAL TOOLS

2. SPECIAL TOOLS
1. TOOLS NECESSARY FOR DISASSEM.B Y A D REASSEMBLY OF THE ENGINE

Drive s::

=-

o lder

Clutch outer spanner (C65)


(C50)

Valve guide knock-out tool

Valve lifter
Valve guide installing tool
l6mm lock nut spanner

!Tappet adjus ting

box

Cl ch outer spanner (S65)


Tappe

o lve seat cu tters

Cutter holder

"'
Vo l e

Snap ring p liers

_ ce reo e r

u
Clutch assembly tool

IAL TOOLS

T
span ner

2.

Flywheel holder

Dynamo rotor pul ler

TOOLS NECESSARY FOR DISASSEMBLY AND REASSEMBLY OF THE FRAM E

Rear cushion disassembly tool

36mm hook spanner

Hose clamp pliers

Main sw i tch hook spanner

Bearing installing too l

Spoke nipple t i ghteni ng tool

GI

)
L

Figure 3- 1.

t'

Engine asse mbly diagrgm

(U

70

3.

ENGINE

Fi91re 3- -

Gl

-,..

77

- :::::: o ~ he engine
::e o clea n overall
-~ee;-e:::--ew:

:.:: :: e :: e- c

C5

., C65, C65M,S65ond

::: -e ooove co nsideration into

==-=---::-::- :: ::::ee- ::esigned a fter extensive research


- - ::ee- exoe ceo o meet t hese cond itions. The
: - C. s-;'Ser. .,h;ch affords the most advantageous valve
s been incorpo rated to provide for a high
e::- e=cency combust ion chamber design. The light

e ;:- e'1dless cha in enclosed in the left side of the


e-;:--e is used for the direct driving of the O.H.C.;
:: :x:-::::er lype cam chain tensioner prevents the chain
,~ oping o r vibrati ng, providing a quiet engi ne
: ::eco~ at high speed.
A compact and a rugged
e-;:: e vhich is easy to maintain and having a high
:: e-= o-~onc e has been developed.

=-::-

31
ole

' r..erals ca e mber of gear Ieeth.


: 39T
n

C65.C6 5, :4 1T
II
II
S5 0
: 42T
II
II
S65
: 43 T
)indicates gear teeth on C50,C50M,C65,C65M.

Dri en sproc' e or C50. CSO

er, th e crankshaft is built to withstand heavy

::-::::: o d high speed ; t he transmission shaft bearing


::es;:~. and the dual centrifugal and screen filters give

--e e ngine durability and provide extended service


::: ..ell as stability at high speed.

Fi gu re 3- 3.

Power t ransmission diagram

., cont rast to the push rod engine, the new engine


- ::: for fewer reciprocating pa rts, to eli minate the
s;::_ce of engine noise and make possi ble a smooth
::::eo ing engine for high speed and greater output .

POWER TRANSMISSION SYSTEM


The en ergy from the combustion of the fuel mix-- e is transmitted to the piston --+ connecting rod--+
::n-kshaft-+c lutch (drive platesl-+clutch outer-+friction
:::sc --+ clutch center--+ primary drive gear--+ primary
:::i.en geor-+transmission main shaft-+main shaft gear-+
::::::: ., er sha ft gear-+counter shaft-+ drive sprocket-+
::-a.,--+ to the rear whee l, progressively in that
:eq e ce . (Fig . 3- 3)

Figure 3-4.

Removing muffle r

E G INE REMOVAL INSTALLATION


c.

e m oval
loosen the 6mm cap nuts fr o m the air cleaner
co er and r emo v e the air cleaner. !C50, C50M,
C65, C65Ml
e~ove

fron t cover

;:e-.,o ve the muffler


- ig. 3-4)
::e-ove s ep bar
::e-o e tool box
::

::e-o e oil p ipe s A and B. ;, IS 50, S65) (Fig. 3- 5)

Fi gure 3- 5.

Remo ving o il pipes

72

3.

ENGINE
17)

Remove the two 6mm nut installing the carbure


and separate the carburetor from the cylindehead. IC50, C50M, C65, C65Ml
For S50 a nd S65, separate t he i nlet pipe a nd
cylinder head.

!Note) When it is necessary to remove the carbureto r on the C50, C50M, C65 and C65M,
pinch t he fuel pipe with a hose clip to prevent
leaks. This is necessary since the fu~l cock is
installed on the carburetor.
Disco nnect the clutch cable IS50, S65)

Figure 3- 6.

Remove kick arm and ear change pedal

Remove the left cra nkcase cover and the electrical


leads.
Rotat e the rear wheel to position the chain joint
as shown in Fig. 3-6 and disconnect ihe drive
cha in.
When removing the chain jo i nt , the ic]sk can be
'acilitated and the chain prevented from coiling
in he chain case by attaching wires to both
oining ends of the chain.
Jisconnect the high tension . terminal
soar plug.

from

the

emove the high tension cord clip installed on


- e right crankcase cover.
"erove the brake pedal sp ri ng, stop lamp spring,
--e -wo 8m m engine mount bo lt nuts and pull
- e two engine support bolts; t he engine
-- -. en b e detached from the frame. (Fig. 3-7)

-~---

- e engine installation by reversi ng the

;-; -e eoval procedure in section 3.14a.


--; e-;-e insta llation can be facilita ted by usi ng
; ::=:; - --a die screwdriver to temporarily set
-; ;-;;-- e a d then installing the engi ne support
g. 3-8}
pedal spring and the stop spr ing
un ed together with the engine r ear
Figure :S.- ti.

Temporary installation

-e- ::~--ecting the drive chain, make sur e that


::;-- clip is installed with th e opening
:::::::-e ' o the direction of the chain movement.
;:. 3-9)

-:. .s 'le cha in te nsion after i nstallation to


- -- .40-- .80 inL

Fi9ure 3-9.

Ins oiling direction of joint link

GlN E

= -.e right cranklubricate the


assoc
-

~ed

po ts.

- case !upper por

of the oil pump)-+

-=-;- - e cyli d er stud bolt (right lower side)


- -:::~
e rocl:er arm side cover-+sprayed from
--e f ur oil holes in t he camshaft-+to lubricate
-e r espe ctive sect ions of the cylinde r head-+
n o the o il r eturn hole at the lower end of the
exhaust valve and returns t o the cra nkcase.
The o il that passes through t he camshaft lubricates
he cam chain and r et urns to the crankcase.
In this way, t he lubrication of the engine is performed by the two oil routes and the o il spray
in the crankcase . (Fig. 3- 10)

Figure 3-10.

Pressure lubrica tion diagram

5. OIL PUMP PRINCIPLE


In th e past, gear type o il pump using two gears
were used, however, on these models a more efficient
and compact trochoid oil pump is used. This pump
consists of an inner and an outer rotor. Th e pumping
action is produced by the differences in t he shape
and number of the teeth between the inner and the
outer r otors. (Fig. 3-11)

Outlet

Figure 3- 11.

O il p ump theo ry o f opera ion

a. Disassembly
( 1)

Remove the clutch


section 3. 14a.

assembly

as described

in

(2)

Remove the three 6mm bolts and remove the o il


pump as a unit. (Fig. 3- 12)

Fi gure 3- 12.

Di sassemblying the oi l pump

14

3.

ENGINE
b. Inspection
( 1l

Oil pump outer


(Fig. 3-13)

roto r

to

housing clea rance

Standard value 0.1 - 0. 15 !0 .004-0.006 in)


!21 Rotor to rotor clearance
Sta ndard va lue 0.02-0.07 (0.008-0.028 in)
31 Rot or tip clearance (Fig. 3- 14)
Standa rd value 0.1 5 max. (0.006 in)
Serviceable limit---+replace if over 0.2 (0.008 in)

e-

Reassem bly
I)
e

Fit t he inner rotor to t he outer rotor and

the pump assembly to the right


Install the oil pump assembly t o t he
-;;"- crankcase. (Fig. 3-14)

Figure 3-13.

install

::a~ case.

-.-a
he clutch assembly a nd the r ight crank.. cover.

-~-

Fi g ure 3-1 ~ -

Figure 3- 15.

::::

::-.x:c

Insta lling the o i l pump uni;

3.2

CYLINDER HEAD
CYLINDER HEAD DESIGN
The cylinder head is const ructed of an aluminum
a lloy ca st ing incorporating combustion chamber, inlet
por , e xhaust po rt, and carries the camshaft, va lves,
va lve rocker arms.
The camshaf t is dri ven by t he timing sprocket
through a cha in on the right side of the engine.

Figure 3- 16.

Cylinder head assembly

DER HEA D
.:

15

::::e se-.-s::e::o

_ ::. ::e-e :::::-::: ,- - e=::e cy,


___ _ ........,_ __ ::. ::;_ s- ceo. (Fig. 3-17)

een the piston and

_--e

co~press part of t he fue l

=-::.

.:= -e comb ustion stroke to


-- -- e main fuel mixture. As
- _ e .: :: . erted towa rd th e spar k
:: .:::.::.;:::-::: - is accelera ted, allowing
=.e1 a ir ratio or the slowe r
bu rn smoothly, further,

=- ::.e-::-.

for knocking.

(Fig. 3-18)

'= .:e o; he O.H.C. have decreased


: ::e::--g load of the va lve mechanism,
__ -ee:: :::"ld good stability at high output
ossibl e.
In addit ion, the inefficiency has been achieved due
ocoiion of the valves and th e posie spar
plug at the ce nter of the
A better flow of t he cooling
:::o of the cylinder head is afforded
- :::::~junctio n w ith the aluminum head has
-~ cooling efficiency to a co nsiderable

Figure 3- 17.

Cyiinder head combustion chamber

--=

'

t
Figure 3- 18.

Squish area r

-sse m b l y
:-:::- e oil
;,..-::,e the flywheel and stato r assemblies.
;e-:J. e he 6mm hex and cap nuts holding the
:: - ::er head cover and th en remove the cover.
; :::::e. 'he crankshaft so that th e piston is at top
::.e-::::: center, by alig ning the woo_P..ru f.l.,,-key on
e ::onkshaft and the "0" mark o~ th~ 'sprocket
- -e with the cylind er axis and 'tli:en "remove
-e 'lry 5mm hex bo lts. (Fig. 3- 19)

::

--e right and ) eft cylinder head side cover can


-~ separated by removing the 6mm hex bo lt.
- ig. 3- 20)

Figure 3- 19.

Removing cam sprocke

F igur~ 3- 20.

Remo ving R & L cylinder head cover

e~ove the cylinder head.

I
I

16

3.

ENGINE
b. Inspection and repair
The cylinder head is exposed to the high pressure
and temperature resulting from the combustion of
the fuel mixture; further, when the head is unevenly
torqued, it may develop cracks o r warpage and wil l
be the cause of defecti ve sea ling between the head
and the cylinder and resul t in gas leak, air sucking
and drop in compression.
The warpage of the cylinder head does not
develop suddenly and it may be overlooked, there- .
fo re, caution should be excersized during reassembly,
si nce the uneven torqu ing o f the cylinder head is a
ve ry common fault.
To inspect for warpage of the cylinder head,
apply a thin coat of bluing o r red lead on a surface
plate and work the mating surface of the cylinder
head on the surface plate; the warpage can be
determined by the transfer of the bluing on to the
cylinder head. (Fig. 3- 21)
To correct
on the surface
finish by using
again with the

Ill

the warpage, lap the cylinder head


plate with a ~ 200 sandpaper, finally
a ~400 sandpaper and then inspect
bluing. (Fig. 3-22)

Cylinder head combusti on chamber [


C50M, S50

for C50,

Standard value
15.660.05
[14.000.05
!0.620:::::: 0.002 in.l (0.5520.002 in.l
13.1 :::: o.2cc
[ 9.50.2cc
!.7994= .01 22 cu in.l !0.3740.002 in.l

J
J

Height

.... ecc

er head gasl::e' hickness.


S-c-cco o' e ___., 1.0- 1.1 10.039-0.043 in)
:,-,:eo:: e l'r:lii--> eplace if under 0 .8 10.032 in)
C - ;:;

eod orque

(g-em 16.5 -9.0 ft / lbsl

eossembly

c.

all cylinder head together with cam sprocket.


(Fig . 3- 23)
(Caution)
Figure 3- 23.

hen installing the cylinde r head, do not forget


o install the " 0" rings and dowel pins.

Installing the cylinder head


2

hen torquing the cyl inder head, tighten the


nuts in the diagonal sequence to prevent pres,ure ,ak~
Refer to Fig. 3.24 for torquing
procedure.

(f'ig. 3- ':14)

In he some procedure .JS in the disassembly,


position he woodruff keywc:., in the crankshaft,
a d the "0" mark on the c,.,- '!)rocket in line
i'h he piston and install.

1.!1 Assemble the right and left cylinder ;1ead side


cover .

4
fi9ure 3- 24.

Torquing sequence of cylinder head

DER HEAD

17

CO TAO
;~g

c :: _ -;; :: e:: eaa evenly


e .:: e =::::e -:: o 1he valve
o lve seo
- - e :::c -~g the valve.
e seoi ior a .__--=:::-- o-d a co ntinuous
-.g.

V/alve face contact ;:~~z

~~~~~~~~::;=0.5
1
'1

--= ::
=-

::-a va lue---> I ~ 1.3


-

-::=

1;: ~
:;~

0.020in ~

HiC ess

of

valve head)

10.040 ~0.05 1 inl

Cylinder head
combustion
chamber

'0
~

:: re seat is recut with three types of cutter;


and 30 cutters.

--, oca ion a nd the width of the valve seat con::-eo is accomplished with the 60 and the 30
-e-s whil e the 45 cutter is used for the facing
::= -:e va lve contact area. (Fig. 3- 25, 3- 26)

==-

=-

Figure 3- 25.

Valve seat contact area

=;nolly, the valve lopping operation is performed.


a liberal amount of lopping compound on the
::: e face and lop the valves, applying a slight
::essure while rotating to the right and left, using a
=-..::-ion cup lopping too l. Wash off the compound
oroughly and inspect th e seati ng w ith the bluing .

seat cutter

=a::e

I SP ECTION OF VALVE CONTACT AREA


Assemble the valve into the cylinder head as shown
- Fig. 3 .27 so that the valves ore well seated and
.he cylinder head combustion chamber with oil,
---ect a bla st of air in fr o m the inlet and ex haust
:>or s and if any bubbles should appear, it is on
--dicotion that the volye seats ore not completely
sealed. (Fig. 3- 27)

Figure 3- 26.

Reworking valve seat

Inlet and Exhaust -Valve Guide. (Fig. 3- 28, 3- 29)


Outside
d"a
~terfer-

ence fit
side dia

21

Standard Value
10 mm 10.394)
+0.065 10.003 in.l
+0.055 10.002 in.l
0.040- 0.065
1o.oo2-o.oo26 in .)
5.5 mm 10.2 17)
- 0-015 10.0006 in.)
-0.025 10.0010 in.l

Exhaust Va lve, [

63.9 12.483 in .)
( 65.3) 12.573 in.)

5.5 mm 10.217 in.)


em dia
ead
ic ness

Replace if over
5.53 mm
10.199 in .)

J va lues ore for C50, C50M, S50

Standard Va lue
Total
e ngth

Se rviceab le Limit

- 0.055 10.0022 in.)


- 0.065 10.0026 in.l
0.7 10.026 in.l
0 .1 10.004 in.l

Serviceable Limit
Rep lace if under
63.5
12.502 in.l
( 64.9)
12.557 in.l

Fi g ure 3- 27.

Inspecting valve seal contact

Replace if under
5.4 mm
<0.213 in.l
Replace if unde r
0.4
10.016 in.l

5 .5 rfi - 0 .015
.

- 0.025

Fieure 3- 28.

(a .2 17 -0.0010in
-o.ooo6 in)

Va lve euide

3.

78

ENGINE
131

Inlet valve, [

Di al ga uge

J values are for

Standard Value
Length

64.5 12.540 in.l


( 66 ] 12.600 in.)

Stem dia

5.5 mm 10.217 in.l


-0.035 10.001 4 in.)
-0 .045 10.001 8 in.)

Head
thickness

0.5 10.020 in .I
0.1 10.004 in .)

C50, C50M, S50

Serviceable Limit
Replace if under
64.1
12.580 in.l
( 65.6]
12.530 in.l
Replace if under
10,21 4 in.)
5.44

I 0Replace
.2

if under
10.008 in .)

141 Va lve st em to guide clearance, inlet


Standard va lue--->0.010-0.030 10.0004-0.0012 inl
Serviceable limit--->Replace if over 0.06 10.0023 i nl
151 Va lve stem to guide cl earance, exhaust
Standard va lue--->0.030-0.050 10.0012-0.0020 inl
Serviceable limit--->Replace if over 0.08 10.0032 inl
161

27.<

O ute r va lve spr ing (Fig. 3- 30)

IC7- -

Standard Va lue

--- . --:-:-'.:=r-

27.4 I 1.080 in .I
Free length
( 28. 1 11. 110 in.)

_:__: :~

Valve spring (outer)

L~0~024.9

__

r:::9~~o Load: 5.4 0.3k~ ( 11.88 .661bs)

Figure 3- 30.

O u er

Spring
pressure

o .e s::- -;

Spring
pressu re

- f

r-ree lecgth 25.1

- - ---- - -

71
Valve spring

l oad: 2.6 0.15 15.72 0.33 !bsl -

Spring
oressure

Tilt
Inne r valve spring

4.

Figure 3-32.

Camshaft'

10.990 in.)

Replace if under
15.2 kg / 19.7 mm
133.4 lb / 0.780 in.)

Replace if under
4.6 kg / 24.9 mm
110 lb/ 0.980 i n.)

20
Replace if over
Replace if ov er
23.9
10.940 in.l

Inner valve spring (Fig. 3- 31)

(inner)
Spring
pressu re

Figure 3- 31.

5.40.30 kg / 24.9 mm
111.90.66 lbs/
0.980 in.)
7.20.55 kg / 24.9 mm
116.0 1.2 1b/ 0.980 i n.l
Rep lace if under
6.4/ 24.9 mm
I 14.0 lb/ 0.98 in.)
16.80.8 kg / 19.7 mm
137.0 1.76 lb/
0.780 in.l
19.0 1.4 kg / 19.7 mm
142.0 3.1 lb / 0.780 in.)
Replace i f under
17.3 kg / 1.7 mm
138.0 lb/ 0.067 in.)
1 30 '

Serviceable Limit
Replace if under
26.2
I 1.030 in.)
(26.9]
I 1.060 in.)

Sta dard Va ue
Servi cea ble Li mit
Replace if under
2.60.15 kg / 22. 7 mm
2.0 kg / 22.7 mm
15.7 0.33 b / 0.890 in.l
14.4 lb/ 0.890 in.l
-- - ..,
8.2 0.4 kg/ 17.5 mm
Replace if under
11 8 .00.88 :b/
7.2 kg / 17.5 mm
0.690 in.l
I 15.8 lb/ 0.690 in.)
20
1 30 '
Replace if over

CAMSHAFT
In a four stroke cy cle engi ne, the camshaft makes
one re vo lution for every two revolut ions of the crank-.
shaft. The power t o drive the camshaft is through
the com chain d riven by the cra nkshaft spr ocket.
The lubricating o il is pressure- fed i nto the right
side of the camshaft and is force d o ut of th e ho les
in the com to lubricate t he COIT) surfaces, rock er orrTis
a nd the slippers. The com~ho f t is mode of specia l
cost st eel with the com and the bearing ar ea being
precisionly ground after heat treatment. The camshaft
is supported at both ends by the bear ings i n the
cyli nder head, a com sprocket is i nstalled on the left
end of the camshaft wit h 6mm bo lts a nd is drive n at
one half crankshaft speed by t he timing sprocket presstilt ed to the crankshaft end, by means of a light
weight endless chain. (Fig. 3-23, 3-33)

3.

=-=e -e::s_.. e::.


~-

-e-

~---:::

-e ::::- :::e
-.... e C ... 3s
~ -g ~::- :::- -e
-a<
- -e e= cron
-:::c<er or- ~c, c e on the

--==- - . .

dN DER HEAD

... ::c

e~""

79

aus.
arm

- order to
oe rotated
he el is in
case cover,
lifting slope

Cjg. 3-34)
_:: :- g a nd closing of the va lve is deter.

-e ois on stro e

and

is

timed

to

the

=-

:: a ion. During the inlet cycle, the inlet


: :::oened and closed at the end of the inl et
--g he e xha ust cycle, the some openi ng
:::--g sequence takes place with the exhaust
_ . . lr.e open angle between the opening and
- -.: s he same as the piston trave l, howeve r,
s 'he same as the c ra nkshaft angular ro tation,
: exo essed in terms of angular ro tati on.
, -e" point "a" in the Fig. 3- 34 passes beyond
-:= roc<er arm, the verti cal movement of the valve
c-~ses, and at a certain point where the com lobe
::;:-es o a peak, the movement of the valve
= > down and comes to a halt at point " b " on
e. ::am.
- e tappet clearance is adjusted when the rocker
s at the exposed sectio n of the heel of the cam
::.:- een points "c" and "a". The heel of the cam

:::: .=

Figure 3- 33.

Camshaft construction (oil passage )

--==

:- e SSO and S65 differs from the o th er models in


is co mparatively larger, .this is to decrease th e
load on th e sl ipper surface o n the rocke r arm.

- ~ i

lift

Cam height

Figure 3- 34.

Cam conto ur

Top dead center

Top dead center

(T.D.C)

(T.O.C)

C50M
C65
C65Yl

(B.O.C)

S50
S65

Bottom dead center


Figure 3- 35.

\laive timing diagram

(B.D. C)

Bottom dead center

3.

20

ENG IN~
The i nlet valve opens at 5 (top dead center for
C50, C50M, C65, C65M l before top dead center of
the piston movement and closes at 30 120 for C50,
C50M, C65, C65Ml after bottom dead ce nter,
per mitting an open duration of 2 15 (200 for C50,
C50M, C65, C65Ml. The exhaust va lve opens at
40 125 for C50, C50M, C65, C65Ml before bottom
d ead center and closes 5 ,!5 before top dead center
'or C50, C50M, C65, C65Ml after top dead center.
- his a llows 225 1200-"for C50, C50M, C65, C65M,l
~ ' exhaust
valve open duration.
This sequence
3- 35 and is called the valve timi ng

Figure 3-36.

Cc-~ ::"

e,;-:

a.

spec io n
(Fig. 3- 36)
:ondord Value
29c;m 11.140in.l
- 0.060 10.0020 in.)
- 0.073 10.0030 in.)
R'lg ht end
die.

Shaft
run out
Cam
height

Cam sprocket
Figure 3- 37.

Com sprocket tee h bose contour

5.076 10.200 in.)

Right end
bearing die

II

II

29 mm 11.1 40 in.l
Left end
+0.021 10.0008 in.)
bearing die
+o.oo 10.000 in.>

121

Serviceable limit

Rep lace if under


28.8
I 1.135 in.t

Replace if over
10.0020 in.)
0.05
Replace if under
10.190 in.l
4.9
Replace i f over
11.145 in.)
29.06

II

"

Cam sprocket root diameter


Standard va lue->53.41 0.025 12.1040.001 in)
Serviceable limit->Replace if under 53.0 12.09 in)

5. CYLINDER

Figure 3- 38.

C ylinder

The cylinder is mad e of specia l cast ir on. Th e


inside cyli nder wa ll is exposed to high ' temperatu re
and pressure togeth er w ith th e wearing action of the
reciprocating piston operating at high speed to pro- .
duce a great wearing effect. Added to this, th e dust
in t he air and the forei gn object and the metallic
dust co ntaminating the o il w ill hasten the rate of
wear, th erefore, adequate a ttentio n shou ld be given
to the cleaning of the air filter and the oil change.
A gasket is install ed between th e cylinder and th e
cylinder head to maintain a sea l. (Fig. 3- 37, 3- 38)

Cam chain guide roller

a. Disassembly

Cam chain guide


roller pin

Figure 3- 39.

Cyli nder cross section

(1l

Re move the cylinder head in accordance with


section 3.21 a.

121

Remove the 6mm cylinde r HS bolts.

DE

fAD

21

Figure 3- 40.

Removing cam chain guide roll er

Figure 3- 41.

M easuring cy linder inside d iameter

-~..
bore, [
J is for C50, C50M, 550
- . 3---41, 3-42)
:-::- rlo rdvolu e-+44mm [39 mm J 11.750in) [ 1.54in]
+ 0 .02 (0.0008 in)
+0 .01 (0.0004 inl
:e~

ceobl e limit-+Re poir by reho ning if over


44.1 (1.74 in)
:i" der oversize
dord oversize-+0.25 (0.01 inl

: a

~flinder barre l
Sa ndord v alue-+62.65 + O (0.0000 in)
(2.47 in)- 0 .1 (0. 004 in)

eo ssem bly
Vhen ossemblying th e cylinder, make sur e t ha t
he cylinder gasket and the two d owel pins ore
i ns oi led.
Inst a ll the cylinder.

- - - - - - - -

... =

;:

:::2

?------------.-~~

-o
.-61.65 +
_o
0.1 ( 1.47 -0.

Figure 3- 42.

Cylinder d imensi ons

PISTON
Th e piston is mode fro m material corr esponding
'o JIS AC8B aluminum costing. Th is mate rial is light
o d su itable for high speed, in addition to having
g o od heat conducting property to dissipate the heat
rapidly. Furthermore, the coefficient of heat expansion
is small thus minimizing the warpage at elevated temp erature and permitting a- small piston to cylinder
clearance design. The shop~ of t he piston is on
ellipti cal toper. The head of the pist on, compa red
o th e skirt, is exposed to higher temperature and
since the expansion is greater, it is toperingly smaller
oword t he to p. The tapering of the piston also
ends to lessen the p.iston slop when the throttle is
lightly snapp ed without the engine being lo aded.

Piston

figure 3- 43.

Piston

22

3.

ENGINE
The piston employs a three step toper. The piston pin
boss area is mode thicker thereby resul ting in greater ex pansion a t high temperature. For this reason, the diameter of the piston skirt is .mode smaller in the direction
of t he piston pin so that at th e high o perating tem pera ture, the piston will expand into a t rue circular
shap e. The skirt is constantly provided wit h flexibil ity
o assure that no deformation w ill result even f rom
e x ende d continuous driving.
The pisto n p in is offset 1mm from t he p iston center.,e in the directio n of, the inlet side. So t hat when
'-e pisto n approaches the t op dead c enter of t he
:::::- or ession stroke, t he side lo ad from the cy linder
-::: .e 'rom he right side to the le ft . W ith a "0"
:: =:e - e point wi ll move to a li gn with the top dead
::--e ::::= he co mpression stroke. (F ig . . 3- 43).

Fi gure 3- 44.

-..: s~o. 'l in Fig. 3-44, the point of maximu m


::::-.:: _,.-:::- cessure o ccurs a fter the top dead cent er,
--=-=::-e -~e purpose of the o ffset is to move t he
:::: - - ::. :::::: -:.e point o f wea ker pressure which is
::e:::-e :::::: ceod c en er, a nd by so doing, escapes
e o:::: .er= oess re movement and makes it possible
' :J e - '1a e ne ois o n slop .

' , "'

---

7 . PISTON RING
- e top and the second ring serves as a seal
e comb ustion chamber , the oil r ing scrapes the
e :::ess oil from the cyl inder wall to control the cylinder

=:: -

:::
brication. Further, they transmit the high fem::e ::: ure o f the piston to t he cylinder wa ll where it
.: -ssipo t ed o ut through the cylinder cooling fins.
=::- "is r 10ason, a special a ll oy of cast iron is used
-:: :::-o id e strength, wear resistance, heat resista nce,

:::-:: good heat conducti ng properties and which is


;; e- pa rkarizing t reatment o r ferrox coating. The
:::::~ ring especially is plated on the o uter surface
- - ord chrome and finished by wet - ho ni ng.

,. 30

Top compression ring

o prevent flu tter, t he thickness . of t he rings . a re

-S....o.__-.._ -Oi l ring


Figure 3- 45.

~,,

Figure 3- 46.

s made smaller to incr ease the pressure against the


cylind er wa ll. Fu rther the top and t he second rings
ore made at a sl ight tape r wher e it co ntacts the
cylinder wa ll so that th e time r equired for wear-in
is lessened. (Fig. 3- 45, 3- 47)

Piston ring

Sealing func tion

-o:::e narrowe r and with the width increased, ine rt~

'~

Oil s rapili;

Piston ring sea ling and oil scraping function

c
--~

=.=--:l ...

EAD

DER

23

oin.

=:::e. (Fig . 3-48)

Heat dissi pation


Pist on and Piston Ring Inspection

Figure 3- 47.

Pisto n ring hea t transfe r function

Remove th e deposits from t he t o p o f the piston,


inside and from the ring g rooves without scratching or causing damages to the piston. Do not
use sandpaper to perform this task.
l2l

Piston [

J are

fo r C50, C50M, S50

Standard Value
Serviceable limit
43.5 mm I 1.710 in .)
+O 10.000 in.)
Piston
-0.05 10.002 in.)
crown dio.
38.6 11 .521 in .)
10.000 in.)
(
10.002 in.l
44 mm I 1.734 in.)
+ O
- 0.020 10.001 in.l
39 11.540 in.)
+O
Replace if under
Maximum
-0.02 10.001 in .)
43.9 11.730 in.)
dio.
D=44 mm 11.734 in.)
+O
-0.020 10.00 1 in.)
39 11.540 in.l
( +O ) IO.OOOl
, -0.02 10.001 in.l
D1=DO
-0.070 10.003 in .)
-0.090 10.004 in .)
( -0.075 )'0.0 030 in .)
-0.095 10.0037 in .)
Toper
D2=DO
-0.230 10.01 in.)
-0.250 10.01 !n")
( -0.16) 10.006 in.)
-0. 18 10.007m.l
0.168- 0 .188
10.0066- 0.0074 in.)
Eccentricity
( 0.150 - 0. 170]
10.0059 - 0.0067 inl

clip

~ ~.05 )

(3)

Piston r ing groove [

Standard Value
39.4 mm I1.552 in.)
+O
-0. 1 10.004 in.l
Groove
bottom dio . 34.6 mm I1.363 in.)

Figure 3- 48.

Removing piston

- - -44p+O - -0.020
-

( 1.734

~gOOI

;,)-

Figure 3- 49. Piston dimensions

are for S50

Serviceable Limit

( ~~.1)

Thickness
ltop, 2nd)
Oil ring

10.004 in.l
1.2 10.047 in.)
+0.020 10.0008 in.)
+0.005 10.0002 in.)
2.5 10.099 in.)
+0.020 10.0008 in.)
)
-0
I
0

Rep lace if over


1.27 10.50 in.)
Replace if over
2.51 10.989 in .)
Figure 3- 50.

Piston ring groove dimensions

3.

24

EN GINE
{3)

Piston to cylinder minimum cl earance


Standard va lue->0. 0 10 10.0004 in)
Serviceable limit->Replace if over 0. 12 10.0047 in)
14) Piston pin bore
+ 0 .008( 0.5120 +0.0003 in)
Standard value->13mm+0. 00 2
+0.000 1 in .
Serviceable limit->Replace if over 0. 12 10.0047 in)
{5) Oversize piston
Standard->0.25 10.0099 in)

20. 1
(1.8 0. 1)
Top ring

{6)
I . 2 -+10l
-0.025
I

Figure 3- 5 1.

seco nd)

Pis:o-

Oil ring
Figure 3- 52.

Piston ring, compression, [


S50 (Fig. 3-50, 3- 51)

Standard Value
1.2 (0.473 in .I
Width
- 0.010 (0.0004 in.)
- 0.025 (0.0010 in.)
2 (0.079 in.)
Thickne ss
0.01 !0.04 in .)
0.3- 0.6 kg
!0.66-1 .30 ibsl
( 0. 16- 0.44]
Ring closing
\3.5-9.7 lbs)
force
0.35-0.65 kg
(.77 -1.43 \b)
( 0.34- 0.62]
(.75-1.36 lbsl
0.15- 0.35
Ring end
1.0059-0138 in.l
gop
(0.1 - 0.3 ]
!0.004-0.01 18 in.)

(9)
Measuri ng pisto n ring tension

Replace if under
(0.044 in.l
1.12
Replace if under
(0.07 in .)
1.8
Re place if unde r
!55\bs)
0.25 kg
(0.10]
!22\bsl
Re place if unde r
(44 \b)
0.2 kg

Rep lace if over


(0.0197 in.)
0.5

Serviceable Limit
Re place if under
24.2
(0 .953 in.)
Re place if unde r
(0 .071 in.)
1.8
(0.063 in.)
( 1.6]
Replace if under
(0 .77 \bl
0.35 kg
(0.66\b)
( 0 .30 kg]
Re place if ove r
0.50
!0.020 in.)

(1 0)

O versize pisto n ring


Sta ndard o versize->0.25 (0.01 i n)

(1 1)

Pist o n [

(12)
Pi ston pin clearance

Serviceable Limit

Side cl eance, o il ri ng
Sta ndard value->0.0 10-0.045 (0.0004-0.0017 in)
Servi ceable limit->Replace if over 0. 12 10.005 in)

J are

fo r S50 (Fig. 3- 54)

Standard Va lue
13 mm (0.5 12 in.l
Outside dio + O ( +O in .)
+ 0.006 (0.0002 in .)
35.4 (1.395 in.)
+ 0.2 (0.008 in.l
- 0 (- 0 in .l
Heig ht
(30 .7] (1.2 1 in.l
+ 0.2 (0 .008 in.)
- 0 (- 0 in.)

Fi9ure 3- 54.

C50, C50M,

171 Side clearance, co mpression


Standard value->0. 015-0.045 10 .0006 - 0.00177 i n)
Serviceable limit->Replace if over 0.1 2 (0.0047 in)
18) O il ring [ J are for C50, C50M, S50(Fig. 3- 52, 3- 53) .
S ondord Va lue
2.5 !0.099 in.)
,',joh
- 0.010 !0.0004 in.l
- 0.025 !0.001 0 in .)
2 = 0.1
10.0990.004 in.l
T 'c(ress
=1.8::::0.1]
(0.07 1 + 0.0004 in.I
0.5-0.8 kg
Ring closing (1.1- 1.8 \b)
force
(0.45 - 0.75 kg]
(1.0 - 1.65 \bl
0 .1-0.35
Ring end
(0.004 -0.0 14 in.)
gop
( 0.30] (0. 12 in.)

Figure 3- 53.

J are for

Se rviceable limit
Re place if under
12.98
(0.5 11 in.)

Pist o n pin t o pist o n cl earance


Standard value->0.002 -0.01 4 (0.00008 0.00055 i n)
Serviceable limit->Replace if o ver 0.05 (0.0020 in)

Piston

=<=

A ISM

- e -::_5"' .o .es ore incorporated


Tne exhaust valve is
--e - e o lve to afford greater
-e exhous valve is constantly
- -:;;" ;emperoture, therefore, it
-g~ heat resisti ng material to
- :;- s-:Jeaur e as w ell as th e wear.

Figure 3- 55.

Arrow marking on piston head

Exhaus i valve

--:: - e o l es at o very high speed


--

-- ::- c' amber w hich is located n th e

SEH3

Heat resisting s eel


pre v ent chain noise. Further, in
--s conventional push rod typ e of o
- - : S". em has less recipro cating movement
- :::. :e - -... -~g noises and therefore the opera-

Inlet valve

1/

-=--

figure 3- 56.

Valves

-ooher and quieter, making is very


: :- - ;;;- speed, with the consequent increase
(Fig. 3-56, 3-57)
-.s:se~b l y
~ :-:: e 'he cylinder head in accordance with
: s::- :J- 3.21o .
- e oc er arm is disassembled from the cylinder

:-:::::: pulling out the rocker arm shaft. (Fig.


=::-:Jess the valve spring with the valve
::-:: a er removing the valve cotter, the
::: ~g a nd th e r etainer con be removed. (Fig.

ec

Valve

3-58)
lifter
valve

3-59)

i on

;:::cier arm
Standard Va lue

--; S

f:,;;~..

r .

eo;

:::.o e

10 mm 10.394 in.l
0.0 15 10.0006 in.)
- 0 1- 0 in.l

Serviceable Limit
Replace if over
0.3 10.012 in.)
Replac e if over
10.1 10.398 in.)

er arm shaft
Standard Value

10 mm 10.394 in.l
-0.013 10.0005 in.)
-0.022 10.0009 in.l
0.0 13-0.037
10.0005-0.0015 in.l

Serviceable Limit
Replace if under
9.91 10.390 in.)
Replace if over

0.1 10.004 in.)

figure 3- 57.

Val ve operating mechanism

3.

26

ENGINE
131

r o cker a rm

Check for pro p er t appet clearance !both i nlet


and exhaust shou ld be 0 .05mm (0 .002 inl , too
sma ll a clearance w ill cause t he valves to rema i n
partly o p en, ca using co mpression leak a nd result
in hard sta rt ing .

e od
c.

141

Ch eck for pro per va lve timing.

(51

Check to see that the cam chai n is not str et ched .

Reasse mbly
Assemble in . the same pro ce dur e as t he disassembly w ith the use o f the valve lif ter.

Figure 3- 58.

Re - :::. -;

-~

9. CAl!\ CHAIN TEN SIONER


n

ol damper type of a ca m c hai n damper is

employed -o suppress he vi bratio n of the cam <;:hain,


thereby, rna ing i possible to cont rol the ca m ch.ain
for hi gh speed opera tion and also pr event ing chai n
noise .
Befor e the engine s arts, the chain tensioner spring
co mpartment is flo o ded w ith the oil w hich e nt er s from
the o il damper stra iner.
After t he engine sta rts, t he air remai ning above

Valve

Figu re 3-59.

the starting o il level in the te nsioner spr ing compa rtment, passes fr om t he ho le A i n t he guide to hole
B due to t he reci pr o cat ing motio n of the te nsioner
spr ing guide and enter s t he cra nkcase. W hen the
e ngine starts t he oil level rises a bove the oi l hole B.

Removi ng valve cotter

Fi gure 3- 60.

Cam chain t ensia ner detail diagram

KCASE CO ER

27

--e 'er.sioner spr ing comportment

==-= ==-:: e'ely flooded with

oil, perform-

--e~e=:; ... e

; is neces- -- --e c- ce o= --e -=---oner spring guide


o ' -he e- a-e soring. (Fig. 3-60)

i sosse m bly
emove th e flywheel and starter assembly.
The damper component parts may be disassembled
oy removing the 14mm sea ling bolt.
Inspectio n
Cam c hain tensioner spring.
Sta ndard Value
- r e e length 77.2 13.04 in.)

Compressia n fo rc e

(Fig. 3- 61)

Serviceable Li mit
Replace i f under
73.5 mm 12.89 i n.l

Figure 3- 6 T.

c.

Reasse mbly
Ill

Assembl e
parts.

the cam chain t ensio ner


(F ig. 3- 62)

Cam chai n tensianer spring

'= 1

Tension e r . pushrod

,.

p::

Tensioner pushrod head

Tensione r

sp r i ng

co mponent

,.....

(Note)

C heck the o peratio n o f the tensio ner after reassembly .

14mm sea ling washer


Figure 3- 62.

3.3

(0.99 0.0881bs)

2
( 0.874in )

0.45 0.04 kg / 22.2 mm Replace if under


10.990.081b/ 0.874 in.) 0.36 kg / 22.2 mm
10.79 lb/ 0 .87 in .)

Cam chain tensioner roll er diameter


Standard value->35.3mm 10.39 1 inl
Servi ceable limit->Repla ce if under 34 .5mm
11.359 inl

Load : 0.45 =0.04 ~

l4mm sea ling bolt

Component parts of com cnoin rensioner

RIGHT CRANKCASE COVER


Th e right crankcase cover is mad e o f heat resisti ng
aluminum a ll oy. A n o il pump is inco rpo rated into the
right f ro nt lo w er sect io n.
The o il delivered Ul)d er pressur e fr o m the o il pump
ente rs the rig ht crankcase o il w e ll and is di ve rted to
he cylinder head and th e right crankcase cove r.
(Fig . 3- 63)

R.cran case cover


Fi g ure 3- 63.

R. cra nkcase cover oi l passage

3.

28

ENGI NE
a. Disassembly
11)
12!

13)
14)

Drain the o il from the crankcase.


Remove the kick starter arm.
Remove the 8mm locking nut f rom the clutch
adjusting bo lt. IC50, C50M, C65, C65M only)
Remove the right crankcase cover .

Reassembly
1I

Reassemble in th e reverse order of d isassembly

(Caution)
:J.

Excersize caution not to damage the right crankcase cover gasket or to install it misaligned.
-s'all the kick starter arm by aligni ng the punch

-:::<S on th e spindle a nd the arm.

-;; =_ -::-o

of the cl utch is to temporarily dis


:-;::;: --;; c-~ i' ing of the rotary motion between
--;; :-;;--e :::-::: -..,e ransmission duri ng t he g,e ar change
:=:-::: -e- :::=-e- - ~e gear change, pe rmit a smooth
::: e c-.:::-. T' e condition of t he clutch w i ll
::: e c .c i-g e"'e on the dir ect transmissio n of
--e e-;..,e ... o a
ourpu .

Figure 3- 64.

Gea r shift and clutch mechanism

--e c c mecha ism on the C50, C50M, C65 and


,....
-odels are conventional wet type multiple disc,
ee::s ; e $50 and $65 models inc Aporates a new
: _--" !.. mechanism of furt her improve the smooth- e:::! :::= - .e c1 ch ope ration. (Fig. 3.64, 3.65A, 3.65B)

14fl)'mlock washer
t 4~m lock

oot

Clutch lifter
plate

Ck!tch outer

Clutch outer cover

Figure 3-65A.

Clutch assembly and oil passage diagram

S50, S95

Figure

3-6~(!,

IC50, CqQM. C65, C6SM)

:;~

::--:: - cose ::::::;

29

COVER

C~NKCASE

G-

=. . .

.. cs-e- -e-::: .e the 14mm


cc- ::e -eo ed as a

oi disasserr

~~i ~g

he clutch unit can

_ -:: :eo by he use of special too ls. (Fig . 3.66)

center guide.

(Fig. 3- 67)

Standard Value

Serviceable Limit

17 mm 10.670 in.l
c a
+0.006 10.0002 in.)
- 0.012 10.0004 i n.)
21 mm 10.827 in.)
~--sde dio
-0.05 10.002 in.)
- 0.09 10.0035 in.)
20.6 10.812 in.)
-=-gn
+ O 10 in.l
-0.1 10.004 in .l

Replace if over

~~

17.1

19.98

~:sanc e

~.004in )

( 0812 :

+0.02 1 10.0008 in .)
-0.00 10.000 in.l
13.723 10.541 in.l
+0.02 1 10.0008 in.)
- 0.041 10.002 in.)

Replace if o ver

0.15

10.006 in.l

J for

C50,

Serviceable Limit

ct:ross teeth
3 eethl
[. 14.001 -- 0.021
0.041

20.6_01 -

Replace if under

Standard Value
2 1 mm 10.830 in.)

C-orda!

+0

10.787 in .)

20.4 10.8 in.l

Primary dri ve gear (Fig. 3- 68) (


C50M, S50

'de dia .

Removing clutch unit

Rep la ce if under

0.03 max. 10.0012 in .)

---011

Figure 3- 66.

10.674 in.)

-0.05

179 -0
+ 0.006
.0! 2

21 ? - 0.09

0.002
)
( 0.827 --0.0035
m

l__

in)
t0.670 =0.006
0.012

I
I

Rep lace i f over

21. 15

10.833 in.)
Figure 3- 67.

Clutch cen ter guide

Fi gure 3- 68.

Primary drive gear

fi ~ ure

Clutch plate tab width

Replace if under

13.7

10.540 in .l

. -0.0008 in.
10 551 m. - 0.002 in.
31 Thickness of cl utch fri ction disc.
Standard value--->3.5 (0. 138 in)
Serviceabl e limit--->Replace if under 3 .1 (0.122 in!
141

Clutch plate

(Fig. 3- 69)

Sta nda rd Value


idth .of
claw
Thickness

15)

Serviceable Limit

16 10.630 in.l
+ O 1+ 0 i n.l
- 0.1 10.004 in.l
1.6 0.05
10.063 0.0020 in.)

Replace if unde r

15.7

10.620 in.l

Replace if under

1.5

10.059 i n.)

Width of clutch o uter claw groove


Standard va lue--->16 ~ ~- - 16.3 ~ ~1

0.63 ~ ~004 ~0.642~ ~004 in)

Serviceable limit--->16.5 (0.65 in)


61

Clearance b etw ee n th e clut ch o uter and drive


plat e o r with the cl utch p late, in t he directio n
o f rotatio n.
Standard value--->0.3-0.5 (0.01 2- 0.02 in)

3-69.

.l

30

3.

ENGINE
(7)

Clutch spring S65 [

J ore

Standard Value
19.2 10.756 in.)
Free length
[ 18.9] 10.744 in.)
7.50.5 kg / 12.8 mm
116.51.11b/ 0.504in .)
Spring
13.20.8 kg / 12.8 mm
force
129.0 1.751b/
10.504 in.)
(8)

Serviceable Limit
Replace of under
18.2
10.717 in.)
Replace if under
6.5 kg/12.8 mm
I 14.3 lb/ 504 in.)

Clutch spring ((50, C50M, C65, C65Ml


Standard Value

Free length 19.6 10.772 in.)


Spring
force

c.

for S50

5.85 kg0.3 kg /
13.5 mm
112.8 0.661b/
0.532 in.)

Serviceable limit
Replace if under
10.720 in)
18.2
Replace if under
5.0 kg / 13.5
111.0 lb/ 0.532 in.)

Reassembly
( 1)

Reassemble the c lutch in the reverse pr_ocedure


of disassembly.
(Note)
The lock washer must be locked by bending the
tab after tightening the nut; if th!'l nut does not
align with th e tab, tighten the nut further t o permit
locki ng. (Fig. 3-70)

figure 3- 70.

Bend up tab of lock wash er

2.
R. era kco se

The cron case, which is an integral port of the


ro smission, is on a luminum alloy die costi ng composed .
o' righ' and left halves. A breather comportment
a d a breather passage is incorporated in the upper
se ion of both crankcase halves to dissipate the
pressure built up in the crankcase. (Fig. 3-71)

3.

Figure 3-7 1.

R & L crankcase

CRANKCASE

BREATH ER
The interior of the crankcase is continually under
varying pressure, built up by the reciprocating piston,
in addit ion, the crankcase is fill ed with gases from
the blow-by of the pist on and the gases produced
by the heat of th e crankcase. For this reason, the
decomposition of the oil is hastened . In addition,
to gether with the rise in the crankcase internal pressure, the possibil ity of oi l leaks at the case porting
area is increased.
The breather is designed and incorporated in the
case to exhaust the gases to the outside and also to
maintain a constant pressure within the crankcase .

CRANKSHAFT

31

Crankcase gasket
To L.cra ' case
co er

L.crankcase

R.crankcase

Figure 3- 72.

Breather functional diagram

I
3 .4 CRANKSHAFT
The crankshaft is constructed o f high strength
carbon steel and together with the connecting rod,
converts the recipro cati ng motion of the piston to the
rota ry motion and, in addition, performs the function
of t he flywheel by absorbing the fluctuating torque.
The pressurized o il from the pump passes from the
right crankcase, through the right crankcase cover,
into t he cra nkshaft by the way o f the ce ntrifugal filter,
and lubricates the large end of the connecting rod
and clutch center guide. (Fig. 3- 73)

Figure 3- 73.

a . Disassembly
( 1I
(21
(31
(41
(51
(61

Remove the clutch assembly as a unit.


Draw out the gear shift spindle.
Remove the kick starter spring.
Remove the flywheel and stator assembly.
Disassemble the cylinder head and cylinder.
Remove the o il pump and after separating the
right crankcase, the crankshaft assembly together

Crankshaft

32

3.

EN Gl N E
with the piston con b e r emoved as a unit from
the left crankcase.
b.

Inspection
11 I

Support the crankshaft on V blocks at both bearings and measure the amount o f runout. (Fig. 3- 7 4)
Standard Va lue Serviceable limit
0.015
Replace if ove r
web sid e
10.0006 in.)
0.05 10.0020 in.)
Replace if over
Right bearing 0.015
10.0006 in.l
0.05 10.0020 in.l
web side

Left bearing

Figure 3- 74.

To tal
runout

121

Measur g c-r:-

The clearance in th e bearing is measured by


fixing the crankshaft on centers and moving the
bearing in the axial and vertical direction.
(Fig. 3- 75)
Standa rd Va lue

,.,,.,__
0.:::"'1f/t=""'=~

/
Crankshaft

Figure 3- 75.

Meas , g C>t:O

==-=-=-==

Axi al
cl ea rance
Clea ra nc e
no rma l t o
a xis

0.004-0.036
10 .0002~0.001

in.)
in.l

0.05 10.002 [n.l

0.010- 0.025
10.0004~0. 00 1

Se rviceable limit
Replace if over
0. 1 10.004 in.l
Replace if over

W hen the clearance in the axial direction becomes


excessive, the crankshaft wi ll move from side to sid e
when engine is running and produce undesirable noises
as wel l as causing uneven wear to the cylinde r, piston
and the t iming gear. It will also shorten the life of
he cl utch.
If th e clearance is too sma ll, it .;,.ill cause a
decrease in the power output and shorten the life of
he crankshaft.
'31 Cronk pin
Standard Value

23.1 mm 10.91 in.)


0 sde dia +0.012 10.0005 in.l
-0.002 10.0001 i n.l

Serviceable limit
Replace if under
23.045 10.908 in.l

0 .052~0 .087
1 0.0020~0. 0034

in.)

left crankshaft sp ro cket root diameter. (Fig. 3.76)


S ondard vo\ue-+25.240.025 (0.9940.0011
Servi ceable Jimit-+Replace if under 25.1910.991 in)
151 Right crankshaft spline ploy
Standard vo lue-+0.0 10-0.040 (0 0004-0.0020 in!
Serviceable \i mit-+Reploce if over 0.08 10.0032 in)
161 M aximum crankshaft assembly runo ut
Standard vo lue-+runout at web outer surface
0.05 TIR 10.002 in!
Servi ceable limit->Reploce if ove r 0.2 (0.008 i n)
IZJ,. Connecting rod sma ll end I. D. (Fig. 3-77)
+0.043
Standa rd vol ue-+ 13mm+0.0
16
+0.002.
)
(0 512 + 0.001 rn

Figure 3- 76.

1---

Timing sprocket teeth -ro9t con our

- - - - L- - - - --~---- - - --

13 +0.043
+ 0.016
+o.oo2 . )
0512

+0.001 1"

Serviceable limit-+Rep loce if over 13.1 10.52 inl


Reciprocating mass= -[
Gyrating
Where

fi9ure 3- 77,

181

mass = L

m= Total mass
G= Ceter of gravity

Connec tin9 rod

191

Connecting rod sma ll .e nd to piston pin clearance


Standa rd vo\ue-+0.01 6-0.043 (0.001 -0.002 in)
Servicoble limit-+Reploce if over 0.08 10.0032 ;n)
Connecting rod sma ll end deflection.
Standard va lue-+ 1.5 (0.060 in)
Serviceable limit-+Reploce if o ver 3.0 (Q. 120 i n)

33

SMISSIO N

ick
s orter
spind le

s haft

Servic eable Limit


Replace if over
0.10 10.004 in.)
Replace if over
0.1 5 10.006in.)

ly

Figure 3:-78. Assemblying R crankcase

--eake sure that the gasket and the two


"' oi
ore insta lled on the left crankcase
::= --e assemblying the right crankcase to it.
-=~ . 3-78)

SMJSSION
--e ansmiSSIOn receives the rotation which has
-::-.s'ered fro m the crankshaft to the ma in shaft
---:::.;gh a series of gears, cha nges it to the
e:: :;need and then transmits it to the sprocket
e:: counter shaft.
e C50, C50M, C65 and C65M hove a 3 speed
'on, whe reas, the 550 and 565 have a 4 speed

Figure 3-79.

Transmission construction detail

(Fig. 3-79, 3-80)

Fi9ure ~-sO.

Georin9 orroneement for

C:!.iO. C:SOM, C:6!.i. C6SM

3.

34

ENGINE
a. Disassembly
11 l
121

Disassemble the rig ht crankcase in accordance


with section 3
Disengage the kick starter spindle

b. Inspection
(] l

Primary driven gear backlash


Sta ndard value-->0. 047 ~0 . 094 10 . 00 1 9~0.0039 inl
Serviceable limit->Repla ce if over 0.12 10.0047 inl

C leara nce between main shaft and main shaft gear


S o ndord value-->0.022 ~0 .05 1 10.0009~0.0020 inl
Sevic eable limits->Replace i f over 0.1 10.004 inl

Figure 3- 8 1.

shaft (Fig. 3- 81, 3- 82)


Serxiceable Limit

S andard Value
i 7 mm 10.670 in.l

sc e aa

End play

17,/, + 0.043
'I'+ 0.016
+0.0017. )
( 0 .670 +0.0006 In
Figure 3- 82.

- 0.01 6 10.0006 in.)


- 0.034 10 .00 13 in.l
Tigh
0.05-Q.59
10.0020- 0.0232 in.)

Shaft to
gear
clearance

0.030-Q.096
10.0012 - 0.0037 in)

Tap gear
inside dia

17 mm 10.670 in.)
+0.043 10.00 17 in.l
+0.016 10.0006 in.)

141

Main shaft, top gear dimension

Replace if under
10.6670 in.)
16.93
Replace if aver
10.0354 in:)
0.9
Replace if aver
0.1
10.0040 in.)

Replace if aver

17.1
10.6740 in.l

Clearance between main sha ft , to p


main shaft.
Standard value-->0.022~0.051

gear

and

10.0009~0.0020 inl
Serviceable limits->Replace if ove r 0.1 10.0040 in)

15)

Counter shaft o utside dia (Fig. 3- 83)


Standard va lu e->
17mm-0.016
. -0.0006 in)
6690
-0.034

tn -0.0013 in

(o

Serviceable limit->Replace if under 16.93 10.66531


161

Clearance between countershaft and countershaft


low gear
Standard value--> 0.032~0.068 10 .0013~ 0.0027 inl
Serviceable l:mits->Repla ce if ove r 0.1 10.0040 in)

171

Clearance b,etween countershaft and countershaft


second gear
Standard va lu e-->0.030 ~0.096 10.00 1 2~0.0038 inl
Serviceable l imit~-Replace if over 0.15 10.0059 inl

181

Cl earance between countershaft and countershaft


third gear (Fig. 3- 84)
Standard va lu e-->0.032~0 .06 8 10.00 1 3~0 . 0027 inl
Serviceable limits->Replace if over 0.1 10.0040 in)

17" - 0.0 16 ( 0 6690 - 0.0006.10 )


~ - 0.034
.
- 0.0013

Figure 3- 83.

Counter sha ft dimension

19)

Shift drum

Standard Value
34 mm I 1.3386 in.)
Outside dia
- O.Q2 10.00079 in.)
- 0.050 10.0020 in .)
13 mm 10.5 113 in .)
- 0.016 10.0006 in .)
Shaft dia
-0.034 10.0013 in.)
6.1 10.2402 in.)
Width
+ O.l 10.0040 in.)
-0 1-0 in.l
Figure 3- 84.

Clearance between counter shaft and counter


ehaft third gear

Serviceable Limit
Replace if under
33.93
I 1.3358 in.)
Replace if under
12.935
10.5091 in.)
Replace if over
6.3
10.2480 in.)

CK STARTER

35

4.9 +0 .04

(o .l92 9! 0.001 6 in )

mrust washer
;:-g

e 3- 86.

"'~st

wash e r CSO, CSOM, C 65, C65M

shaft

1t

starter pinion

Kick starter spindle

Figure 3- 87.

Kiclc,

~tarter

functi o na l diagram

36

3.

ENGINE
As the kick sta rter is depressed , the kick starter
spindle rotates and the ro diet, due to it being held
against the ratchet spindle in i he direction of rotation,
moves in the dire ction of ihe arrow by f ol low ing the
spiral groove cut in the spindle and causes the kick
starter pinion to mesh with the counter shaft low gear.
The main shaft being engaged to the clut ch center,
transmits th e kick starter torque to the e ngine crankshaft and turns ove r the engine. Wh en t he eng1ne
starts, the ro tating speed of the pinion exce eds the
spindle speed, the ratchet due to the rotati on of the
pinion, rotates in the left hand direction in respect
to the spindl e and is made to disengage from the
pinion due to the actio n of the set spring and the
left hand scr ew.

Kick starter ratchet


spindle

ra chet spring
Figure 3- 88.

As the spindle ret urns t o the o ri ginal position


by the a ction of the kick starter spr"ing, the ratchet
disengages from the pinion and returns to the position
for the next kick cycle. (Fig. 3- 89)

a. Disassembly

f igure 3-89..

Removing kick starter

.Kick starter s indle

spring

Kick

Kick starter pinion

22.5mm circlip

K!ck starte

.' !..:

Figure 3- 90.

(ll

Remove the clutch unit.

(2}

Remove flywheel and stator assembly.

(3}

Remove4'rhe primary driven gear.

(4}

Remove t he gear shift spind le .

(5}

Remove the 16mm ci rclip from the kick starter


spindl e and disassemble the kick spring retainer
and the kick starter spring. (Fig. 3-89)

(6 }

Separate the ri g ht and left crankcase halve~ and


then lift out the spi ndle fr o m the left crankcase.

b. Inspection

25mb"'Po

(J}

Inspect the ratchet pawl and the kick starter


pinion teeth, if wo rn excessively, they should be
replaced.

ratchet . . 25mm washer

Component ports of kick starter

c.

Reassembly
(11

Assemble in the r everse orde r of disassembly.


(Note)
After installing the kick starter spri ng, check f or
proper ki ck retu rn a ction. (Fig. 3- 91)

figure 3- 91.

Installing kick starter spindle

URETOR

37

inco rporates
good riding
:::o speed is readily

Figure 3- 92.

Carburetor !From cut-away carbureto r)

::: -;: -s he fue l at a constant


--~-~ _ ;:,:e.oir to sto re th e fue l tem-

:::::::ly and permits it to be


=--:=oH ed.
: _;eg lates the length of the throttle
:::::ole.
_ ... . e ers the rate of f uel flow
curing maximum power o utput.
::: e ___ egulates th e amount o f air fuel
mixture entering the cylinder.
__ __ ..... egul ates the amount of air mixing
with the fuel.

Choke

valve

CD Inlet

@ Jet needle

main bore

enturi { C65&CD65 :14mm( D. 55 lin)

@ Air jet

Figure 3- 93.

Carburetor sectional diagram

ENGINE

3.

38

Valve seat

@ Air vent

:
7

~ jot

'---'""'==~ver flow opmng

~J

@ Jet area

~
6

~ ilver-flow pipe
3veS~i~

Float chamber
(19) Float valve
@Float
Fisure 3-94.

Carbur etor cross sectional diag ram

1.

AIR SYSTEM
Th e ca rburetor used is a down draft type w hi ch
draws the air into the carburetor from the top, henceforth the name. The air from the air clea ner w hi ch
enters from the inlet ope ning G), passes by the thro ttle
valve and is drawn into the engine after passing
through the venturi . The power ouiput is determined
by the vo lume o f air flow which is co ntrolled by the
movement of the thro ttle va lve to vary th e ope ning
of the venturi . (fig. 3- 93)

2.

FUEL SYSTEM

a . Main system
The fuel enters through the main jet @ , and in
the main jet, it mixes w ith the air in the air b leed
@ after having be en metere d by the air jet @. The fuel and air mixture passes thro ugh the opening
between the needl e jet and jet needle @ to be
sprayed at the thro ttl e valve . The spray mixes
with the main i nco ming air and b eco mes ato mized
befor e b eing taken into the engine. (fig. 3- 93)

39

CARBURETOR

=
enters :ro- e e ooe g <D
: ~ ::: - ~ e ou side of r-e
s:::-e
jp wh ere
::::-d then en ers -e ::: eeo hol e @ of
?'
On he oi e o"'d, the fuel f rom
:::- ::.-::~ her @ a fter being me ered by the pilot
::: ::::-o meter ed again at the iet area @ of
-= ~ =~ je @, mix es with the ai r from the bleed
-:: e g within the slow iet a nd is sprayed out at the
::::- om of the throttl e val v e @ from the pilot outlet
2 o mix with the main flow of air from the cor:;_eor air inlet <D and is then taken into the engine.

@ Spring

= ::::

f OAT CHAMBER
I is nec essary for the carburetor to supply the
::oper fuel mixture for the respecti ve throttle opening
::-d engi ne speed; in order to do this, the fuel level
be maintained at a constant level. It is t he
: ction of the float chamber to perform this task.
The DP type carburetor incorporates o filter i n the
"'oo chamber to prevent entry o f dust.
The fuel from the tonk flows thro ugh the groove
in the fuel cock, enters the strai ne r co mpartment
~ wher e the dust and foreign matters i n th e f uel o r e
a lowed to settle, passes thro ugh th e filt er @ and then
e n'ers t he float chamber @. As the fuel lev el i n the
"'o o chamb er rises, t he fl o at @ becomes bouyant
:: d applies pressur e against the v alve spring @ to
overri de it and then fo rces the fl o at valve @ against
e valve seat @ to stop the flow of the fuel.
hen the fuel in the float chamber @ is consumed,
. causes a lowering of the fuel level and a con.
seque nt lowering of the float @, this causes the float
alve @ t o unseat and permits the fuel to enter the
"'oa t chamber. This process is repeated to maintain
a constant fuel level in the float chamber. A spring
:g is incorporated between the float and the top of
. e flo at valve to prevent the oscillation of the float
. alv e and reduce wear to the valve seat @. Further,
o or event overflowing of the carburetor and causing
~e fl o o di ng of the cylinder due to tilting or the float
. ol e sticking open, an overflow pipe is incorporated
o drain o ff any fuel which exceeds the critical fuel

:) eedle jet
@ Pilot outlet

e .. e l.

In additi o n a static air vent tube is located in the


:- a chamber and is vented at the front cover to
- o ain the air pressure in the float chamber always
::o- .a nt with the outside atmosphere and whi ch is
- ~- a'fected by riding speed or outside wind condition.

OKE (STARTING)
ri ng cold weather starting, it may be necessary
_ ~tia lly use a rich fuel mixture. For this purpose,
:::: c o e val ve @ is incorporated. The choke valve
::: s cl o sed by raising the choke lever @, this
e_ s the air a nd allows the fuel sprayed from the
eeo e je to enter the engine as a rich fuel

- x e.

Figure 3-95.

Carburetor cross secti onal diagram

3.

40

ENGINE
However, depending upon its usage, 11 may result
in engine stalling or flo oding. To counter this situa tion, a relief val ve @ is incorporated i n the choke
valve @ to open or closes at a preset suction pr essure, to produce a proper fuel air mixture for cold
w eather starting. It is therefo re possible to close the
choke valve completely during w arm-up driving and
en fully open the valve after warm-up. (Fig. 3- 95)

5.

Main Jet

a.

10

oi

OF THE RESPECTIVE
COMPONENTS

je

h e_ -cs ~e =uel flow duri ng f ull throttle condi"ion oo s:::eec o provide a pro per f uel mixt ure.
Not o ly does . =.;"cion a top speed but also is
effective o a ce a~ degree oi int ermediate speed.
The larger he
e size mumber, g reater w i ll be
the fu el flow a
o "cfng a rich er fuel mixture .
(Fig. 3-96)

Figure 3- 96.

Main jet

b. Air

j et

During full throttle o pe ning, t he fuel mixt ure at


high e ngine speed will become rich and at slow
engine speed he mixture becomes leon. To prevent
such a condition, air is bled i nto th e mai n jet. The
function of the air jet is to restrict the a mount of air.
As the a ir jet is mode larger, the amount of air is
increased, resu lting in a leo n fue l mixture, however,
at the t hrott le openi ng, a high engine speed will
provide a lean mixtur e with a sma ller variation i n fue l
consumption between high a nd low engi ne speed.
(Fig . 3- 97)

Figure 3- 97.

Air jet

c.

Needle jet
During full o r half thro ttle opening, the fuel which
hod been metered by th e mai n jet i s again ~tered
by the needl e jet. The adjustment is performed in
con junctio n with the jet need le which is explain i n the
fo ll owing section. The nee dle ho le is modA exce ptiona lly accurate. (Fig. 3- 98)

Figure 3- 98.

Needle jet

3.7

-=

-.=:--=..
-~

:::: -

41

: :eo e in conjuncrio

=~=

CARBURETOR

e::- er, regula tes

- e eeo e jet

.e

-- -~"e at the

-,--:-::. ::-e - rottle ope ning p(::


b eiween ~
_ ---~ - e o peni ng!. The long ooered jet needle
- ::::-eo centr ally w ithin he cen er hol e o f the
--::- e :alve and w ith the oper ed end i nserted into
e eedle jet. The vertica l moveme nt o f the throttle
a .e o w hich the jet needle is attached contro ls the
"o" o f the fue l in respect to the throttle opening to
afford a co rrect fuel mixture ratio. There are five
ne edle clip grooves !which are counted from the to pl
to reg ulate the richness of the fuel mixture. The fuel
mixture becomes richer as the clip is moved progressively from the No. 1 groove to the No. 5 groove.
(Fig. 3- 99)

e.

Figure 3-99.

Jet needle

Throttle valve
The function of the throttle valve is to co ntr o l
the amount of air token into the engine which serv es
to increase the engine RPM and the pow er output,
a nd in addition, performs the important function of
controlling the fuel air mixture . (Fig. 3-1 00)
The thro ttle valve is cut-aw ay on the air inlet
side. By changing the size of the cut-aw ay (designate d
by cut-away No.l t he pressure actuating t he ne edle
va lve ca n be altered to change the amo unt of fu el
now and causes a change to the fue l mixture. The
valve with a larger cut-away number w ill produce a
leaner fuel mixtu re. However, the range of its effectiveness is mai nly at low speed from idling speed to
approximately ~ thro ttle openi ng. It has no effect
beyond ;% throttle opening.
The throttle valve is normally opera ted by the
throttle cable attached to the top of the carburetor.

Figure 3-100.

Throttl e valve

Fi gure 3-101.

Slow jet

A throttle stop screw keeps the throttle va lve in the


idle position.
Turni ng the stop screw in will cause the throttle
valve to rise, and backing off o n the stop screw w il l
lower the thro ttl e valve .
(Caution)
The throttle valve guide groove serves as a
junction for the throttle cable and the throttle
valve and also to maintain the throttle valve in the
correct relative position within the carburetor,
therefore , if it is reve rsed, the cut-away w ill be on
the wrong sid e and will resu lt in rich fu el mixture
as well as causing insuffici ent engine speed.

f.

Slow jet
The slow jet regulates the fuel now during idling
and small throttle opening, a nd p ermits th e air t o ent er
th rough the air bleed to mix with the fuel for
atomizatio n.
The slow jet is similar to th e main jet i n that th e
larger the jet size number, the greater will be the
fue l now and consequently a richer fuel air mixtur e.

(Fig. 3-101)

42

3.

ENGINE
g.

Air screw
The ai r screw regula es he amount of ai r m1x1ng
with the f ue l in the slow speed system by contro lling
the a mo unt o f pilo t air mixing with the fuel whi ch had
entered f rom the slow jet. In his way, t he prope r
fue l air mixture is maintained
(Fig. 3-1 02)
Turning the air scr ew in w ill produce a rich fuel
ai r mixture a nd backing off o n the screw wi ll result
in a lean mixture.

Air screw stop spring

Figure 3- 102.

Air screw

~~Xl!/!1/{

-...;;:!!!!!!!!"!!Jii
""":"ii:
... ..

6.

ADJUSTING THE CARBURETOR

a.

High speed a d j ustment

(li .,f/l:

ca n be obtai ned with


an i ndication t hat the
s od;usied lea n, the re fore, t he main jet
~ a ce oog essi vely replac ed with a jet of a larger
S:=e o~.o e es:ed o ob ain t he cor rect size.

Needle Je t h o lder

e)

-e ~a
je' number sizes below ~100 are 98, 95,
-.2
0, a nd the sizes above ~ 100 are 11 0, 115
" d increases at an interval of 5. (Fig. 3- 103)
= ' e speed drops when the choke va lve is closed,
i: is o n indication that the mai n jet is either of the
correc size o r too large. The det ermi nation is
ode by th e fol lowing procedu re.

Ma i n Je t

Fi gure 3- 103.

Th e Correct Main Jet


A ft er the main jet had been change to one of
o sma ll er size, it is found that the speed decreases
o nd upon closing t he choke a sma ll a mou nt, the speed
increases, it is an indication that the main jet which
had been install ed is t oo sma ll in size. The main
jet shou ld be r eplaced agai n w ith t he original main
jet which con be assumed to be of t he co rr ect size.

To o Large a Main Jet


Replace the main jet progressively with one of
a smaller size until the condition i n the previous
section occurs.

b.

Adju sting the Inter medi ate Sp eed


The fuel mixture adjustment between the t hrottle
opening
to % is accomplished mainly by selecting
the steps on the needle jet and also by the cut-away
on the t hrottle va lve. However, it is not practical to
adjust only th e intermediate speed with t he cut-away
of the t hrottle va lve since the cut-away effects the
range of throttle between 31{. to Jtr, opening. In the
intermediat e range, the jet needle sho uld b e in the
lower position for good fuel economy provided that
the acceleration is good :

78

3.7

43

CARBURETOR

::ssi e black exhaust smoke is evid ent


--e- ediate speed, it is an indi ca tion
: : -i::- a fu el mixture and therefo re, th e
="" -:e:: e hould be lo wered one step.

Cu t -Away

S ep position

=-

- -g ac~elera tio n o r at int ermediat e speed,


-e e"gine sputters, misses or does not respo nd,
--e ' e ne edle sho uld be raised o ne st ep.
---:::-le valve cut-aw ay . (Fig. 3- 104)
- e larger the number stamped on the cut-away,
eaner w i ll be th e f uel mix ture. Whe n making
he adjustment o f th e th rottl e va lve, the slow
speed should also be co nsid ered together w ith
th e i ntermediate speed si nce the effecti ve rang e
of the thro ttle is very broad.

c.

Jet need le

Figure. 3- 104.

Jet needle and cu t-away o f th e throttle


valve

Adj usting the Slow Speed

78

The fuel mi xt ure ad justm ent betw een i dli Ag and


hrottle o pening is made by the air screw and the
hrottle valve cut -away.
(l l

Ai r screw
The fuel mix ture adjust ment for idling is made by
th e air screw.
Turn to the right fo r a richer mixtur e. Tur n to
th e left f o r a leaner mixtur e. The air scr ew no t
o nly affect s t he idling but also the slow sp eed,
therefo re, th e fue l mix ture shou ld be adjusted
w it h the throttl e slightly o pe ned to o btain a
smooth o peratio n.

!21

Thro tt le valve cut-away


Th er e may be a case where t he ad justm ent cannot be o btained by th e air scr ew o nly, in the
vici nity o f
throttle opening. In this case, if
t he fue l mix tur e is too rich, replace t he cut-away
with one o f a larger numb er and if t oo lean,
replace with o ne o f a small er number.

78

d . Ad justing th e Idle (Fig. 3- 105, 3- 106)

Thrott le st op

'

The idli ng ad justment is perf o rm ed by the throttl e


stop scr ew a nd th e air scr ew in the fo llo wi ng manner.

(ll

A d just th e idli ng sp eed to the sta ndard 1200


RPM by th e use o f th e thro ttle sto p scr ew .

!21

N ext, t urn t he air screw slowly back and fo rth


to th e hi ghest RPM.

(31

Upon locating t he poi nt o f hi g hest RPM i n (2)


above, reset th e engine speed t o th e standard
RPM .

(4)

Rework th e air screw to assur e that it is set at


t he pro pe r setting.

(5)

If any change exist, repeat (3 ) !41 above. The


check sho uld be made between
to 1}6 tur n
o f th e ai r scr ew.

Fig ure 3- 105.

Idl e ad justment

Fi gure 3- 106.

Idle adjustment !S50, S65)

78

3.

44
3.8

ENGINE

CARBURETOR (550, 565)

@ Croke valve

'!], Jet needl


' Throttle valve bottom
~ P ilot outlet

~Ai< '""~cc~cc-__
@ Air screw outside

R\

I]; Bleed hoi

@ Needle jet
@ Slow

Main bore

S65
Venturi sec tion

( l? mm: O.S7 inJ

sso

___,4' ( 16~
\

' " ' "'

-~ -: _~#

@ Fuel passage
Air jet
1
Valve seat
1 Float valve

(iJ) Main jet

Figure 3-107.

Carburetor cross sectional dia gram

1. AIR FLOW .
The air which passes t hrough the air cleaner enters
from inl et opening (!), passes under throttle va lve @
(mai n bor e @l a nd taken into the inlet side of t he
engine. The power output is determi ned by the volume
of air ta ken into the engi ne. This necessary air flow
is contro ll ed by th e vertical movement o f the throttle
valve which varies the a rea of the main bore @ .
(Fig. 3-1 07)

2. FUEL FLOW
The air which flow through the mai n bore
creates a low pressure directly under the th-r ottle
valve. It is here that the fuel o utlets f o r both the
main and slow systems are located. (Fig. 3-1 07)

a. Main System
The fuel passes through main jet @ and enters the
needle jet holder @. The fuel mix es with the air.
taken in at air jet @ and b led through air bleed hole
@ . The fuel ai r mixture passes between needle jet
@ and jet needl e @, and dischargJs in a spray below
the throttle valve @. Th e fuel is atomi zed and mixed
with the main air stream ond is token i nto the enr;~ine.
(Fi~. 3-107).

3 .8
..o .

~c-

45

CARBURETOR

-.s-:- ::h ent ers through i e. X posses


-e v @ where i is ee ed and then
- e fuel from the fuel passage hole
- s::" rged from pilot o lel @ toward the
olve @ as a fuel air mixure and finally
. "h th e main ai r stream before entering the
--

as

3. FLOAT CHAMBER
For 550 and 565, the fuel from the tonk enters
fu el passage @, passes by valve seat @, float valve
~ and enters float chamber @. As the fuel fill the
float chamber, the float @ rises and forces the float
valve against the valve seat with the float arm @
o shut off the fuel flow into the float chamber. As
the fuel in the float chamber is consumed and the
fuel level drops, the float also lowers with the fuel
leve l and allows the float valve to unseat from the
valve seat, permitting the fuel to enter the float
chamber. This cycle is repeated to maintain a constant fuel level.
A spring is incorporated in the float valve @)
wh ere the float arm @ make contact, for th e purpose
of absorbing the shock and preventing w ea r to the
valve and seat caused by the fluctuation of the flo at
wh en driving over rough road and in addition, it
serves to maintain a constant full level in the float
chamber.
Overflow pipe

Figure 3- 108.

Float IS65l

If any foreign object shou ld get stuck in between


he float valve and seat and causes the fuel to overflo w out of the slow jet o r th e needle jet, th e fuel
will enter the engine and dilutes the oil. To prevent
such an occurance, an overflow pipe @ is incorpo rated into the float chamber @. The outlet of the
overflow pipe @ is high er than the normal fuel level
and therefo r e, has no effect, but under overflow
condition, the fuel level rises and the overflow fuel
is drained o uiside. (Fig. 3- 108)

~0

er "low pipe

onnal fuel level

Fieure. 3-109.

float ~hoinber

Float chamber

46

3.

ENGINE
1. CHOKE (START! G SYSTEM)
Since it is necessary to provide a rich mixture for
a short period during cold weather starting, choke @
is incorporated. By raisi g the choke lever to the
full close position, the choke valve @ can be completely closed. A r elief va lve @ is installed on the
c:;hoke valve and kept in the closed position by the
spring @ . When the kick pedal is kicked with the
throttle valve @ opened approximately
the suction
pressure causes the fuel to b e discharged from the
pilot outlet and the needl e jet @, and at the
same time, the suction pressu re ca uses the relief valve
to open a proper amount, permi tting the air to enter
and produces a fuel mixture which is idea l for starting.

Q) Throttle valve

U: ,

@ Choke valve
@ Relief valve

After t he engine starts, the sucti o n pressure i ncreases, opening the relief valve wider and furnishes
the co ld engine with the proper starting fuel mix ture.
In this way, the opening of the throttle valve causes
a co rr esponding opening of the relief valve and
permits t he worming up of the engine without manipulating the choke lever. When the engine has warmed
up, merely positio n the choke valve to the fully open
position. (Fig. 3- 11 0)

@ Needle

@ Spring
@ Relief valve

5.
Figure 3- 110.

Choke

ADJUSTING THE FUEL LEVEL


It is difficult to directly measur e the fuel level,
herefore, the fu el is det ermined by measuring the
height (H ) of the float. (Fig. 3-111, 3- 112)
(1)

Position the carbu retor as shown in fig. 3 .111 '


w ith the float arm pin @ to ward the top and
the float @ at the botto m and tilt t he carburetor
to the point where the flo at arm @ is about to
break co ntact w ith the flo at valve base. This
should occur wh en t he carburetor is ti lt ed approximately 70 o r at any po int between 50 to
70. That is, th e fl o at arm sho uld be at a po ini
where the base of th e valve is no t compressed.

121

In this position, the float bottom @ is measured


fro m the carbureto r body @ w ith the gaug e
to d etermin e the height (HI. Th e to lera nce of
the float positio n is 1mm 10.040 in) bo th ways.
In o ther w ords, the gauge sho uld no t press the
float more than 1mm, nor sho uld th ere be clearance great er than 1mm between the gaug e and
the flo at. Core should be excersized in making
the measurement since th e bose o f th e valve i s
spring loaded and can b e co mpressed into the
valve in which case, th e true closing p o int of th e
valve cannot be determin ed.

@ Float arm pin

Fig11re 3- 111.

Figure 3- 112.

Fuel level adjustment

Fuel level gaug e

AI{IIU I~ I,I O R ~lliii N

() ,
M odo I
Carbur eto r
type

---

c.;::

u
Q)
Q.
Vl

Ol

(;I)()

Hnr.

(;fi()M

~-_,,c_

HI tO

1000- 115

1000- 11 0
11000- 1451

1000- 111

PW 161A6 IC.I I ,\01


,
PW161'A10 IC YII I .Illl I W l foi A II

65MB

C50C

50MB

17-B

Setting mark

65H IY65Hl

Throttle bore

13 10.512 in.)

13

13

13

16mm 10.630 in .I

Ven turi bore

14 10.5511

14

13

13

17mm 10.670i n.l equiv. 16mm I0.6:lOIII.)IIqiii V

Main jet

#72

#72

#70

#72

#85

Air jet

#150

#150

#150

#150

#150

0.4 X 2 10.0157 in.l

0.5</J X 2

0.4X2

0.5X2

0.5mm 10.01 97in.l X 4 0.9mm

AB 1

r-t---

~~ f--1. 5
f--1

1 16111111 \() .(, Ill 111 I

#78
# 120
10 .035~

in.l

X~

Main oir

HI)-- 1--2

bleed

1.5 1 0.4X2

0.4X 2

0.4 X 2

- ---$- f--3

I 0.4X 2

0.4X2

0.4X2

0.4X2

0.4 X 2

0.4X2

0.4 X 2

0.4X 2

0.4X2

0.4 X 2

0.4 X 2

0.4 X2

0.4X2

0.4 X 2

0.4X2

0.4 X 2

0.4 X 2

Needle jet

3.0 X2 .8mm
10.118 X 0.110 in.)
3 X 28 recess

3 X 2.8

3X2.5

3 X 2.5

2.6 mm 10. 1023 in.)


(3.4 10.134 in.l
recess]

2.6 mm 10.1023 in.)


(3.4 10.1 34 in.)
recess]

Jet needl e

13243- 3 stag e

13243- 3 stage

13239- 3 stage

13239 - 3 stage

16305 3 stage

16232 3 stage

Cut-owoy
(throttle volvel

#2 .0 11.2X0.15l

jf2.0 I 1.2 X 0.1 51

#2.0 ( 1.2X0. 15]


10.047 X 0.006 in.)
2.0 I 1.29'> X o. 151

#2.0 11.2 X 0.15l

#1.5 ( 1.2 X 0.3]


10.047 X 0.012 in .I

#1.5 ( 1.2 X 0.3J


10.047 X 0.012 in.)

Air screw

u~~1 /8

1 ,!1 ~ 1 /8

1,!1Ys

1,!11. Ys

U-2'~1/8

U-2' ~ 1 /8

Slow je t

#35

#35

#35

#35

#38

#35

0 .9X2

0.8X2

0.9rjJ X 2

0.7mm 10.0276in.l X 2 0 .8mm 10.0315 in.) X 2

0 .8 X2

0.8X 2

0.8 X 2

0 .7mm 10.0276in.l X2 0.8mm 10.031 5 in.) X 2

0.9 X 2

0.8X2

0 .9if, X 2

0.7mm 10.0276 in.) X2 0 .7 mm 10 .0276 in.l X 2

0 .8 X 2

0.8 X 2

0.8ifJX2

0.7mm 10.0276in.l X2 0.7mm 10.02/6\n.l X ')

1.2

1.2

1.0mm 10.0394 in.l

-r
-

(;(iGM

(;(il)

1000- 11 2
11000- 11 31

Vl

I Alll.l

1)--f-- 5

0.4X2

0.9mm 10.0354 in.) X 2 0.6mm IO.Oi>:lt. 111.1

0.6mm 10.07:\(,ln .l

'J

0.5mm 10.0197in.l X2 0.6mm 10.0236 ln.l

'J

Q)
(/)

Slow (o\o' blood

.Lrf~ t~11iJ

0 .8mm 10.315 in.l X2


0.8 X 2
0.8mm 10.315 in.) X 2
0.8 X 2
0.8mm 10.3 15 in) X 2
0.8 X 2
0.8mm 10.3 15 in) X 2
0.8r/, X 2

1
2
3
~

1.2mm 10.0~73in.l 1.2 1.2

Volvo soot
Pilot jet
Pi lot o utlet

- - - - - - --

Fu el level
_ loctuol __ fu el heiQhtl

#35

I 0 .9mm 10.0354 in.l

P= 5.0
~- 17 .5mm 10.689 in.l
17.5

#35

#35
0.9
17.5

P=5.0

0.5mm 10.0197 in.l X 2 0.6mm 10.0236111.1 X ')

,~ = 5.0
15.5

15.5

10. 0 39 ~

OJ

c:
~
rn

-1

lu .l

#35
0.9

I .Onun

P= 5.0

1.0 mm 10.0394 in.l


P= 5.5
19.5mm 10.768\n.l
Height o f noot

I .0 """ 1 0 .039~ in.l

p 5.5

19.5 mm 10.768 i n.)


Heill_h_t_of Aoo t

'J

HANDLE

FRAME

81Ml welded bolt

Steering hanw"
Haoole s<:;

:sa-

~~

~"-

CON STRUCTION
an dle
: =-eering handle unit is made of pr essed sheet
-a co ntinuous steel tube g rip welded for
: -:;;::e e nt ; the handle on the 550 and 565 is
~ :e i-raised t y pe pipe handle.
Soft rubber cushions are installed at the mounting
he steering ha ndle to prevent the engine vibratio n
; om being transmitted to the rider's hand. A steering
o ndle lower cover is newly installed to provide a
pleasing overall design.

/'

Handle cushi on /
rubber A /
Handle under

Figure 4-1.

Hand le rubb er mount 1(50, C50Ml

Hex bolt

Handle holder
setting washer
....--E~Ht'/ Handle pipe
\
lower holder

Handle cush1on rubber

~/~andlecush1on
~bberc

Front fork top bridge

Ha."llle coslion

nmbe! A

Ha e urder cover
Handle cushion r bber 8
Handle setting washer

Handle holder
setting collar

Mounting detail
i gure 4-2A.

Handle rubber mount 1550. C65l

Figure 4-28.

Handle rubber mount IC65, C65Ml

Disassembly
( 1l

Remove the front cover.

!21 Remove the headlight assemb ly and disconnect


all electrical leads.

!31

{Fig. 4- 3)

Uncouple the speedometer cable and disconnect


the front brake cable.

!41

Disconnect the throttl e cable by removing the


carbureto r' cop and disengag e the cable end
from the throttle valve. {Fig. 4- 3)

!51

Loo sen the two 8mm hex nuts and remove the
hand le t ogether with the cables a nd electri cal
l eads.
For models 550 and 565, loose n the four hex
bolts, remove the uppe r holder , and then remove

Figure 4-3.

the handle.

b.

Inspection
(] l

Inspect the throttle, clutch and front broke cables


fo r damage and breakage on both
cable

and

the

outer casing, and also for

inner
p ro per

o peration ; apply grease before installation.

!21 Check the thro ttle grip pipe for proper operation.
!21

C heck the handle l evers for proper o pera ti o n.

(4)

Inspect the hand le pipe for bend and twist.

!51

C heck all switches for prope r function and the


electrical leads for damage d covering.
Fi9ure 4-4.

Disconnect elect rica l lead

4.

50

FRAME
c. Reassembly

Steering head
stem nut

Fork top
bridge plate

Ill

Re-install the w ires, speedometer and leads on


the specified locations a nd fix in place w ith handle
fixing bolts a nd nuts.

!21

Re-install the fr ont broke cable,


cable and throttle cable.

131

Reconnect all connectors from the electrical leads


and re-install the headlight.

speedometer

(Caution)
When installing the steering handle, care shall be
taken not to pinch cables a nd leads.

........

Steering
stem

Frame head
pipe

2.

FRONT FORK
The steering stem of these models incorporate
o ball as sho wn in Fig . 4.5. It excels in ste erobility
as well as in stability for both high and low speed.
The st eering stem is welded to the front fork which
is made of pr essed steel sheet. The stem incorporates
a cone race a nd is i nstalled on the frame head pipe.
1 serves a vita l function since it is the rotating shaft
o whi ch the head pipe is the axis. ~Fig . 4-5)

Front fork bottom

brid~e

a . Disa sse mb ly
e ove he steeri ng ha ndle in accorda nce with
seaio n 4.1 o .

Figure 4- 5.
2

. e ove

Re ove t he fron t w he el in a ccordance with

he headlight case.

sec ion 4.4o.


ft. )

emove the fo rk to p bridge by unscrewing the


steering head stem nut and the two 8mm bo lts.

r -1

Unscrew the steeri ng head top thread by using


o hook spa nner and slide th e front fork o ut the
bottom, (Fig . 4-6)

(Caution)
W hen removing the fr ont fork co r e shall be token
not to drop and lo se th e #6 steel balls. (Fig. 4- 7)

b. Inspection
Figure 4- 6.

Removing fr ont fork

( 11

Inspect t he #6 steel ba lls fo r cracks and wear.

121

Inspe ct th e steering stem for b end and twist .

!31

Inspect th e ste ering bo tto m and t o p cone races


and ball races, fo r scratches, w ear and streaks.

#6 steel balls

c. Reassembly
I 1l

W ash the cone rac es, ball races and the steel
ba lls, a nd pack with new grease. Use reco mmended fib er grease.
(Caution)
Care shall be taken not t o ove r-torqu e the
steering stem nut so as to cause heavy st eering.

Figure 4- 7.

4.2

FRONT CUSHION

51

FRONT CUSHION

.2

6"Ym lock pin

Figure 4-8.

Fron c

- c:-::ss

s=-

~-

1. FRONT CUSHION CONSTRUCTION


---- - - - ::= -,::; :es o' 6202 radia l
::- :::::-::-s e ::c e shoes a nd

The front whee l axle and axle nut assembles


e cas- :: _- - - bal l bearings and a n inte gral bra ke drum o ~>e :--::::- :::: e ::-e

speedometer gear.
The front cushion, in contrast to the pre io s pe a.~g a- uppe
eia l, s ;-s'o .eo .. .;. o - ~- a~d loc
pin to improve the cushioni ng effect. In oddciio-, he upper bol which hod been orquea from e fon: 'or
side is eliminated to afford a clean appeara nce .

o . Disassembly
11 I

Remove the fr ont wheel in acco rdance w ith section 4.4a.

121

Remove the 6 mm lock pin and 7 mm lock nut .


and then the front cushion ioint washer and the
ioint rubber A can both be removed. Next, by
removing the f ront arm pi vot bolt, and 8mm X 42,
hex bo ll the front cushion and the front suspension
ar m may be r emoved together from the front fork.

t31

Remo ve t he 8 mm hex nut a nd then by pulling


' o ut the 8 mm hex bo lt, the f ront arm r ebound
stoppe r may be removed from the front fork.

141

pin
7mm lock nut

By removing the 8 mm hex nu t and the front


cushion lower bolt ; the front cushion and the
fron t suspension arm may be separated.
{Caution)
a . When separating the front suspension arm fro m
the fro~t cushion, core sho uld be taken to
pre vent the front cushion lower dust seal cap,
dust seal and distance co llar from dropping.
b.

Remove the pivot dust seal by unlocking the


staking and remove th e dust seal and pivot
co llar. {Fig. 4-10)

Figure 4-9.

f ront cushion

Staked area

ar m p i vot d u st sea l

D ust sea I cap

The front c ushion disassembly can be performed


by removing t he f ront cushion lo ck nut and th en
r emovin g the front cushion spring.
(Cauti on)
The fro nt damper bottom metal sho uld not b e
disassembled as it requires specia l tools and the
component parts a re not sold individually.

Fr o nt ar m

Figure

4 - I U.

::.

oking ue

fJovof dust seal c ap

4.

52
~ Locknut
1--Spdng

Stopper rubber

go;~

FRAME
b.

Inspection
11 l

Inspect for

B ttom metal
complete

acteristics

~
Spring

as

well

as

producing

seat

Front cushion spring (Fig. 4-1 2)


Standard Value
50 kg/1 09 mm
1110 lb/ 4.29 in.)

Load

[k

100 kg / 92.1 mm
1220 lb/ 3.63 in.)

Load

Ou te r collar

Free length 130.7 mm 15.14 in.)


Figure 4-11.

Component parts of f ront cushion


Tilt

Load k~

undesireable

noise.
12)

Sp:ing

the damper as it

have an adverse errec' on the dampening cha -

13)
Front cushion spring characteristic

Serviceable Limit

A d ju st or replace if
under 90 kg/ 92. 1 mm
I 198 lb/ 3.35 in .)
Replace if under
14.72 in.)
120 mm
Replace if over 4

Front fork piston diameter


Standard value->16mm-0.016
-0.0006 . )
6300 -0.0017 In
-0.043 (0

120 !--- - - - - - - - - . Free length


( 265 lb)
C50,C50M,C65,C65M 130.7mm( 5.14in)
IOO
C65.S50
130mm( 5.12in)

14)

( 220 lb)

Front fork bottom case diameter


Standard value->16mm +0.027 (
+0.0011
i n)
-0
0.6300 -0

63
(138.5 lb)

15)

Damping capacity of front cushion damper


30-35kg/ 0 .5m / sec . 166-771b/ 19.68 in/ sec)

Deformation

c.

Reassembly
The reassembly shall be performed in the reverse
o r der of the disassembly.

Figure 4- 12.

C haracteristic o f front cushion spring

(Note)
a.

Wash all com ponent parts of the suspension


arm and lubri cate w ith grease, apply oil o n
th e d ust seal.

b.

After reassembly, apply g r ease through the.


grease fitting .

4.3

REAR CUSHION

Rear damper inner pipe

cushion piston
damper valve stopper
damper rocl guide
Rear cushion collar

cushion
upper rubber bushing
cushiOn upper rubber
bushing collar
cushion upper metal
24mm washer
Rear damper piston ro.d

Figure 4-13A.

Rear cushion cross sectional diagram IS65, S50, C65l

54

4.

FR AME

\
Brake shoe
/

Front wheel hub

Front brake panel felt ring

Front wheel axle


Front brake panel dust seal cap

Figure 4- 17.

Fron t w heel cross section diag ram

4 .4

FRONT WHEEL
The front wheel axle a nd the ax le nut assemble
th e cast aluminum alloy hub with the cast brake drum
and two 6 302R ball bearing with the f ront b rake panel
consisting of brake shoes and a speedometer gear.
When the brake is appl ie d, t he reaction is transmi tted to the front fork by the bra ke panel stopper.
A labyri nth is inco rpo rated in the b rake pane l and
the wheel hub to prevent the entry of wate r a nd dust
into the hub interior. Ti re size 2.25-17-4PR is used.

Fi gure 4- 18.

a . Disassemb ly

Removing front broke shoe

(])

br a ke
p anel

(21
(31

(41

f igur" 4- 19.

Removing speedometer gear

Place an a dequat e stand under the engine to


ra1se the front w heel.
Remove the front brake cab le and th e speedo meter cable .
Remove the axle nut and pull out the front w heel
axle, then the front whee l and the fro nt brake
panel can be remo ved as a unit.
The b rake shoe is fixed in place with the brake
shoe spring; the refo r e spread the brake shoes
apa rt and r emove from the panel. (Fig. 4- 18)

44.

=-- : --= ' ron!

.:J

broke co- ::-::

--=

T WHEEL

55

s::-ee:::.::-eer

;e::- =-::- he front bro. e :xr-: .


- _. ~.1
;e-:: e r.e ti re and tube =-::- -e --- ~s"g a
-e e . er and pull out
e .::e 'r::- ~e tir e.

b.

Inspection
11

Inspect t he ri m for runo , a nd eccentricity.


(Fig. 4- 20)
Standard Value

Face
Runou t

0.7 !0.028 in.)

Eccentricity 0.5 (0.020 in.)

Serviceable Limit
Repair if beyond
!0.040 in.)
1.0
Repair if beyond
!0.040 in.l
1.0

Figur~

4-20.

Measuring wheel runout

Check front axle diameter and for bend

{2)

Diameter
Bend

Standard Value
10 mm !.400 in.)
-0.005 !.0002 in.l
- 0.050 !.0020 in.l

Serviceable Limit

Repair or replace if
over 0.5 (0.02 0 in.l

0.2 !0 .008 in .)

{3)

Ch eck broke drum insid e diameter. (Fig. 4- 2 1)


Standard va lue ......... 110mm0.2 !4.33008 in)
Servic eable limit.........Replace if over 11 Omm {4.33 in)

!41

Check brake shoe.

!Outside diameter)

Standard value ......... 109.5mm + O (


+o
)
- 0 .3 4.291 _ 0 .1 18 in
Repai r limit.........Replace if over 105.5mm (4.153 inl

c.

Reassembly
( 1J

!21

Reinstall th e tire flap so that it is positioned


over the spoke nipples. (Fig. 4- 22)

Figure 4- 22.

Installing tire nap

Figure 4- 23.

Top the tire all around with a hammer

Reinstall th e tire and tube.

(Note)
a . After reassemb ly of the t i re, fill th e tire w ith
ai r to abo ut 7 of the specified pressure a nd
tap the ti r e all around w i th a soft faced
hammer to e liminate any tube twist or pinchi ng.
(Fig. 4- 23)

4.

56

FRAME
b. The va lve stem must be pointed toward the
axle, improperly seated valve stem may cause
air leak. (Fig. 4.24)

Figure 4-24.

l"sa lled a ngle of valve stem

131

Wash the old grease from the wheel hub and


the bearing, and pack with new grease. Also
f111 the hub with grease and install the distance
col lar, followed by installati on o f the 6202R boll
bearings. (Fig. 4- 25)

!41

After installing the bearings, reassemble the front


wheel and the brake shoe in the reverse o rder
of disassembly.

!51

Install the brake cable and adjust the broke lever


ploy .
!Refer o the Periodic Inspection and the section
on adjustment)

Tire Air Pressure


ormal condition
Fron 1.6- 1.8 kg/ cm 2 !22.8-25.6 lb/in 21
Rear 2.0-2.2kg/ cm2 (28.4-31 .2 lb/in 21

4.5

REAR WHEEL

~----- Axle

63 0l R ball bearing

rut

___.--- Rear wheel damper


..-----Rear wheel damper cover

' ----Final driven flange

Rear wheel axle ---~

Figure 4- 26.

Rear wheel c ross section diagram

.5

REAR WHEE

57

EEL

4.5

EEL CONSTRUCT!
: - :::' o the front wheel, I e rear
eel consist
eel
b incorporating
oeorings, and a brake pa el.
A tire size
.25- 17- 4 PR is used w ith the rim made of rolled steel
sheet. A specia lly designed tread pattern is used on
th e rear tire fo r better traction and to prevent sideslipping.

::: ::as; alumi num alloy rear

In addition, the rear wheel hub and the final driven


flange have been made into an integral component
for li ghtness.

a. Disassembly
Ill

Remove t he muffler.
The muffler need not be removed fo r S50 and S65.

121

Re move t he d rive chai n case lower half and disconnect t he chain.

131

Remove the brake ad justing nut and separate the


brake rod f rom the rear brake arm.

141

Separate the rear brake torque link from the


brake panel.

151

Remove t he rear whee l ax le by r emoving the axle


nut and th en th e rear wheel may be removed .
(Fig. 4- 27)

161

The b rake shoe and the rear wheel is disassembled in the same manner as the front wheel.

Figure 4- 27.

emoving rear wheel

b . Inspection
11)

The rim runout and eccentricity is checked in the


same manner as t he f ront whee l and to the same
standard.

121

C heck the rear axle diameter fo r wear and bend.


(Fig. 4- 28)

Axle
Diameter

Standard Value
11.957- 11 .984
1.4707 ~ .4720 i n.)

Bend

0.2 !.008 in.)

Repair Limit

Repair or replace if
over 0.5 10 .020 in.l

131

The b rake drum ID and the brake shoe OD is


checked in t he same manner as th e f ront wheel
and to the same standard.

141

Check the brake lining for wear. (Fig. 4- 29)


St andard va lu e->3.5 10. 1378 in)
Serviceab le li mit-Rep lace if under 1.5 10.05901

151

Check spokes for looseness, r etighten if necessary.

Figure 4- 28.

M easuring bend in rear axle

(Note)
The spoke should be retightened to the same
te nsion as the othe r spokes.

_j
Figure 4- 29.

eosuring broke lining

4.

60

FRAME
o. Disassembly
Ill

Remove the exhaust pipe and the muffler.

(2)

Remove the brake r od from the brake arm by


loosening the brake adjusting nut, then remo ve
the brake pedal spring and the mai n stand spring.

131

Place a suitable sta nd under the engine and


remove the rear brake pivot pipe by removing
the 8 mm hex. nut fixing the rear brake pivot
pipe, and the 3 mm cott er pin; a nd by pulling out
the rear brake pivot pipe, the stand and brake
pedal can be removed from t he f rame as a unit.
(Fig. 4-35)

141

Remove the step bar fro m the crankcase by removing the 8 mm hex. bolts.

b. Inspection
Ill

Inspect the brake pedal spring, main stand sp ring


and the rear brake rod spring for loss of tension
and corrosion. If loss of tension or cor rosion
is excessive, the spring should be replaced.

121

Inspect the brake


for looseness.
If
should be adjusted
or replaced. (Fig.

131

Check t he rea r b rake pivot pipe outside diameter.:

16.8 mm -0.02
-0.1 0
141

pivot pipe and brake peda l


excessive ly loose, t he part
to conform wi t h the standard

4-36)

(0.662 + 0.0008 in )
- 0.0040

Check the b rake pedal pivot inside diameter.

16.8 mm + 0.027 (0.662 + 0.001 06 in)

- 0
151

Ve r nier ca l iper

-0

Check the stand pivo t hole inside diameter.

16.9 mm + 0.2

-0

( 0.665 + 0.008 in

- 0

161 Check the main stand spri ng fre e length .


Standard value--> 80 mm 13.150 in)
Serviceable limit-->Replace if over 88 mm 13.465 i nl
(7)

pipe

Figure 4- 36.

Check the cotter pin fo r damage.

181 Ch eck the b rake shoes fo r damages.


191 Adjust the b rake pedal play to 2-3 em
10.787 -1.181 in)
1101 Check the main sta nd, brake pedal a nd step bar
for deformiti es a nd r epai r
replace wi th new parts.

M easuring brake pivot pipe diameter

c.

as

necessary or

Reassembly
Ill

Clean the pads a nd lubri cate the shafts with


grease befo re reassemb ly.
Rei nstall the rea r brake pivot pipe into the brake
pedal a nd reinstall the sta nd on the frame and
flx th e sta nd in place w it h th e r ear brake pivo t
pipe.
(Note)
Lock the r ear b rake pivot pi pe i n place with
8 mm hex. nut and install a cotter pin at the
left-hand end .

121
Figure 4- 37.

Install ing step bar

Rei nstall the step bar on the c rankcase w ith


four 8 mm hex. bo lts. (Fi9. 4-37)

3 T-ha ndl e
scre wdriver
Figure 4-.38,

Installing stand spring

Figure 4- 39.

Ploy in the brok e pedal

o e)
er connecting the rear brake, adjust the brake
pedal p loy to 2-3cm 10.787-1.181 inl.
(Fig. 4-39)

.7

REAR FORK
The rear fo rk is of a swing arm type which pivots
on th e rear fork pivot bolt. The rear end of the fork
is supported by the frame through th e rear cushions.

a.

Disassembly"'
11 )

Remove th e rear wh eel in accordance with


section 4.5 1a.
12) Remove the drive chain upper half, lower half
and final drive flange in accordance with secti on
4.8a.
(3) Remove th e 1Omm nut fixing the rear cushion at
the lower end.
141 Remove the rear fo rk pivot bolt by loosening
the rear fork pivot nut, then the rear fork con
be removed from the frame. (Fig. 4-40)

b.

Rear fork

Figure 4- 40.

Removing rear fork

Inspection
{1)

12)

Dama ged o r worn drive chain case gasket should


be replaced.
Check the rear fo rk pivot rubber bushing .
(Fig. 4- 41)
Standard va lu e-+
C65, C65M O.D 23 mm +0.05 10.0020 in)
C50, C50M
10.90551 + 0.03 10.0012 in)
S50
O .D 25 mm + 0.05 10.0020 in)
(0.9842) + 0.03 10.0012 in)
I.D 12. 1mm +0.2 10.0079 in)
S65
in)
(0
10.4764) - 0

Rear fork pivot rubber bushing

Figure 4- 41 .

Rear for k

Measuring pivot rubb<;lr bush in9

4.

62

FRAME

V block
Height
131

c.

Reassembly
( ll

Figure 4- 42.

Check the pivo rubber bushing for damage or


aging and also fo r looseness in the fork. Replace
defective bushings.
Check the rear fork for twist and deformation.
If twist is over 1 mm (0.040 in) or the part is
defective, replace w ith o new part. (Fig. 4-42)

M easuring twist in rear ~a rk

Reassemble the rear fork in the reverse order


of the disassembly.
(Note)
a.

Care should be taken when installing the


chain case gasket. (Fig. 4-431
b. Check the pivot for looseness.
c. Check the axle nut for tightness.
d. Check L and R chain tension adjuster, they
should both be set t o the same alignment
marks. Imprope r adjustment will affect the
steerabi lity.

4.8

DRIVE CHAIN '


Engine output is transmitted from the engine through
the clutch and the transmissio n where torque is converted to th e chain drive. The chain used is a
RK420-B type high strength chain to withstand high
speed performance and high output . It is made endless by ,using only one joint clip and is housed within
the chain cases to prevent dust from ent ering,
preventing the rapid wear of the sprocket.

a. Disassembly
Ill
121
131
141

Remove the chang e pedal.


Remove the left crankcase cover.
Remove the chain case lower half.
Rotate the rear wheel so that the drive chain
jo int is positioned at the specified locatio n shown
in Fig. 4.44 and then disconnect the drive chain
by removing the joint clip. (Fig. 4- 44)

b. Inspection
I ll

Figure 4- 44.

Disconnecting chain

Inspect the drive chain for wear and damages.

4.8

4. 9

DRJVE C

AIR CLEANER

63

::::mnect the dr' e c-:::- .


- :::- :::e th e clip ins allac- perform the
:::::=::::;- at the fina l driven scroc et.
~~ --~
me lower chain case half.
;:e-s-a ll th e left crankcase cover.
::>ens'all the change pedal.
(Caution)
Whenever the drive chain has been removed or
adjusted, the location of the alignment punch
mark on the adjuster in respect t o t he marking
on the rear fork must be the same on both sides.
The chain slackness should be adjusted to
1 ~2 em. (0.040~0.080 in). (Fig. 4-45)
Drive chain speciflcti ~n
( J)
Chain construction:
98 links, including the joint.
(2) Breaking strength :
1,600 kg (3,520 lbl Min.
(3) Tolerance on length:

Figure 4- 45.

Chain adjuster mark

97 links= 123 1.9+0.25 (40.3 14+0.0098 in)

-0
(4)

4.9

-0

Sprocket C50, C50M :


C65, C65M :
550 :
565 :

39
41
42
43

teeth
teeth
teeth
teeth

AIR CLEANER

Air cleaner ele":ent


I

Air cleaner inlet pipe

( Carburetor )
I
I

' ' ..........___

,.;

'

'

Horn
Figure 4- 46.

A ir flow through a ir cleaner

64

4.

FRAME
a.

Figure 4- 47.

Air cleaner Co n struc ti on


Th e function of the ar cl eaner is to clean by
filtering, al l air entering the en gine through the
carbu r eto r and prevent the piston and cylinder from
wear caused by dust and gri. Acetate fiber filter is
used for fi lte r element and the surface area made
large as possible to provide an efficient air intake.
The a ir cleaner is mou nted a th e center of th e
fron t cover for models C50, C50M, C65 and C65M
and at the center of the frame on the right hand side
for models S50 and 565. All air entering t he air
cleaner is filtered, passes through the w elded air
c leaner pipe withi n t he f rame and after passing through
t he ai r cl eaner rubber conn ecting tube, ente rs t he
carbur eto r.
The large size tube used in the C50, C50M, C65,
C65M, is to provid e good air now and t o heat t he
ai r as well as to minimize noise produced by air flow.
(Fig. 4- 47)

Air cl eaner connecting tube !C50 , C50M,


C65, C65Ml

b.

Disassembly

Ill

The air cleaner of models C50, C50M, C65 and


C65M can be removed by loosening t he cap nut
at the top of the air c leaner cover. (Fig. 4-48)

121

The a ir cleaner on mo dels S50 and S65 can be


removed by removing the air cleaner cove r o n
he right-hand side. (Fig. 4- 49)

Figure 4- 48.

c.

Inspe c tion

Ill

5.

Reassembly

Ill

figure 4-49.

Ai r clea ner case which is deformed shou ld be


replaced as it w ill restrict t he air flow.

Reassemble the air cl eaner in tlfe reverse order


o f disassembly.

Removing air cleaner 1550, 5651

4 . 10

FRAME BODY

The frame body of C50, C50M, C65 and C65M,


differ from models S50 and S65 in that it consists
o f steel pipe and pressed steel sheets, assembled
by we lding. The sectional contour cha nges i n p laces to
su pport load and to prevent stress concentration, and
is made strong and light in weight.
The head pipe acts as the center of the front
w he el pivot and t he angle formed by the head pipe
and the frame perfo rms an important f unction as
a basis for the caster. (Fig. 4- 50)

FRA ME BODY

4.11

EXHA S

tP= A D M FF ER

65

Horn

Winker
ear winker

Figure 4- 50.

Frome body and electrical equipment installation diagram

4.11

MUFFLER AND EXHAUST PIPE

The muffler and the exhaust p ip ~ hove been mode


into on integral unit by we lding to greatly improve
the silencing effect of the muffler, in add ition . it also
serves to prevent the rep la cement o f the muffler by
a different ty pe which may result in lowering th e
performance of the engine.

Fi9ure 4- 51.

Muffler cross section ond gas flow diagram IC50, C50M, C65, C65MI

66

4.

Figure 4- 52.

FRAME

Muffler cross section and gas now diagram 1550 , 5651

!Caution duri ng assembly)


a.

Do not fo rget to install the joint collar and


pipe gasket when joining the muffler.

STA RTING SYSTEM

5 .1

67

RICAL SYSTEM
'

: - -= of electrical equipment used on motor-

= - _ =-:: i. eir method of installation will, depending


--==- --e .:,rpe of wiring syst em, vary w i th the electri-=

e-=rements.

e ignition system used on the C50, C65


e ignition coi l and contact breaker with the
electricity generated by a special A.C. generator to
produce the sta rting ignition. Further, together w ith
"h e use of the selenium rectifier a nd battery, charging.
transmission o f po w er to the various connected loads
(horn, winker, neutral lamp), discharging ar e p erformed .
The C50M, C65M are equip ped with a n electrical
sta rting motor to facilitate th e starting fun cti o n. In the
fo llowing secti o ns the elect rical equipment are divid ed
into the starting , ignition, generating systems and
descri b ed separately.

5.1

STARTING SYSTEM
C50M, C65M
W hen the mai n swi tc h is turned on a nd the start er
button d epr essed, th e electric current flows through
the coil in the magnetic switch, energizing the coi l
and causing th e plu ng er co r e to be d rawn in t o
c lose the main contact .
This p ermits ove r 1OOA of current to fl ow f rom
the battery di rect to th e starter to produce t he
necessa ry
sta rti ng.

torqu e

to

t urn

over

th e

engine

fo r

Th e sta rt er arma tur e speed is reduced by th e


p la ne ta ry g ea r enclosed wi thin the sta rter. The chain
further reduces the sp eed and transmits th e powe r t o
dri ve th e cranksha ft. In this w ay, th e starter to rqu e
is mad e to ro tate th e cra nksha ft. To prevent th e
start er f r om b eing motoriz ed after the engin e starts,
an over running c lutc h is incorpora te d i nto
generato r ro to r.

th e A.C.

Starter Specifications

I 1I

6V
1.5 Kw
5.45

121
131
141

O pera ting vo ltage


Rate d o utput
Re ducti on ra tio
Di recti o n of ro tation

L.H ro tation (vi ewing th e

151

Weight

sprocket )
1.7 kg 13.74 lbl

Fi gure 5- l .

Starting motor

Starter Characteristics
At the
Without load
sprocket shaft

W ith load

I E

Voltage

5 .5V

4.5V

3 .3V

Cu rrent

28A max.

BOA

220A max.

RPM

2,000rpm min. 450 rpm max .

To rque

1.8
0

Stalling

0 .1 3kg -m min.

I ""

I .
It::
I ~
_j "'

0 .6 kg -m mi n.
Figure 5- 2.

S ar ing circuit diagram

5.

68

ELECTRICAL SYSTEM
Use of t he sta rter

(1 I

If the engine does no t start, do not operate


the starter for longer ha n l 0 seconds at each
attempt, and allow the s a rter to rest for the
same length of time before making anot her attempt.

(21

Do not use
turned on.

(31

If the ove r running clutch is d efective and t he


starter is motorized after th e engi ne starts, repair it immediately to prevent starter damage.

"'

' 1.0 "";;


f-

1.
Figure 5- 3.

Performance chart

the

sta rter

with

the

headlmmp

TROUBLE SHOOTING AND REPAIR

Engine does not t ur n ove r when th e starter


sw itch button is depressed.

l . The click of the starter re lay is not heard when


the starter swi tch button is depressed.

11I

Probable cause: Poor contact a t th e battery


terminal due to looseness or corrosion. Corrective acti on : Inspect the terminal and if loose,
tighten and apply a coat of grease; if corroded,
remove the battery, pour hot water on t he
terminal t o disconnect and then clean before
reconnecting the lead wire, and then apply a.
coat of grease to prevent corrosion . Check
terminal particularly .
the

121

Probable cause : Battery electrolyt e level low.


Check the electrolyte level and if be low the
lower leve l ma rk, add distilled water to the
upper level.

EB

Polish this area

Rework necessary
Figure 5- 4.

!31

Check the electro ly te for proper specific gravity.

(4 )

When th e starter switch button is making poor


contact , disassemble the switch and c lean.

If th e tro uble is not due to t he causes above,


take it to a specia list. In most cases, the cause is
due to worn brushes or dirty commutator. A brush
worn to less than 1/ 3 should be rep laced with a
genuine part. W hen dirty commutator is the cause,
polish with a fine sandpaper and clean the carbon
from t he mica insulator as shown in Fig. 5.4 (Fig. 5- 4)

Mica filler
Normal condition (when new)

Start er magnetic switch fails to op erate.

l . Fi rst, check to assure that the switch is on and

Dressing the commutator

then perform the inspection by the following procedure.


(a) Connect one lead of t he starter magnetic switch
to th e
termina l of the battery and t he other
lead to the ground and if an energizing click
sound is not heard :

EB

Starting motor

(l I

Magnetizing

Plunger

Fig ure 5- 5.

Starter wiring

coil

The p lunger coil is defective due to a broken


wire, therefore, replace the coil.
However, if an energizing click is heard in the
starter relay, the defect is a poor contact in the
starter switch button or the contact plate w it hin
the magnetic switch, therefore, disassemble the
part and clean the contact areas. (Fig. 5-5)

5.2
5 .2

RGING SYSTE

69

CHAR.GI G SYSTEM
A.C. Generator
-~e charging characteristics o= -e ; .C. generator
useo in he C50, C65, S50 o~a 565
ren under a
spec""ed load are shown in t e o~ agro"1s at the rig ht.
However, wh en additiona l loaos ore conn ected to
the system such as, fog lamps, and other accessori es,
th ere w ill be an i ncrease in current draw by t hat
amount and t herefore, the charge cut- in speed of
the gen e rator w ill be a t a higher speed a nd the
charging ampera ge will be lower. (Fig. 5- 6)

Fi gure 5- 6.

The charging performance for the A.C. generator


On t he C50M, C65M mo d els under norma l load is
shown in the chart at t he right. (Fig. 5- 7, 5- 9)
Speciflcation
3 00~11 ,000 rpm

(1)

Direction o f rotation

LH

121

C harge cut- in speed

day
1,500 rpm max.
night 2,000 rpm

131

Charging amp erage

day/night
4,000 rpm 2AH

=~:;

(41

Load

night headlight 25 X 2 +
1.5+ignition coil

(51

W1 re co lo r code

Co mmon lead :
Brown
day-night syst em : Yellow
night system : W hite
neutra l
Lt green/ red
point :
Blu e

Stator asse mbly

Flywheel
A.C. generato r

15 14 >
13 ~

~ 12 ~ 6

~ II ~
'c:' 10
5
"'

"'

c.

U)

~ "'

: ~31

. c::

--.............______

'

& ~ ..

3 =- '---------21 1
I

Fi gure 5- 7.

J .~I

3neeo1e-----spark----rgap(mm)

---

1gn.primary
current (A)-

: .)I 3,XO ! J:W 5,000 6,000 7,000 8,000 9,00010,00011,000


- -Revolution_(r. p.m)

ls-on coil spark characteri stic C 50M, C65M

Battery
terminal
voltage

.OO:!jJ: ~)j; r ~
-Revolution(r. o. - )
Fi gure 5- 8.

A.C. generator

Fi gure 5- 9.

A.C.

coil p erfo rmanc e

70

5.

ELECTRICAL SYSTEM
5.4

FLYWHEEL A.C. GENERATOR AND


IGNITION COIL
A.C GENERATOR (for C50M, C65M)

1.

(1)

Direction of rota tion


Right hand rotation when vi ewed from the i nsta lling position

(2)

Cha rging performance


Selenium rectifier (half-wav e rectification), 6V.
11 AH battery used.

(3)

Night operating load


Ignition coil+15W+2W+1.5W
Charging speed, above 2400 rpm
1
Charging rate at 4000 rpm, 2 +
A
-0.5

(4)

Day operating load


Ignition coi l
C hargi ng speed, abo ve 1500 rpm
Chargi ng rate at 4000 rpm, 2

2.

! 6. 5 A

TABLE OF SPECIF ICATION S AND PERFO RMANC E

s 65

Direction of ro tation

Left hand ro tation viewed from rotor end

Sparking performances
(assembled coill

29700-11 1- 1
29700- 112-1
Over 6 mm with 3 needle spark gap at 500 rpm
Ove r 8 mm w ith 3 needle spark gap at 3000 rpm

Lighti ng performance

With 15W+2W+1 .5W load connected


Over 5.8V at 2500 rpm
Below 9V at 8000 rpm

Charging perfo rmance


Day operat ion
Night operatio n

Charging
Charging
Cha rging
Charging

Breaker

cut-in speed under 2000 rpm (battery voltage 6 .5-7Vl


rate at 8,000 rpm, 2 .20.5A (battery voltage 8V min)
cut-in speed under 2000 rpm (battery vo ltage 6.5- 7Vl
rate 8,000 rpm, 0.4 0.2A (battery vol tage 7V mi n)

Contact pressure 7 50 1OOg, point gap 0.35 0.05 mm !0 .020 0.0020 in.)
-

Gover nor

Advance 15 1.5
Advancer ope rating speed 2500 150 rpm
Advancer terminating speed 4000

Condenser capacity

c 65

+200 rpm

- 0

0 .30 mf 10%
1

Ignition coil poi nt cut-off current 3.5A max a t 8000 rpm

5.5
3.

77

BATTERY

G SPARKING PERFORMANCE
C65, S50, S65 the flywheel A.C
is
..::e::. -'-" .C ignition system is employed and, there'::e .-."en pe rforming the ignition coil test, th e specified
=- .~,~vnee l A. C generator must be used.
However, a
simpl e method of determing the serviceablity is made
by th e fo llowing three methods.

: - : CSO

~:- ;:::: c1d an externally mounted ignition coil

I 11 The most simple method is to remove the spark


plug and perform the starting procedure with the
spark plug grounded to the engine. When a
strong spark of bluish w hite color is produced,
it is an indication of satisfactory ignition coi l and
,flywheel A.C generator. (Fig. 5-1 0)

Spark plug

Figure 5-10.

Testing spark plug fir ing

Figure 5-11.

Testing ignition coil

If no spark is produced, it is an indication of


defective primary coil of either the ignition coil
or flywheel A.C generator.
121

Another method is t o measure the resistance o f


the ignition coil and the flywheel A.C generator
primary coil. (Fig. 5- 11)
Ignition coil resistance 126700-111-29700- 113-21
1. Primary

coil :

Resistance b etween primary


black leads and case should
be appro ximately 4.5..Q.
2. Secondary coil: Resistance between high tension lead and ground shou ld
be approximately 9.5..Q..
When th e resistance measurement across the
flywheel A.C generator primary coil is approximately
1.3..Q. lower than the above val ue, the cause may
be a short or grounding; an inflnate resistance would
indicate an open dircuit.
(Caution)
Resistant measurement of the primary coil must
be made w ith the breaker points opened and
the condenser lead wire disconnected as a
leaky condenser will give an improper indication.

generator

Figure 5- 12.

Measuring resistance

5.

72
4.

ELECTRICAL SYSTEM

TROUBLE DIAGNOSI G THE FL YW EE

Sympton

GENERATOR

Loca;or

Probable cause

wide a gap

Clean or replace
Adjust or r eplace

B. Brea' e

Dirty o r burnt points


Punctured cond enser

Repa ir or replace
Rep lace

c.

Too far advanced

Ad just

Primary winding opened


Secondary winding opened, shorted between
layers, defective insulation
Pin-hole in high tension cord

Replace
Replace

A Spa

::>i:- or foul ed plug

- oo

:::: ..;g

Hard
Starti ng

1>;-' ~g

::>.Coil

Low intensity
of lamps

Lamp not
lit

Battery
discharges

Corrective action

Replace

E. Rotor

Loss of magnetism

Replace

F. Lamp

Too large a rati ng


Poor contact

Replace
Repair

G. Wiring

Poor connection
Poor contact in lighting switch

Repair
Replace

H . Lamp coil

Shorted across the layers

Replace

I. Rotor

Loss of magnetism

Replace

J. Battery

Discharged
Poor terminal contact

Recharge or
replace
Repai r

K. Lamp

Burnt filament

Replace

L. Wiring

Broken wire
Poor contact in lighting switch

Repair
Replace

M . Charging coi l
N . Selenium
rectifier
0. Wiring
P. Rotor

Open coil wi nding


Punctured condenser
Broken wire, poor connection
Loss of magnetism
Open coi l winding

Replace
Replace
Repair
Replace
Replace

- - - -- -

Inspection Procedure

(ll

(21

Hard starting
First conduct the spark performance test in section 4 (1 I and check to see that the condition of the spark
plug is satisfactory; perform the starting operation and if a good spark is produced at the plug gap, it indicates
that the ignition coil, magnet and breaker are all in satisfactory condition. The fault can be assumed to be in
the timing. When no spark is produced, check the breaker, ignition coil and flywheel A.C. generator.
W henever there is any malfunction of the lamps or the battery system, first check for poor wiring connection
or grounding. Next, start the engine and measure the voltage at the output terminals. If the output vo ltage
are normal, check the battery and the lighting system for troub le.

5.4

SPARK ADVANCER

Spark advancer

The C50M, C65M use the battery as a source of


power and produces the high voltage spark across the
plug gap w ith the ignition coil and ' contact breaker.
However, a good strong spark is of little value unless
the sparking is timed to the engine's requirement.
For this purpose, a spark advancer is incorporated to
automatica lly regulate the ignition timing. The spark
advance characteri stic is shown in Fig 5. 14.
(Fig. 5-13, 5-14)
Perf ormance and Specification
Spark Advancer

S65
Figure 5- 13.

Spar~

065
advancer

(])

Direction of rotation :

(21

Mechanically allowable maximum RPM:


15,000 RPM

Left hand

5.L

SP

ADVANCER

5.5

BATTERY

73

C50W

C65M

c;:.CE :SC C:S:

Opens
2. SOO{r.p.m)=:l50
15' .... 4. 000{r.p.m );o"::C

::

;....-

g "t--~~-t------------

20+--f--+----A
!Sj------1----+--1 '-f -- -- -14 -

- f-------1

12i-- f - - !Oi---f----+--l

1.000

Eniine revolution (r.p. m)

a.

5.5
1.

Fi gure 5- 14.

Spark advance performance chart

Figure 5- I 5.

Inspecting spark advancer

figure 5-16.

Battery

In sp ecti ng t he Spar k Advancer


I 1l

The check of the spark advancer operation may


be performed on the engine with a timing light.
When checking a removed unit, spread the
counterweig hts apart with the fingers and if the
weights retu rn to the normal position smooth ly
when released, the advancer is o p erating satisfactorily. (F ig. 5-1 5)

121

Check for broken spring.

BATTERY
C O NSTRU C TION
The battery stores the electricity p roduced by the
generator for use as a source of power for the
safety it ems such as the turn signal lamps. At present,
all battery used for small type vehicles are of a lead
storage type inclosed in a plastic case.
The
construction and the name of t he componen t parts
are shown in Fig 5.17 (F ig. 5-1 6, 5- 17)

2.

RATING

Capacity

MBC 1- 6
6V
2AH (10 hour rate)

Normal charging rote

0.2A

Specific gravity of
el ectro lyte
!when fully charged!

1,260- 1,280
at 20CI68Fl

Type
Voltage

e electrode plate

Figure 5- 17.

Co struction of battery

74

5.

ELECTRICA L SYSTEM
3.

0 I ,300
0 I ,280
I , 260
~
.;:;- I, 240
:;: I ,220
~
I, 200
""' 1,180
~ I, 160
'-'
I, 140
"'0.. 1,120
en
I , 100

( 11

60

::

~:: -

::21 capacity

,es al capacity
Figure 5-1 8.

INSTRUCTION ON USE AND SERVICING

70

80

90

100

(%)

High Charging Rote Output Tap


fh e dynamo on t his motorcycle is provided with a
high charging ra te output tap. Connectors are
installed on the lea ds of both the normal and high
charge rate taps to simp lify making the change.
When riding constan tly at a speed of 20 t o
25 km/h 112.5-15 m/ hl use the high charge rate
tap to maintain the battery in proper charge.

121

C heck specif1c gravity


Before using the battery, check the capacity and
if the specif1c gravity of the electrolyte is below
1,220 at 20C 168 Fl (less than 7 5 % capacity) ,
the battery shou ld be recharged.

(%)

S:oec''ic gravity and residual capacity chart

(Caution)

Maximum
Minimum
131

Figure 5- 19.

The relation between the battery capacity and


the specif1c gravity (residual capacity) is shown
in Fig 5.18. When the specif1c gravity is 1.189
at 20C 168Fl lless than 50 % capacity) the
residual capacity is small and if continued to be
used in suc h a condition, it will eventually lead
to tro ubl e as well as shortening the battery life,
therefore, the battery sho uld be recharged as
soon as possible (Fig. 5-18)
Inspecting the electro lyte level. As shown in Fi g
5. 19, if th e electroly te level falls below t he
LOWER LEVEL, remove the f11 1er cop with a
screw driver or an app ropriate tool and f111 the
battery to th e UPPER LEVEL with distilled water
or f11tered wate r. Do not f11 1 beyond the UPPER
LEVEL. (Fig. 5-19)
w ith frequent use of th e turn signa l lamps and
stop li ght .

131

Making many short tr ips or w hen considerabl e


amount of r iding is don e in relatively heavy traffic,
requi ri ng frequen t stop and go .

141

When moto rcyc le is ridden only at fr equently


interva ls.

(Note)
( 11

Bat tery electro ly te tends to evapo rate readily


when the mo to rcycle is ridde n for an extended
period at high spe ed such as during a tou r, ther efo re, a more frequent check of the electro lyte shou ld be made.

121

When constant replenishing of the battery electrolyte is r equired, it is an indication of overchargin g, th erefore, the battery charging lead
should be reconnected to the lead for t he norma l
charging rate.

Procedure for changing rates


Remove the front cover and locate the fandem outer
co rd connector located between the wire harn ess ana t
the dynamo leads. The wires to t he conn ectors are
colo red green and pink. For normal char ging rate, the
green cord of the w ire harness is co nnected to the
green lead from the dynamo. For high charging ra e
the green cord is co nnected to the pink lead.
The co nnec tion sho uld be made to the high chargin_
rate terminal to extend th e life of the battery, unclethe following conditions :

Ill
121

When considerable night riding is anticipated.


Riding at slow speed, 20 to 25 km/ h ( 12.5-15 m, ~

5.5

- --

r:

=-

SE

-~-;; --e turn signal lamps beyond necessity.

turn signal lamps w ill discharg e a fully charged bQttery within 40 - -

e-
=..;
' -e-e e -e vent pipe is removed during recharging, it must be reconnected w hen the bo-eCo:e s-:J Ia be excersized not to restrict the opening (Fig. 5.19).

5.

BA TIERY CHARGING PROCEDURE


The instru ctions for normal and rapid charging ore of follows :
Normal charge
Connection

Rapid charge
Some as left

f------- Charger

8<B

Connect the charger

EB

Battery

~<B

to th e battery

" charging two


" ore more batteries" atea
When
t ime, perf orm th e charging in series.
Charging current role
Checking for
full charg e

Charging duration

Remarks

(1)

Specific gravity : 1.260-1.280


(20C : 68 Fl maintained constant
(2) Voltage: Battery attains and maintain
a voltage over 7.5V when
charged at 0.2A
The battery is ful ly charged when the
above condition is obtained. During the
final phose of cha rging, Iorge volume of
gas will be emitted.

Ill

By this method, a fully discharged battery


will be fully charged in approximately
12-13 hours.

By thiS method, 0 fully discharged


battery will be full y charg ed in
approximately 3-4 hours.

(1)

!21
(3)

6.

0 .6- l.OA

0 .2A

(2)

Specific gravity: 1.260-1 .280


maintained !20 C: 68Fl
Vo ltage: When Iorge volume
of gas is emitted f rom the bottery (in about 2-3 hours for
fully discharged battery!, reduce
charging rote to 0.2A.
Battery is fully charged w hen a
vo ltage of 7.5V is maintained

When the charging is urgent, quick charging method may be used, however,
the recommended charging cu rr ent rote should be under 2A.
If the charger is equipped with a timer, the specified method shou ld be followed.
The rapid charge method above refers to battery charging with a
o Pdard
charger.

TROUBLE SHOOTING AND PREVENTATIVE MAINTENANCE


The battery is being recharged all the while the
engine is running . Further, while running, the load such
as the use of the turn signal lamps horn are placed on
the battery (discharged!, as the resu lt, the battery is
qeing discharged at the same time it is being recharged. In the long run, the discharge and the
recharge is in balance. The system has been designed
in this manner. Under certain condition when the
balance is upset, then trouble develops.
To obtain maximum life from the battery, it is
necessary to locale t his trouble and toke the appropriate action early.
,
The trouble to the battery are mainly exte rnal
such as cracked case, broken terminal. disconnected
lead wire. The battery condition, trouble, corrective
action ore shown in the following table.

figure 5-20.

Sul'oo-

5.

76
7.

TROUBLE SHOOTING AND CORRECTIVE ACTION


Tro uble

A.

ELECTRICAL SYSTEM

Sulfation

The ele ct rod e plates are


covered with white layer
or in spots !Fig. 5-20).

Probable cause

Corr ect action

1. Charging ra te is too small o r else


excessi vely la rge.

1. When stored in a discharged condi tion, the battery should be recharg ed o nce a mo nth even wh en t he
moto rcy cle is not-used.

2. Th e specific gravity o r the mixture


of the electrolyte is improper.
3.

Battery left in a discharged condition for a long p eriod. !left w ith


th e sw it(h tur ned on)

4.

Expo sed to excessiv e vibration due


to improper insta lla tion.

2.

Check the e lectroly te peri odically


and a lw ays mai ntain the proper
- level,
10-13 mm (0.400- 0.5 18 in.l
above the plates.

3.

In a lightly discharged conditi o n,


the battery may b e restored by
overcharging at 20H.

5 . During cold seaso n wh en mot orcy cle is lefi stor ed, the wi ri ng
should b e disconnected .

Depending upon t he conditio n, performing recharging a nd discha r ging


sev era l t imes may be suffi cient.

1. Dirty contact areas and case.

1. A lw ays maintai n the exterior clean.

Battery discharges in addi tion to that caused by the


connected load.

2. Contaminated electrolyte or electr o ly te excessively concentrat ed.

2.

C.

1. The fuse and the wiring is satisfactory; the loads such as turn signal
lamp and horn does not function.

1. W hen the specific g ravity falls


below 1,200 120C : 68FI, the bat tery shou ld be r echarged imm ediately.

B.

Self discharge

Discharge rate large

Specific gravity, gradually


lowers and aro und 1.1, the
turn signal lamp and hor n
no long er functi o n.

D.

High charging rate

The electrolyte level dro ps


rapidl y but the char g e is
always maintained at 100 %
and the condition appears
satisfactory.
A condition
which is overlooked. (specific gravity over 1.2601
E.

Specific gravity drops

Electrolyte evaporates

In this condit ion the motor cycle w i ll


operate but w ith pro long use, both
the EB and 8 plates wi ll react
with the sulfuric acid and form lead
su lfide deposits, lsulfationl making
it impossible t o recharge .

1. The deposit will heavi ly accumulate


a t t he bottom and wi ll cause interna l shorting , causi ng damage to th e
ba tt ery.

1. Shorted
2. Insuffici ent charging
3. Dtstill ed water ove r-filled
4.

Contaminated electrolyte

Handl e th e r epl enishi ng fluid w ith


ca re.

2 . When th e ba tt ery fr eque nt ly becomes discharged whil e operat ing


at normal speed, check the genera tor f or proper output.
3.

If the battery discharges under


normal charge o utput, it is a n indication of over loading, remove som e
o f the excess load.

1. Check t o assure proper charging


rate.
2. W hen overcharg e condition exist
with the pr oper char ging rate, place
an appropriate resistor in t he charging ci r cuit.

1. Perf orm specific gravity measurement.


2. If the addition o f distilled wa ter
causes a dro p in specific g ravi ty,
add sulfu ric acid a nd adjust to
proper specific gravity .

5 .6
5.6

SP

77

SPARK PLUG

PUG

::: -;; performs one o= -e -:::s- - ~portent


- ne engin e igni io
s, _ e":l. The high
o :::;;;e :::r oduced by the mogneo o e ignition coil
s re::e ed by the spark plug O"O causes the high
e sio n spark to jump across from he cente r electrode
of he spark plug to the side electrode within the
engin e combustion cha mber. The spa rk ignites the
compressed fuel mixture in the combustion chamber
a nd produces on explosion w hich operates the engine.
Even under various adverse conditions, durability and
reliability is required. (Fig . 5-21)
-

-~

-- -

Figure 5-21.

1.

Spork plug

SPARK PLUG
The operation o f the engine ca n be determined
by the condition of the plug. The firing area of the
insulator colored white, gray or light gray indicates
good condition and is performing satisfacto rily.

2.

HEAT RANGE OF THE SPARK PLUG


The firing area of the spa rk plug insulator is
exposed to ca rbon and oil while the engine is o perating, and to prevent its build-up, plugs are designed
to burn off any deposits by the heat of combustion.
Spark plugs which are too cold wil l not burn off the
carbon and oil deposits and wi ll cause shorting of
the high tension voltage resulting in the engine to
mis- fire . In the opposite case, the power output will
be drastically reduced .
In order to prevent the above troubles, the surface
of the insulator firing area must be maintained at
approximately 500-870C 1932-1600 Fl range. This
temperature is referred to as the self-cl eaning
temperature.
The temperature of the spark plug will vary to a
considerable degree with the type engine and design, riding condition, and fuel.
In order for the plugs to function properly under
the different conditions, it is necessary for the plugs
to properly dissipate temperature of the plug caused
by the heat of combustion.
The rate of heat dissipation of the spark plug is
the heat range of the spark plug. A spark plug which
readily dissipates the heat and which is difficult to
overheat is referred to as a "Cold Type", A spark
plug which retains the heat and which will burn readily
is referred to as a "Hot Type". On engine operating at high temperature, a spark plug which is difficult
to overheat, in other words, the cold type spark plug
is used and for engine operating at low temperature
a hot type spark plug is used. (Fig. 5- 22, 5- 23)

Metal packing

gap
Side electrode
Figure 5- 22.

Construction of spark plug

Hot type c -4

c-

CI

c - -s st? a o JJse
, .,
c - g -~ -- -- - ~
c - ~-=~---~ -~
c - 1;- --- --- g -- ~

c - ~- ______ ::-___} ~

I C - , _ ----- .. ----

Cold tpe

Hot type
( low te~era ra se
Figure 5-23.

.iij
cr:

Cold type
( high temperature use)

Hea range of spark plug

5.

78

ELECTRICAL SYSTEM
The correct spark plugs for the different models
ore shown in Fig. 5- 23.

3.

SPARK PLUG REACH


The reach of the spa rk plug refers to length of
the th readed section. Different model mot o rcycles
hove cylind er head designed with different depth of
spark plug hole, th erefore, the spark plug with the
proper reach shou ld be used. (Fig. 5- 24, 5- 25)

figure 5- 24.

The following unsatisfactory conditions will occu r


if plugs of improper reach ore used.

Spark plug reach

CD
X

Carbon wil l be deposited on the exposed thread


and cause damages to the threads in the spark
plug hole during p lu g removal

b.

The plug tip w ill become overheated, causing


p re-ignition.

Standard reach
Figure 5- 25.

Reach too long

Reach too short

Spark plug electrode

4.

Reach too long

a.

Reach too short

a.

Carbon wi ll be deposited on the threads at the


bottom of the plug hole and when t he spark
plug of the proper reach is install ed, t he plug
hole threads will be damaged.

b.

Du e to the cavity left by the short reach, exhaust gas will accumulate causing decrease in
power output, overheating, engine malfunction .

SPARK PLUG REACH


The spark plug firing, rega rd! ess of w hether th e
primary power supply is f rom on A.C. Generator or
a D.C. sou rce, is produced by the high vo ltage
seconde ry coil. The voltage generated will vary with
t he engine speed, however, with the . proper spark
gop, there is sufficient vo ltage to produce a spark
for t he required exp losion . If the spark gop is too
wide, a very high vo ltage is necessary to produce a
spa rk and, in w hich case, a misfire wil l result at low
speed.

figure 5- 26.

Sooty plug

Figure 5-27.

Overheated plug

On the other hand, if the gop is t oo narrow, a


spark w ill be produced at a very low vo ltage and
since the spark will be of a low energy, on in compl ete
explosio n wi ll toke p lace, resulting i n engine malfunction.

CO~R ECTI V E

PLUG TRO ~-=


~:: :-: - i ~g,

occass8-::

79

SIGNA

5.7
::::~

- -:

AC TIO

ci ring acceleration.

ooabl e Cause
:: ... g electrodes
2.

C orrec ,e

Mis:ire caused by the insulation of


the electro des due to carbon deposits
o r fo uling w ith oil.

" ug w et with fuel

1. Too ri ch a f uel mi xtur e.

3 . Flushed over

2.

Excessive

i ntake

of

fu el

2.

Dry the spark plugs, c-a-ge -e


procedu re on the use o :::~::: e.
a nd

properly

adu>.

~e

gap .

starting.
3.

Adjust the spar< go::; :::::


retor.

3 . C lean

during

::::ou-

1.

Dirty insu lator and excessive spark


gap.

B.

Malfunctions when c limbing, backfi res, pre-ignition.

Symptom

l. Electrodes

not

noti ce-

able dirty.

2. El ec t rodes excessi ve ly
er roded.

3. Small deposi ts o n the


insulato r.

Probable Cause

l. Insufficient torquing of the spark

Co rrective Acti o n

l. Replace plug gasket o r r eto rque

plug causing exhaust gas lea k.

the plug.

2. Ad just the carburetor.


3. Ad jus ig ni ion iming.
4. Replac e h spar p lug of higher

2. Too lean a fuel mixture .


3. Ignition timing too far adva nced.
4. Improper plug, heat range too

he a ra nge. !higher numbered p lug]

low.

4. Indi ca tion of burni ng.

(Fig. 5- 26, 5-27)

TURN SIGNAL LAMP

5.7

The flasher system wiring is a s shown in circuit


diagram Fig. 5-29. A sing le relay whi ch is used for
both the right and left flashing o perati on is instal led
on the right side of the frame body.
There a re several types of fla sher relay f o r t he
different functioning principle. Th e so leno id thermo
type is used on the Hondo (F ig . 5- 28, 5- 29)

1.

INSTALLATION INSTRUCTION
I 1l

Always use the specified turn signal lamp bulbs.


Bulb of a different si ze w ill cause a change in

C65
Figure 5- 28.

Flasher relay

the fla shing rate.


121

Make sure that the con nections are good and


the grounding secur e. A poo r g ro unding wil l
cause th e lamps to fai l in fla shin g.

131

W hen th e turn signa l lamp fail to fl ash, it is an


indicatio n of a burned o ut b ulb.

141

The connectors are co lor coded to id enti fy th e


wi r es.
Inse rt the connecto rs comp letely to
prevent loosening du ri ng riding and causing sho rt
cir cuit.

Battery 6 V2 AH
.-- -- -,

, . . - - - ---1:*--'H
, 111111-,:. -- - -

'-----'

ed
.,.

e~d Turn signal

relay

Combination s, i ch

""'

Turn signal switch

ri.h
:.rJ:;

Turn signal
I~ lamps, 6V8W

Fi gure 5- 29.

Flashing circui t diagra m

5.

ELECTRICAL SYSTEM
2.

FLASHING TROUBLE AND CORRECTIVE


ACTION
11

Burned out bulb


Cause : Similar to the head light bulb; due to
high voltage generated during riding.
Cor r ective action :

121

Couse :

Figure 5- 30.

Une ven height of the socket or bulb


conta cts .

Corrective action : Fi le the higher contact to


provide a uniform pressure
at all the contacts.
(Fig. 5- 30)

Turn signal lamp spring contact hol der

131

Headl ight bulb

Replace wit h new bu lb.

Poor socket contact

The above 1 and 2 will cause on ly the troubled


light to be affected, however, when both t he
front and rear bulbs fail to light, it is an indica- .
lion of a defective turn signal switch or a b reak in
the flashing circui t. Locate the trouble and repai r .

5.8 HEADLIGHT
The purpose of the headlight is to provide safe
riding at night, therefore, make sure that the following conditions are adequate.

Headlight socket
Headlight assembly

1.
Figure 5-31.

Construction of headlight

HEADLIGHT TROUBLE AND CORRECTIVE


ACT ION
11

Burned out
Cause :

Headlight bulb

May be due to defective bu lb, however, the main causes are due to high
voltage genera ted du ring riding, excessive vibration when riding at high
speed over bad roads. (Fig. 5- 31)

Cor rective act ion : Replace w ith new bulb


121

Poor socket contact

131

When poor contact is caused by corrosion,


polish the contacts w ith a file or sand paper.
(Fig. 5- 32)

Soldered terminals
141
Figure 5- 32.

Soldered terminals

Diaphragm

Broken wi ring
Cause :

Wi re br eaking loose at the solde red


end due to vibration f rom riding over
bad roads.

Corrective action : Resolder the wire


p roper contacts.

Resonator
Insulator

5.9

to

the

HORN
The horn is used to provide an audible warn ing.
An electrical current is passed through t he stationary

Figure 5- 33.

Horn

5. 70

SELENIUM RECTIFIER

81

_ =-=- = _

e ectromagnet which causes a steel


::oie and produce sound.
Whe n
_ =-=;:: ed, th e stee l core is drawn in, at

-=

-~

--=

::ea ks the contact which opens the


causes deenergizing of the coi l.

:- : =- ::~d
--= :-ee

core is conn ected to the r esonator plate

:::-:: :::.:es i. to vib rate , producing the sound.

--e rouble symptoms of th e ho rn are, no sound


:::::: ced, w eak so und, poor quality o f tone . Perform
e .spection in the fol lowing manner.
If th e horn does not produce a ny sound, first
check to see if the fuse is bl own . (Fig. 5-34)
2

Wh en checking any defect condition, co nnect the


horn directly t o the battery w ith seperate leads.

o.

Proper sounding w ill indi cate a defective horn


switch.

b.

When t he sound is weak, adjust the sc rew at


the back of the horn. (Fig. 5- 35)
Turn the screw t o th e right t o de crease the
sound.
Tut n the screw to th e left to inc rease the sound.

31

H o rn p roduces a sound of poor quali ty.


Remove the ho rn a nd check for poor point contacts, rem ove th e wires at th e terminals and
measure the resistance of the coi l. The resistance
sho uld be appr oximately 1fl.

Battery Installation
I 1I

W hen installing a fully charged batte ry, clean

adjusting
' Figure 5- 35. Ad justing

the horn

the exterior tho ro ughly w ith water.


121

Apply a coating of grease o r vaseline a ft er


connecting th e leads to the batt ery t erminals t o
pr event corrosio n.

131

Make su r e that t he

EB

and

connecti o ns are

pro perly made.

5.1 0

SELENIUM RECTIFIER

The function of the rectifier is t o convert A.C.


to D.C. and is used o n all A.C. generator o r A.C.
generating coil.
It utilizes the phenomena of a ll owing the cu rrent
to now in one dir ecti on and permitting only a small
amount o f current to now in the r eve rse direction.
The construction of the rectifier is sho wn in Fig. 5.36
(Fig. 5- 36)
w ith a mo isture-proof paint applied.
The electro d e a lloy side, co mpar ed to the opposit e side havi ng a st ee l pla t e, is rai sed approximately 1 mm 10.040 in ch) making it easy t o r ecogni zed
even w ith the surface paint ed. The C50M, C65M are
equipped with a f ull wave rectifier, whereas, th e C50,
C 65, S50, S65 ore eq uipped wit h half wove recti fi ers.

Dielectric coating

~r~z~z~?~2~?:~~~~z~z~?:~>~~7.~..~_,~'~'~~~~E;~~~:~i~~ctrode
Stee I plate

r
ormal lira: :: : ea:~ c resistivity
Re ;rsairc:: : - ='" e.ec c resistivity

Figure 5- 36.

Selenium rectifier construc ti on diagram

82

5.

ELECTRICAL SYSTEM
Selenium Rectifier Inst allation and Handling.

Seleni um wafer

( 1l

Do not bend, cut o r scratch the selenium wafers.


(Fig. 5- 37)

121

The rectifier locking nut (painted nut) shou ld not


be loosened or the wafers rotated. (Fig. 5.38)
Any movement w ill cause the electro d e alloy to
peel, affecting th e rectification function, fu rt her,
it wi ll destroy t he moistur e-proofing and thereby,
shorten the life of the selenium rectifier.

131

T eke adequate caution not to permit rain , sa lt


water, wat er or battery electro lyte to get on the
selenium rectifier, in which case it will cause the
amount of current flowing in th e reverse dir ectio n
to increase. Further, if the selenium wafer i f
exposed to moisture fo r any length of tim e, oxide
will be produce on t he surface, resulting in a
shorted condition and the f ollowing trouble will
occur.

,--------,
I
I

I
I

'\
Delective scratch

Figure 5- 37.

Axis
\

'

I
I

Delective break

Da mages to selenium wafer

,('"Frame

a.
b.

0
Selenium rectifier
locking nuts
Figure 5- 38.

141

Do not misalign the wafers

Battery wi ll become discharg ed.


Malfunction of the charging system.

Do not start the engine in a condition where t he


battery or the lo ad is not connected.
(the circuit being electri cally open )
Exa mple:
a. Loose or discon nect ed lead at t he battery
terminal.
b.

Loose or disconnected terminals on the lead


between t he battery and the EB side o f th e
se lenium recttfier.

c.

Running witho ut a battery.

Sel enium rectifier i nstallation instruction

d.

Loose o r disconnect ed t ermina ls between t he


frame gro und and the
side o f the se lenium
re ctifie r IC50, C6 5, S50, S65 do es not use a
f rame ground, ho w ever, t he C50M, C65M use
a full wave rectifier and it is import ant that no
looseness at the frame exist!.
If t he engine sho ul d be start ed under the above
condition o r i f such condition should develop
whi le th e engin e is being operat ed , a high vo ltag e
wi ll be pro du ce d due to t he absence of any load
on t he coil, and this high voltage will cause a
large amount of current t o flow through the r ectifier in the r everse direct ion, r esulti ng in th e
eventua l pun cturing of t he selenium rectifi er.
Therefo re:
a. Always maintain al l electr ical conne ctions in
t he circuit in a good con ditio n.
b. Und er no circumst ances sho uld t he engine b e
st a rted without the batt ery connected .
Ch eckin g the Condition of th e Se lenium Re ctifi er

I 11
121

Use se rvice t est er.


Test proced ure
a . Set t he se lecto r switch to "R esistance X 100 "
b. Use 6V as a power source
c. Sho rt a c ross t he EB an d 8 leads of fhe tester
and regulate th e adjust er knob so t hat t he
t est er indicator need le is pointing to "0" on
the "R esist ance X 1 00" sca le. (Fig. 5- 39)

Fi gure 5- 39.

Co nnecting th e test leads

5. 11
-= ,:e e ..,ium

SPEEDOMETER

83

recti!Jer

:-::- "e lead wire

from the rect ifi er

:-_:;._--;; in th e normal direction !C50, C65,


: 5. Conn ect the
side of the tester
erminals and the white lead of the se lenium
-e::-i"er with test lead, connect the
side
o= he tester "X" terminals and the red lead
of the rectifier and then measure the r esist ance.

EB

:~:

Wni e-

The selen ium rectifier is in good condition in


the norma l direction if it measures less than
15.fl (Fig. 5-40)
c.

Measuring in the reverse direction !C50, C65,


550, S65l. Perform the measurement in the
sam e manner as for the normal direction
measurement but with the tester "X" t erminals
connected in reverse, the
conn ected to the
white lead of t he selenium rectifier and t he
side t o the red lead o f the rectifier. The
selenium rectifier is in good condit ion in the
reverse direction if i t measures over 1500f2
(Fig. 5- 41)

EB

EB side of the

Fo r C50M, C65M, connect the


tester "X" terminals to the brown
leads and the
side to the red
re cti fier for the normal direction,

(4)

Figure 5- 40.

Measuring in the normal direction

......:::
"'E
E
:::1
(/)

"'
"'
E

Whitel

?:;.

+ Re

a nd y ellow
lead of the
and for the

_j

EB

reverse direction, connect the


side to the
red lead and
side t o the brown and
yel low leads. The sel enium rectifie r is in good
condition if the measured resistance values are
the some as above. (Fig . 5- 42)

6 or 12 V power supply

Figure 5- 41.

Measuring in the reverse direction

Brown

Checking the condition of the selenium rectifie r


as described above, the low resistan ce in t he
normal directio n and a high resistance in t he
r everse direction indicates a good conditio n of
the selenium rectifi er.
(Note)
The service tester will give a co ndition indicati on
of the selenium rectifier, however, sin ce the true
characteristics will vary wit h the app lied voltage
and wave form, on electrical test should be performed by a specialist in acco rdanc e with the
specification .

Yellow

-=Figure 5- 42.

Figure 5-43.

Battery

Wiring method for C50

S;oee~ome e'

6. 7

6.

PERIODICAL ADJUST

85

DIC ADJUSTMENT

6.

NANCE INSPECTION
- e

die inspections should be performed at regular

s:::ec le a nd designated mileages in order to obtain


scrisfoctory service as well as to extend the useful
life from y our motorcycle.

A.

ENGINE ADJUSTMENT

l.

MEASURING COMPRESSION
A low
responding
leak f rom
adiustment

compression pressure will result in a cordrop in the engine power output. Pressure
any cause may effect the engine speed
at low speed and cause engine stal l.

a . Remove the spark plug.


b.

Insert the end of the compression gauge into the


spark plug hole and hold fir mly to prevent pressure from leaking. (Fig. 6-1}

c.

Operate the kick starter rep eatedly severa l times


with both the choke and throttle in the fu ll o pen
position.
(Caution}

CD

Make sure that the throttle and choke ar e


f ully opened, or else, a lower pressure indication will be registered on th e compression
gauge.

The cylinder compression pressur e indication


w ill gradua lly in crease w ith each kick, therefo re, continue kicking until the pressure
stabilizes at the highest point.

To obtain a true cylinder pressure indication .


the measurem ent should be made after th e
engine attains ope rating temperature.

@
@

Check for the proper operati on of t he va lves.


Make sure that the co mpression gauge is firmly
fi tted in the spark plug ho le.

d. The standard spe cified cylinder compr essio n pressure


is 12kg/cm2 1172 lb/ in 2). (Fig . 6-2}
e.

f.

In case the compression pressure exceeds 14kg/ cm2


1200 lb/in 2 ), it is an indication of heavy carbon
deposit accumulation on the cylind er head or the
piston. The deposits shou ld be removed by disa ssemblying the cylin der head from th e cylinder.
When the compressio n pressure r egist er s less than
9kg/cm 2 1128 lb/ in 2 ) , it is an indicatio n of pr essur e
leak. First, che ck th e tappet adiustment and see ifj ~
the condition can be co rrect ed, disassemble th e
engine and in spect the condition o f the va lves, the
head gasket and piston rings.

2.

TAPPET ADJUSTMENT

Compression gauge

Figure 6- 1.

Measuring co mpression pressu re

k Stanaarcrq;,r.:r.

6.

86

MAINTENANCE INSPECTION
Th e tappet clearance wil l have a great deal of effect
on the va lve timing. If the clearance is too small, it
may prevent th e valve from fully closing and r esult in
pressure leak at the va lve. On the other hand, an
excessive t appet c lear ance will produce tappet no ise
and resu lt in . noisy engin e operation. The ta p pet
clearance w il l have a varying degree of effect on th e
e gin e power o utput, engine operation at slo w sp eed
~d e gin e noise.
V alve clearance

Figure 6- 3.

emove the left crankcase cover and a lign the


i i g mark " T" on the flywheel with the align-:er' mark on the crankcase. (Fig . 6- 3)
e-,o e 'he appet adjustin g cop on the cylinder
~eaa_:a 'ld check th e clear ance between the
od;us'i g screw and the va lve. (F ig. 6-4)
If he o lve is ac ua t ed bv the rocker arm and
is in the open position, rotate the flywhee l on e
complete turn to set the piston at top dead
center of the compression stroke, and t hen

;.

Thick ess gau ge :

perform the check.


2.

Figure 6- 4.

Adjustment

Loosen t he adjusting scr ew locking nut end make the


adjustment with th e adjusting screw t o obtain the
stan dard c learance of 0.05 mm 10.002 in) for both
the inl et and exhaust valves.
Turn screw c lockwise for closer clearance.

Adjusting tappet cleara nce

Turn scr ew counter clockwise for wider clearance.


The tappet c learance ad ju siment for the C50, C50M,
C65, C65M, S50, S6 5 are identica l.
(Note)
1I I

The adjustment must be made with a cold engine


a nd t he c learance measured wit h a t hickness
gauge.

121

When locking the adjus\ing scr ew, hold t he screw


to prevent its turning. (Fig. 6- 5)

3 . Inspection

Figure 6- 5.

a.

Check to make sure that t he tappet c lear ance


is w ithin sta ndard t o lerance. Too sma ll o clearance wi ll cause t he va lve t o stay open with
a consequent pr e ssure leakage and r esulting
in hard st arling or no starting a t a ll.

b.

Check for improper valve t iming.

Locking the adjusting nut

3.

c.

Check for stret ch in the cam chain.

d.

Check for any slippage o f the timing sprocket .

IGNITION TIMING ADJUSTMENT


An impr oper igni' ion t iming. regardless of the accuracy
of the va lve timing o r the p r oper compression p r essure, w ill no t realize a satisfact o ry engin e performan ce.
Ignit ion timing out of adjustm ent w il l seriously affect
engine power o utput as we ll as t he fuel consumption.

Figure 6- 6.

Aligning to the " F " mark

6.1
1. A lig

-e~

PERIODICAL ADJUST t 1

87

of th e " F" timing mark

a. ;:e-::he he left crankcase cover and align the


" f markin g on the flywheel to the timing mark
o n he crankcase. In this position, check to
rna e sure that the spark is produced across
the spark plug points. (Fig . 6- 6)
Perform this test by removing ond pl acing the
spark plug on top of the cylinder head.
2. Adjustment
Make the adjustment by loosening the
breaker lock screw.

3.

contact

When the ignition timing is retarded, move


the contact breaker toward the right.

When the ignition timing is advanced, move


th e contact breaker t oward the left.

Screwdriver
adjusting
point

Figure 6-7.

Adjusting the ignition timing

Figure 6- 8.

Adjusting the igniti on timing odv once .

Breaker point gop, 0.3 to 0.4mm (0.012-0.Ql 6 in)


max.
Improper ignition timing will result in combustion
to toke place at the incorrect point of compression,
making it impossible to o btain smooth crankshaft
rotation; th e throttle grip will require greater
opening , consequently, the fuel consumption is
increased.
Results of retarded ignition timing :
( 1)
(2)
(3)

Drop in power out put.


Drastic increase in fuel consumption.
Engine overh eats with a possibility of piston

siezure.
Results of advanced ignition timing :
( 1) Produces knocking and drop in power output_
In severe cases, damage to piston, connecting
rod, crankshaft may result, therefore, periodic
(2)

~ SERVICE TESTER

-.
/:~~: ~-

..

inspection shoul d be pe rform ed .


Upon completion of the point gop and ignition
timing adjustment, c heck for proper operation
of the spark advancer with a timing light.
(Fig. 6- 8)

r .
. - I

(Use of Service Tester )


Checking the operation of the spark advancer with
a tachometer
( 1)
(2)

(3)

(4)

Conn ect th e battery power, place the selecto r


switch to " Timing".
Insert the plug end with th e red and white
parallel stripes of the timing light into thP.
receptacle marked " Timing" .
Scr ew t he hexagonal connector, included wit h
the timing light, on the top of the spa rk plug
and after installing t he rubber cap, attach the
hi gh tension cord o f th e timing light t o the
conn ector with t he alligator clip.
Position the switch on the tachometer to
"connect", insert t he p lug from the tachom eter
into t he jack on t he tester mar ked "Jack" _
The 6,000 rpm is r ead off the green zone of
the meter diaL (Fig. 6-9)

Figure 6- 9 .

Service tester

Figure 6-10.

Filing breo er poi - contact

88

6.

MAINTENANCE INSPECTION
4. CONTACT POINTS

Worn contact point

Normal

Side contacting

Inspect the surfaces o f he contact points; if they


are burnt or pitted, dress the surface with an oilstone
or a point dressing file so that the center of the
points are making contact. (Fig. 6-10, 6-11)
After the points have been dressed, wash i n
gasoline or trichloroethylene to remove all trace of
oil.
Insufficient breaker point gap

Dirty contact
points
Figure 6-11.

Breaker

condition

(6)

The spark tends to linger, that is the interruption


o f the primary circuit is not completed at the
points, therefore, the secondary high voltage
build-up is reduced.
The closed duration of the points is longer,
producing heat and result ing in damage.
In conjunction with (6) above, the points wil l be
late in opening with a consequent delay in t he
ignition timing ; this will cause a drop in power
o utput.

Excessive breaker point gap

Figure 6- 12.

Spark plug clea ner

(6)
@

The duration that the points are closed is too


short to allow for sufficient current f1ow in the
primary circuit with a consequent low voltage
build-up in the secondary or the high tension
vo ltage circuit. This condition w i ll cause poor
engine starting, spark missing at high speed and
a consequent loss of power.
Engine over-heats readily.
The ignition timing is greatly advanced.

5. SPARK PLUG ADJUSTMENT


A dirty or damaged spark plugs, or plug electrod e
which are er r o ded will not product a good strong
spark, therefore, the spar k plugs shou ld be inspected
perio dically and cleaning and adjustments made. Spark
plugs with sooty, wet electrodes, o r e lectrodes
cover ed with deposits w ill permit t he high t ension
vo ltage to bypass the gap without sparking.
1. Cleaning

Figure 6- 13.

Measuring spark gop

Spark plug

a. The use o f the spar k plug cleaner is the r ecom mended method of cleaning the plugs, however,
a satisfactory cleaning can be perfo rmed by
using a needle o r a stiff wire to remove the
d eposits and then wash in gasoline fo llowed by
drying with a r ag. (Fig. 6- 12)
b. Adjust the spark gap aft er clea ning .
Set t he gap t o 0.6-0.?mm (0.024-0.028 in)
by bending the e lectrode on t he gr oun d sid e.
(Fig. 6- 13)
Spark Plug Inspection
a . Check t he spark intensity produced between t he
gap of th e gro und and the center electr odes.
(Fig. 6- 14)
Blue spor k ....... . Good condition
Red spark .... ... . . Poor condition

Figure 6- 14.

Checking spark plug

6. 7

PE JODICAL ADJ ST ,

89

Cause due to :
1. Low supply voltage
2. Defective ignition coil
3. Defective spark plug
4. No sparking may also be due to compressio n

(Caution)
(1)

Do not remove the deposii s by burning

(2)

When installing the spark p lugs, clean the seating


area free of oil or for eign matter and i nstall
finger t ight before torquing with a plug wrench.

(3)

The spark p lugs con be tested after adjustment,


with the p lug tester. With the high tension vo ltage
maintained constant, vary the test chamber pressure and inspect the condition of the spark.

6. FUEL SUPPLY SYSTEM


Restriction in the fue l supply system will prevent
sufficient fuel flow to the carburetor and cause engine
to sputter during acce leration or the engine may stall
at high speed.
a.

Check for sufficient supp ly of fuel in the tank.

b.

Disconnect the fuel feed tube from the carburetor


and check the fuel flow with the fuel cock in the
ON o r the RES position. (Fig. 6-15)

c.

If the fue l flow is insuffici ent, remove th e fuel tank


fr o m th e body and clean internally . Wh en the
flow is sti ll inadequate, remove the fuel cock,
disassemble and clean .

(Caution)

CD

Th e insufficient fu el flow may be caused by th e


plugged vent ho le in th e filler cap as we ll as
the restriction in th e fue l line. (Fig. 6-16, 6-17)

Figure 6- 16.

Fuel tonk cop c -:::.;

Figure 6- 17.

Fuel tonk cop cross sectio n (550, 565)

65MJ

The fue l cock is switched to RE S (r eserve)


from the ON position when the fuel tank
becomes empty.
Th e reserve fuel supply
7 u.s. pt ) for t he
contains approximately 0 8 g (1.
1.4 Imp pt
C 50, C50M, C65, C65M and appr oximate ly 1 &

2 1 u.s. pt)
( 1.6
Imp pt

for the S50 and S65 ' suffici ent t o

trave l approximately 50 km 131 mil and 60 km


137 mil respectively .
d.

Fuel strainer cleaning


Th e accumulatio n o f dirt and water in the fuel
cock strainer cup will cause a restrictio n in fue l
flow, resulting in drop in engine sp eed and molfunction of the carburetor.
C lean the cock,
strai ne r and the fi lter screen at perio!ilic Int erval.

6.

90

MAINTENANCE INSPECTION
7. FUE ST

--=

Poe

I ER C EANING

=::: ;- s.::-::-ces contained in the fuel


e =-o~ ne fuel tonk and
~ - --e 'o,eign substances and
:::-e=-e:: ..
e., er the cylinder and

---- -- --= --=

posses
enters
water,
causes

- Sa -e = e l coc
_-::e -

Fu el str a iner c

lever to the STO P position.


roiner c up .
eo- - 'de the s roiner cup and fi lter scr een.

;:a--::: e e

::

::.

'g . 6-1 8)
f i gure 6- 18.

C e::-

-= --

s-:: -:-

~~
LOP

Fuel

coc~

'~I

OPEN position

Strainer cup -

Overflow Joint

To carburetor

Fuel flow in 0 PEN position


Fuel flow in RES position

Fi gure 6- 19.

Fuel flow through the fuel cock

8. OIL FILTER SCREEN CLEANING


The engine oil is fi ltered t hr ough o system of double
filters befo r e being supplied to the various ports o f
t he engine. When the impuri!ies hove accumu lated
in t he filters to prevent its proper function , the o il
supp ly to the various ports ore starved and eventually
resu lt i n seizu re and damage t o the engine. It is
t herefore important that the fll:ers be cleaned
periodica lly.

I . Cleaning
( 1l
Figure 6- 20.

Cleaning oil filter screen

Re move the kick pedal.


remove t he oil pipe!.

(for

S50 and

S65.

6. 7
12

~~- -

91

s -e right crankcase c over, pu ll out the

s.::Qc n

(Co

PERIODICAL ADJUST

a nd w ash in gasoline.

(Fig. 6.20)

ion)
Ins all the oil fiter screen with the narrow
opered side toward the inside and the fin
on the filter screen toward the bottom.

9 . AIR CLEANER CLEANING


An air cleaner clogged with dust restricts the free
passage of inlet air and result in power loss or drop
in acceleration, therefore , to assure proper performonce, periodic cleaning of the air cleaner should be
performed.

Figure 6- 21.

Removing air cleaner cover 1550, 'S65l

l. Removal (C50, C50M, C65, C65M)


a.

Loosen the cop nut on t op of the front cover


and remove the air cleaner cover, then loosen
nut on the inside and detach the air cleaner .

Stiff brush

b . For models S50 and S65, remo ve th e air cleaner


cove r on the center right side, loosen the
screw and remove the air cleaner. (Fig. 6-21 )
2. Cleaning
c.

Top the cleaner lightly to remove the dust and


then blow dry compressed air from the inside
or use a brush. (Fig. 6-22)

(Caution)
I 11
121

Air cleaner

Figure 6- 22.

Cleaning air cleaner element

Figure 6- 23.

Clutch lever free plot

The air cleaner i s mode of paper and if torn


or damaged, replace with a new element.
Oil or water on the cleaner element

will

render it ineffective and will cause dust to


enter the engine cy linder, resulting in increased cylinder wear.

10. CLUTCH ADJUSTMENT


(550, 565)
The function of the clutch is to transmit or disengage the rotary power produced by the engine
to the transmission. If the gear is engaged without
the c lutch bei ng completely disengaged, the vehicle
will start moving with a jolt or the engine will stall
out. On the other hand, if the clutch is slipping,
the speed of the motorcyc le will log in relation t o
the engine speed.
1. Lever play (550, 565)
There should be 1 to 1.5cm 10.4-0.6 inl of free
ploy in the clutch lever befo re the clutch starts
to disengage. (Fig. 6- 23)

Figure 6-24.

Ao .sing I e cl ch 1550, S65l

92

6.

MAINTENANCE INSPECTION
2. Adjustment

Locking nut

Loosen the lock nut and turn the ad justing screw.


C50, C50M, C65, C65M :
Tur n to the right to increase the lever fr ee ploy .
Turn to the left to decrease the lever free ploy.
550, 565 .. .
Turn to the left to increase the lever free ploy .
Turn to the right to decr ease the lever free p loy .
11)

For model C50, C50M, C65 a nd C65M check


for slippage of the clutch and the disengaging
action.

!2 1

For adj usting the clutch on model S50, S65


remove the c lutch cover , loosen the locking
nut and adjust with the screw. (Fig. 6.24)
The ad justment of the clutch may a lso be
performed at the adjuster on t he clutch cable.
On C50, C50M, C65 and C65M modeL the
adj ustment con be made without remo ving the
c lutch cover.

3.

(Fig. 6-25)

Inspection (550, 565)


(1)

121

!3)

Check by kick sta rting and see if the engine


readi ly starts.
Start t he engine, grasp the clutch lever and
check to see if t he mot orcy cle starts moving
or t he engine stalls when the gear is shifted
into low.
The mot orcycle should start moving smooth ly
as the clutch lever is r e leased gradua lly w hile
increasing the engine rpm.

11 . CARBURETOR CLEANING AND ADJUSTMENT


A dirty carburetor or carbu retor out of ad justment wil l cause poor engine performance. As on
example, a ca r bureto r set to a lean fuel a ir mixtur e
will cause the engine t o over heat whil e a rich mixtur e
wil l cause engine to run sluggish. An overnowing o f
fuel from t he ca rbur etor is a possi ble fire hazard,
there fore, periodic clea ning and ad justment shou ld b e
per forme d.
1.

Figure 6- 26.

Adjusting the carbu retor IC50, C50M,


C65, C65Ml

2.

Cleaning
a.

Disassemble the ca rburetor and wash th e parts


in gasoline.

b.

Blow out the nozzles with compressed air and


after cleaning and reassembly, make the ad justment.

Idle adjustment
The idle adjustment is pe rformed with both the
thrott le stop screw and t he air screw by the
fo llowing procedure. (Fig. 6- 26, 6- 27)

Figure 6- 27.

Adjusting th e c;orbv reto r i$50, S65)

(a) Set t he thrott le stop screw to t he specified


idling speed (1ooo~ 1200 rpm)
!bl Next, adjust the a ir screw by turning s low~
in bo th directio n to obtain the highest eng ir e
speed.
Turni ng the screw in will produce a rich fu e
mixture.
Turning the scr ew o ut w ill produce a lean ' e
mixture.

6. 7
(c)

PERIODICAL ADJUS

93

ec_::e -e engine speed which has gone up


- o 'he specified RPM by regulating the
'!- - le stop screw.

i-

ldl Ai

his thrott le st op scr ew setti ng , r echeck t he


carburetor adiustment by manipulat ing the air
scr ew.

lei After the idling adiustment has been co mp let ed,


check th e carbur et o r by snapping th e thr o ttl e
and also c heck the thro tt le response. The ai r
scr ew shou ld be ,78 to 7( t ur n of t he specified
setting.

(Note)
A ll ad iustment sho uld be ma de after th e engine
has attained operating t emperature .

B.

LUBRICATING
The purpose of lubricat ion is to prevent dir ect
sur face to surface contact of the movi ng parts by
providing a film o f oi l between th e surfaces and t hereby, red ucing friction and preventing wear. It also
serves to coo l t he parts from the heat pr oduced by
fr iction .
Furth er, t he lubr icant penetrat es between the piston
and cylinder to for m a n o il film which act as a seal
t o maintain t he cylinder pressure.

1. PARTS NOT REQUIRING PERIODIC OIL


CHANGE OR LUBRICATION

Figure 6- 28.

Removing drain bolt

There are some parts which only require lubrication


w henever the pa rts are disassembled for repair or
r eplacement.
Steer ing stem stee l ba lls a nd cone ra ce}
Thro ttle g rip
G r ease
Main stand

2. ENGINE OIL CHANGE


Change o il at 300 km ( 185 mil driving and at
every 1000 km 1620 mi l th ereafter.

1. Oil Change
a . Remove t he oil cap and drain t he engine complete ly o f o il by unscrewing t he p lug at the
bo tto m of t he engin e. (Fig. 6- 28, 6- 29)

(Note)

figure 6- 29.

O il cap

The o il shou ld be drained whil e the engine is


still warm .
b. The proper o il leve l is indicated by the oil
between t he leve l markers o n t he gaug e when
checked without scr ewing t he cap down.

(Fig. 6- 30)

Oil level

O i l capacity

sz..e

0.8 .e (1.7 U.S. pt, 1.4 Imp ptl


After overhau ling the engin e, fi ll crankcase wit h
1.7 u.s. p t ) of o il
0 8 .e (1.4
how eve r ' during o il
Imp pt
'
changes r efill acco rding t o th e level gauge.

f igure 6-30.

Oil le , el gauge

6.

MAINTENANCE INSPECTION
Oil Brand and Grade
Honda ultra oil is r ecommended . The grade of o il
for the season is shown o n the R. crankcase lover .
When the Honda ultra oil is not available, use the
oil corresp o nding to MS. DG or DM in the A.P. I.
service classification .
(Fig . 6 - 31)
Under 0C 132FI ..... . ........... SAE 1OW
0 -l5 C !32-59 FI ...... . . .... SAE 20W
over l5C 159FI ... . . . . ... . . . . .... SAE 30

figure 6- 31.

(Note)
I l l Oil plays a prominent role in the life and the
trouble free performance of an engine, ther efore, it is very important that the oil change
be performed periodically and refrain fro m
using dirty oil over a long period. The mor e
frequent the oil change, the better it is for
the engine.
121 When refilling o r adding o il, it should not be
filled above the specified level. Overfilling wi ll
cause oil pumping and loss of power.
131 Use only recommend ed oil.

Ultra oils

3. GREASING
1. Lubrication

figure 6-32.

Apply grease to all grease nipples with grease


gun until the grease is forced out at the clearances.
(Fig. 6-32)
UsQ multi-purpose NLGI No. 2 grease .

G reasing

(Note)

(lJ
(21
131

C.

figure 6- 33.

Inspecting drive chain tension

Clean the dirt from the nipple befor e greasing .


Fit the grease gun nozzl e securely to the
nipple when greasing.
Excersize ca re and do not permit the grease
to become contaminated with dirt, dust or mix
with air.

DRIVE CHAIN ADJUSTMENT


An excessively slack drive chain will cause cho ir:
to whip, whereas an over-tension condition wi ll produce
resistance, resulting in lowering the power output a
the rear wheel. Always maintain the chain at the
specified t ension.

1. Tension Checking Procedure


a . Remove the inspection cover on the chain case
and check to see if the total vertical sla ck o=
the chain i s between 1 -2cm 10.40-0.78 in.
(f ig . 6 -33)
b . Perform adjustment by loosening the axle r vand sleeve nut and then adjust with t he adju~e
nut. (F ig. 6-34)
Tu rn to the right to decrease chain slack .
Turn to the left t o increase chain slack.
(Caution)
The ad justers should be at the same adjus- e
marks for both the right and left sid es.
_figure 6-34.

Adjusting the drive chain

6. 7

PERIODICAL ADJUST

'T

=;:;-::::::::::
clean and lubricate the chain.
;;= oil wil l ca use the chain links to bind .

::-::: c::: se un desirable effect on t he sprocket.

D.

BRAKE ADJUSTMENT
Brakes are the lif e-line of t he r id er , t herefore, do
not neg lect to perform the periodic inspection, daily
inspection and pr e- riding inspection.

1. FRONT BRAKE ADJUSTMENT


1. Lever free p lay
a.

Figure 6~35 .

Free play of front b rake lever

The fr ee p lay of the b rake leve r , that is, t he


distance between the norma l attitude and t he
point where t he brake starts to take ho ld
should be 2 - 3cm 10.73 - 1. 12 inl. (Fig. 6- 35}

b . Ad justment is
(Fig . 6- 36}

made

by

the

ad justing

nut.

Turn t o t he rig ht t o decrease the free play .


Turn t o the left to increase the free p lay.

2. REAR BRAKE ADJUSTMENT

Figure 6- 36.

Adjusting front brake lever

Figu re 6- 37.

Free ploy o f brake pe a

Figure 6-38.

Po s;ng rear bra e

1. Peda l free p lay


a. The free p lay of the brake pedal, that is t he
distance between the norma l attitude and the
point where t he b rake sta rts to take ho ld sho uld
be 2-3cm. (0.78 -1 .12 inl. (Fig. 6- 37}
b . Adjustment is made by the ad justing nut.
(Fig. 6- 38}
Turn to the right to decrease peda l play.
Turn to the left t o increase pedal ploy.
c.

When t he braking st roke i s sma ll, t he fo llowing


condition is apparent.
Il l

Too sma ll a c learance between brake pane l


and shoe.

(21

Loss of tension in the brake spring.

!31

Brake lining damaged due to overh eati ng.

95

6.

96

MAINTENANCE INSPECTION
E.

MUFFLER CLEANING
The function of the muffler is to muffle the noise
of the exhaust gases as it is emitted from the combustion chamber. In the process, t he carbon particles
in the gas accumulates on the muffler and the diffuser
pipe. Excess a ccumul ation of the carbon will restrict
th e now of th e exhaust gas, creating back pressure
which effects th e engine perfo rmanc e by lowering the
power o utput.
1. Clea ning
a.

Figure 6- 39.

Removing di';user pipe

b . Top t he pipe lightly to remove the carbon and


hen wash in so lvent or gasoline (Fig. 6-40)
The c logging of the diffuser pipe will cause a
drop in the engi ne power output. A loose
connection at t he gasket jo int will produce
und esi reab le noise fro m leaki ng exhaust gas.

Diffuser pipe

F.

Fig ure 6- 40.

Remove the diffuser pipe locking bolt and pull


o ut the diffuser pipe (Fig. 6-39)

SPOKE TORQUING
Riding with
loading on the
therefore, the
and retorqued

Cleaning diffuser pipe

loo se spoke will place on ununiform


rim os we ll as on the remaining spokes,
spokes should be inspected frequently
when they become loose.

Raise the wheel off the ground and check each


spoke for tightness, any spoke w hich are noticeably
loose should be torqued to the same value as the
remaining spokes so that the spokes are a ll of uniform
torque.
Use the spoke nipple tool and torquing
wrench. (Fig. 6- 41)

Fi gure 6- 41 .

Re to rqui ng spokes

G.

BATTERY INSPECTION
Lo ss in battery electro lyte o ccurs after lo ng use
and sho uld be repl enished perio dically. When the
el ectro lyte level drops to the po int wh er e th e plates
are exposed, it wi ll result in rapid di scharge t o the
battery. The battery, sho uld a lw ays be mainta ined
at the pro per electro lyte leve l.
1. Electo lyt e Level
a.

Figure 6- 4 2.

Battery

Remove the batt ery box, disconn ect the battery


cab le from th e battery, unfasted the battery
band and remove t he battery . (Fig. 6- 42)
The standard battery used is th e MBC 1-6.
!Mfg. by Yuasa Battery Co.l

::

- ::- a in the elec


-

-~-

97

PE ODICAL ADJUSTME T

6. 7

-e ' e. e

cbove

s electrclyte le el ~:::- -g on the


hen replenishi g coo cis-i led wa er

: ::se he electrolyte (e.e 1


-::- .,g. (Fig. 6-43)

'he upper

;s::: e ish by removing the ba ery cap at the


::o and odd the distilled wa er.
Al l three
::oo ery cells should be filled to the some level.
::>omaged and Dirty Battery Ca b le Connector
lrspect the connectors fo r clean liness and damage.
Clean the dirty connectors or replace damaged con.
nectars b efore making connection and apply a coating
of grease or vase line on the connect ors to prevent
co rrosion.

3. Specinc Gravity
Check the specific gravity of all three ce lls of the
battery wit h a hy drometer, if it measures be low 1.200,
t he batt ery should be charged.
A fully charged battery should indicate a specific
gravity of 1.280 at electro lyte temp erature of 20 C
f68 Fl. The specific gravity w ill vary somewhat with
t he temperoture at the rate of 0.0007 specific gravity
variatio n for each 1 C (1.8 FI change in temperature.
A rise in t emp erature wi ll cause a decr ease in specific
g ravity and visa ve rsa . (Fig. 6- 44)

Hydrometer

(Caution)

CD

Do not add any sulfuric acid to the distilled water


when r epl enishing.

When the drop in electrolyt e level is excessive,


check the discharge rate of the battery.

@ Excersize co re not to pinch t he batte ry cable

Figure 6- 44.

Measuring specific gravity

when making the battery installation.

@ A lso, make sure that the vent tu be i s not pi nched


@ When the temperatu re drops, the capacity of the
batt ery will lowers and cause hard sta rting. In
such a case, sto re the motorcycle in a worm place.

H.

SECURITY INSPECTION OF PARTS (CSO, CSOM, C65, C65M)

fi gure 6- 45.

Torquing points on lo.f s oe

CD

Hand le installat io n nuts.

St ee ring st em nut.

@ Fran c s o- o..e bo i.
@ 8X~2, hex be fs.

@ Front arm pivot bolts.

6 FroM c.,d eo axle nuts.

6.

98

MAINTENANCE INSPECTION

Figure 6-46.

T o rqui ng points on right side

@ Engine mounting bo lts and nuts.


@ Rear brake pivot pipe and c lip.
@ Speedometer cable gearbox assembly nut.

(j) Front and' rear wheel spokes.

Rear cushion installation nuts.


Rear brake pivot bo lt nut.

nut.
@ Rear brake torque link latch clip and
\

I.

Front and rear brake ad just nuts.

SECURITY INSPECTION OF PARTS (S50, 565)

Figure 6-47.

CD

Steering

Torquing points on left side

...
...
stem nut and handl e installation nuts.

@ Front and rea r axle nuts.


@ Front arm pivot bolts.

@ Fro nt cushion upper bolts.


@ Fro nt cushio n lower bolts.
@ Rear cushion in stallation nuts.

6.2

PERIODICAL INSPECTION A D SE VJCING

99

.;

Figure 6 - 48.

Torquing points on right side

IJ) Rear fork pivot bolt nuts.

6.2

Front brake torque link locking. nuts.


Rear brake torque link latch clip and nut.

@>
@
@

Engine mounting bolts and nuts.


Speedometer cable gearbox assembly nuts.
Front and rear wheel spoke.

PERIODIC INSPECTION AND SERVICING


It is of utmost importan ce to perform periodical
inspection and servicing so that troubles can be
prevented and the motorcycle maintain in the best
of operating condition. The inspection is classified
into two types, namely, the pre-riding inspection performed by the rider daily and the periodical inspectional
which is performed at a regu lar schedule either by
the rider or the service shop.

A.

DAILY INSPECTION
The following items of inspection should be performed as a matter of habit . (Fig. 5.50, 5.51)

CD

Figure 6 - 49.

Daily inspec tion poin s c~ e' s ce

C50,

C50M, C65, C65Ml

Check for excessive loosenes or sway of the handle.


Check for proper free play of the front brake
lever, 2-3cm {0.78-1 . 12 in) is normal.

@ Check for proper free play of the rear brake


pedal, 2-3cm {0.78-1.12 in) is normal.

@) Check clutch re lease operation.


@ Check for looseness and oil leaks in the front and
rear cushions.

@ Check the function of the headlamp, taillamp,


stoplamp.

IJ) Check the horn for sound.

Check operation of the turn in dicator.


Correct level and
{Q

8t

(1.7 u.s. pt) ).


1.4 Imp pt

condition

of the engine oi l

Figure 6 - 50.

~o:

cs:.

-s::ec ::- o c s o n right side !C50,

Cc " C ' 5'.'

100

6.

MAINTENANCE INSPECTION
@ Check for unusual e xha ust gas color.
@ Check fuel leve l.
C50, C50M : 3 .0 lit
C65. C65M : 4.5 lit
S50:
5.5 lit
S65 :
6.5 lit

!6 .3 U.S. pt: 5.3 Imp ptl


!9.5 U.S. pt: 7 .5 Imp ptl
111.6 U.S. pt: 9.7 Imp ptl
I13.7 U.S. pt : 11.4 Imp ptl

:@ Fro nt tire air pressure.


No rmal. . .... 1.7kg/ cm 2 124.2 lb/ in 2l
For loaded condition or for high spe e d riding
. . . . .. 1.8kg/ cm 2 125.7 lb/ in2 l
~ Rear ti re ai r pressure.

orma l. . .... 2.1 kg/cm 2 130 lb/ in 2 l


For loaded co ndition or for high speed driving
. ... .. 2.3kg/ cm 2 132.8 lb/ in 2 l
Figure 6- 5 1.

a te )

C>c , "spec!ion points on right side !5.50,5651

After inspecting the above items, attention should


be paid o the following points when riding .
Ill

121

Figure 6- 52.

Daily inspec.tion pai nts an left side !550, S6Sl

Aft er starting, wa rm up the engine for two minutes


a t low spe ed.
When t he e ng ine is cold, the viscosity of t he oi l
is heavy and d oes not per mit adequate lubrication
to all the parts.
Do not race the engine need lessly.

131

Refrain from abrupt acceleration or braking , tight


cornering.

141

Change oil every 500 km 1310 mil d uring winter


driving or when used mostly for short trips.

151

Check battery electrolyte level weekly without foil .


Under the following conditions, checks should be
made at a more frequent intervals.
a . When riding mo re than 50 km 131 mil doily.
b . Riding in mountainous area .
c.

More frequent inspection is necessary when


riding at high speed.

s= c .s

= ;; ;.::_-

--::e=-io - ::-:: :eDistanceM Km


I

(180

r. -f1

Adjust valve clearance

-~~;~~;--~-~-~-;~~--

..
__ ..,_. ,.

______.........._ ..

.........

Cle~~- ~~~-;~ -- ~~~;

~ ---.

... 1_.. ,. -- ~

-- -- ~

.. 1

- -~-

..-----------. --.. --..- ------,----. .. ,--- ----~ --

--~--

r...1. --r. l - "f "e . . - --- r. "T


.
T - - --. --- -. . . . . .
f ...... .I- - .- --- ,- -. ...... ... - - ---- -- -- - -

I.

~ --......- I~. . . . . .J_ _-_-_-_... 1 ..- .... ,

- --- 1

' Clean air cleaner

--- f r I I

Clean fuel straine r

..

. --1--- ...1 ----- ~---- - -l-- - - . ~ ---~---

- - ~ .. ~ .............

Clean o il filter

C lean muffler

-- ~ r

Adjust fr ont brake

--~~r;;ci

,. _ _. . r -r-- .

,---------- ~-- ..--- ..r-....... 1.. . . . .-.- r

Adj ust drive chain

~~-j~~~- ;-~~;~-;~~~

-r -~--- ----- ~ -- r- 1
_r ,--
~----r--

. --.. ~- - ------ ~ -- - -- ...

r------- ~------

Adj ust carburetor

. ..,. . . -..

-. I I I

~ - -.

r-r-- ~ ---.-

r ~ - -

Adjust cam chain --- ___ __ ........ ,

1 1
1__,_ 1
I 1
I . - -11 I

-- --- -- -. ------ I --Adjus ignition timing

= ::

1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000


(620) {1,240 )1(1 ,860) (2,480) (3, 100) {3,720) {4,340) {4,960

300

~ es

::e performed in accordance with the

101

...

iight~-~~-~ - ~i

lnsp-~~; -~~~~~~~;~~~

~ui~--

..

-- ~ -

- ~~~:e~j~~~~i;:-h~;~- ~~d -

r --- ----~ -- - ----- -

...

l e
-,

,.. . I I

1 I

r ---------1-.... ...- .... -...-- __, ____ ... 1_.. ________ 1_______ ..____.. _.. ______ \..... -

r. r------ 1 - - --r - r ---.. 1

. ----l...... ___....

.............. -

r_ . _ _ I ... I .

r.. I I

a-;;d --- -..-... ..--..-----T.... ____...,_____....____


1
-

I ..

T---. ....
..-....... -------....-.. l-........ ...1.... .. -.,

..

---- , -- -

~ -- - ---

- -- - -

7.1

103

ENGINE

7. TROUBLE SHOOTI G
It is most important that the cause o

any trouble be located as soon as pcSSI:::e

~d ' he oooer corrective

action t aken so that the serviceable li'e of t he engine will be extended.


In the following table ore listed the troub les, probable causes and t he corredi e :::::-:::-s..

1.

MAIN ENGINE TROUBLE


Troubles

Probable causes

Engine will not continue


running.

Corr ective action

1. Clogged fuel cock.


2.

Clean and inspect.

Plugged vent hole in fuel tank cap.

3.

Improper tappet clearance.

4.

The carburetor to intake manifold connecting tube damaged or leaking air


at th e jo i nts.

5.

Improper o il level

Engine malfunctions

1.

Defective spark plu g

aher warm-up .

2.

Defective ignition coil

3.

Incorrect flat lev el

1.

Oil being pumped into the combustion

By

engine speed. (oi l pump-

chamber due to excessiv ely worn or

a d, e>r replace the pa rts as requi red.

ing condition)

damaged

Excessive smoke at high

cyl inder,

I . Overheo ed spark p lug, replace

piston,

lit

pluf;s o' correct heo range

diagnosing

the

noise,

rebo re

rings a nd

burned during combustion .


Noise produced near the

1. Worn piston and cylinder

top of t he engi ne

I . Inspect and rebore cylinder and

The clearance between the piston and

replace worn parts.

cylind er is increased ca using the pisto n

2 . Replace connecti ng

combustion.

rod,

large

end bearing and crank pin.

skirt to slap agai nst cylinder wall during

3. Adj ust to proper specification.

2. Wo rn connecting rod large end pro duces knocking

Overheating engi ne

3.

Tapp et noise

1.

Carbon deposit accumulati on

1. Disassemble and c lean


2. Clean, d ry fo uled plugs.

2.

Dirty or fouled spark plugs

3.

Improper type spa rk plugs or gap

Inspect carburetor if pi gs con-

4.

Insuffi cient lubrication to dri ve chain o r

tinues to foul.

chain tension too tight.


5 . Oi l l evel too low, poo r o r i mproper
grade oi l
6.

Improp er distributor point gap c lea r-

7.

Excessive carbon accumulatio n in com-

anc e, dirty, burnt


bustion chamber
Engine

does

not

sta rt

1. Foreign object caught between valve


and valve seat

!lack of compression)

2. Tappet stuck open


4.

Ignitio n timing out of ad justment

5.

Blown fu se

4.

Adjust pe riodical~{. I oicote

7.

Adjust period'ccll-f

7.

.1 04
Engine suddenly stalls
while running

TROUBLE SHOOTING

1. Clogg ed fuel coc


2. Fuel passage ~ ine carbureto r clogged
3. Dirty spa r o'.:;s ~eavy carbon deposit

Oil becomes

emulsified

(especially during wi nter)

lncreased f e l c -

-p-

tio n. C " 0 on :

1.
2.
3.

the

fuel

line

and

check the fuel flow

5. If the fu el is b lown, t he pi lots


lamps will not light up

or we pi g

4. Ignitio n (--~
5. Blow- =~se

1. Disconnect

~~'

of adjustment
2 . Use genuine Honda Ult ra O il or
equivalent o ils
!Caution)
The o il, even though cl ean in
a ppeara nce, may decompose due to
exte nded use and becom e thin, resu lting in loss of lub ri cating propert ies.
Shoul d be replaced.

-:::;;.ro--=
... --=
.............. . . l"'
...........

I. Clogg ed a ir clea - e

I. Cl ean ai r cleaner element

2 . Distributor point gap out of adus -

2. Adjust gap cl earance, rework or

G) Low exhaust noise,

men!, dirty, burnt

replace burnt po ints

low back pressure at

3.

muffl er

Excess accumulation of carbon in cylinder exhaust po rt o r i nside muffler.

4 . If ignition timing is reta rded, the


distributor points w ill o pen after

Low co mpressio n

4 . Ignitio n timing retarded

the timing mark " F"

noticeable when kick

5. Worn cyl inder, pist on, piston ring .

passed.
Ad just to proper setting

starting.
Insuffici ent

engine

rpm .

1. W hen the fuel passag e in clog-

1. Fu el passag e clogged
2.

Defective spark p lug (fo uled)

ges, the spa rk p lugs wi ll b e dry.


4. If

3. Clogg ed muffler

l.

has b een

the a ir

4 . Clo gged a ir cleaner

engine

5.

RPM

Ignitio n t iming o ut of adjustment .

wi ll
a nd

cleaner is clogg ed,


not
the

beco mes dark.

develo p
exhaust
Clean

high
smoke

the

a ir

filter element periodical ly.


Poo r

th ro ttle

r esponse

1. C lo gg ed air cleane r

(check first to see that

2. Clo gg ed exha ust po rt o r exhaust pipe

the throt tle cable is p ro-

3. Ignition tim ing o ut of adjust ment

perly adjusted)

4. Tappet cleara nce o ut of ad justment

Dist ributo r po ints bu rnt

I. Poi nts cover ed wi th oi l

Test condenser by met hod d esc ribed

2 . Improp er i gnitio n timing

below.

3 . Defective condense r
4. Cond enser i n poor conditio n

Service tester

Condenser M e asurement
With t he distibut or points open, measure the
r esista nce between t he primary t ermina l and the ou e
shell, a good condenser should measure at leas5 megohm resistance at standard tempe rature.

Fi gu re 7 - 1.

Condenser Test M ethod


After ta king the r esistance valu e w it h the megg er,
use a co pper w ire to short across t he terminals, a
good strong spa rk shou ld be pro duced at the i nstance
the leads are conta ct ed.

Measuring condense r capacity

The condense r is defective if it measures bela


megohm.
Det ermine t he co ndition o f the condenser by he
above method.
(Caution)
A loose ly installed condenser or dirty t erminal
cause i gnition to malfunction.

7.2

105

OR TROUBLE

2.

- :::~::: e
L

CARBURETOR

:>:ocable cause

.... e ! o,.erflow

Co~:crr.-~a:ed

C o rec--'le ac ion

":x:- c'"c~b er cover


G'"''' C6.5, C65,

;a-= s

fu el

c.::

rela ed symptom)
a.

~.

::e-:: ;;
se-::;; --e

:: D and d"sas::-a-ber 15651.


::r- odge in the
b . C hec.:: =:::
valve sea- s-o.e
cy b lowing with cc:-oressed ar or by
unscr ewing
e al ve sea, and
clean.

Poor idling
Poor performance i n

;:

~ -~-

all speed
Excessive fuel
consumption
Hard starting

c.

L ow power output

Reassemble a fter cleaning in gasaline.

Poor acceleration

2. Damaged valve or valve seat

2. Rep lace both the valve a nd valve

I
3. Pu nctured float

seat with new parts.

3. Remove the float chamber cover ,


<

eke out the float and check for


uel in the float.

IC' e::ki g proc edure(


Src e . ;.. e

r-

1--e . . se -- o ::--:::.:c0
w ater
9o-9 - "C "C.!-263" =
=o cno ....... xi-c-e .. .:: : c""' :e~o""'ds,
e
0 cb es co- c:e c:::e ec
float is our:c. r eo.

4. Straighten the c-

(S 65)

a nd use the r.Je


e
obtain the p o::e :
~

4. Float arm lip bent

--

Float valve
Throttle a e

Slow je

Float cna-.:eFloat

Figure 7-2.

Carburetor cross sectio

diagram

:: : bent
;;::.;ge to
eve!.

106

7.

Trouble

TROUBLE SHOOTING

Pr obable cause

1. Air screw improper!-{ ad just ed

2. Poor idling (related

Cor rective action

1. Turn the air screw lightly to full


close and check to see if the air

symptom)

screw was properly adjusted.


Bock off 1 U
turn from
full close. 11
turn f or S65l.
Start the engine and turn the air
screw in both d irecti on not more
than X( t urn I
turn for S65l
and set at the point where the
engi ne rpm is highest (smooth)

Poor performance at

Ys

Yz

slow speed
Poor speed transition
Poor response to

Yz

throttle snapping
Poor performance at
intermediate speed

- ,... ........

~:::.:1

s= ... e ~

oo.J. o< o dius1ment

2. Bock off the thrott le stop screw


a ll the way and check for proper
oper ation of the throttle, turn
th e stop screw in until the proper
rpm is obtained.

3. Clogged slow jet !including p;lot je l

3. Unscrew the plug, remov e the


p'lot jet
for any
pressed
slow jet
manner.

!slow jet for S65l, check


dirt, blow out w ith comair if dirty. Remove the
and clean in the some

Thr o ttle sto p

Fi gure 7 - 3.

'

Adjusting the idling IC50, C50M, C65, C65Ml

Trouble
3.

Probable cause

Poor performance at

1. C logged slow jet (include pil ot jet

intermediate speed
(re lated symptom)

Figure 7- 4.

Adjusting the id ling 1550, 565)

Corrective action

1. Same corrective action

for S65l
2. Jet needle at improper setting

OS

for

poor idling
2. Ad just to the p roper stage

Flat spot

13 stages, 2 stages for 5651

Poor acce leration


Excessive fue l

con-

3.

Improper fue l level

3.

Replace worn jet needle with new


port.

sumption

Use the fuel level gouge

for S65 and adjust the level by

Poor speed transition

bending the float a r m lip.

4. Clogged air vent

4. Clean out the air vent

7.2

707

CARBURETOR

cs
l

Slow jet

Pilot jet

Figure 7- 5.

Trouble

4. Poor high speed performance (related


symptom I
Loss of power
Poo r acceleration
Block exhaust smoke

Carburetor cross section diagram

Probab le cause

I
1.
2.
3.
4.

Loose main jet or clogged with di rt

Correcti ve action

1. Remove main jet and clean , install

Clogged air vent tube


Choke closed
Fuel cock improperly positioned

and tighten secu rely.

2. Clean out vent tube


3. Open the choke to fu ll

(S651
5 . Loose jet needle

OPEN po sition

4. Position t he fuel cocl:. le er to

Poor engine

full OPEN position.

performance

5.

If jet needle locki g c o is brok en,


replace w ith a r e

5.

Ha rd starting

1. Excessive use of choke


2. Fuel overflow
3. Fuel cock in closed position

1. Start engine

. ""

DO

cho e valve

fully open cleo" spar

2. So me

co rec .e

abo e

3. Open

c~-

plug I

oc' ion as

II

3.

TROUBLE SHOOTING

7.

108
ENGINE NOISE

C o rrective action

Trouble
1.

l. Tappet noise

Excessive

2. Wo rn
2.

1. Wo -- _ _ _

Pi ston slap

2.
3.

c~----

~--

3.

Cam cha in noi se

to pro per clearance

Aa;u

-~ --: -

2.

n.-~;::1 -

epair or re place

1. Repa ir o r replace

::e:: :::. -

2. Remove carbo n
3. Repa i r or replace

:.- -

-.... _-

- -_.

..... _.

1. Read just

- ---= .-.-=-.. . .--.. . , -

2. Replace
3. Replace

sproc el

4.
-

C lu' ::

---

--

5. Cra nkshaft noise

1. Repair o r replace
2. Repair o r replace

1. Wo rn cl utch pla te o uter l a b a rea

C<

2.

-~-1-. -

Worn clutch cente r spline


Crankshaft end play

2. Worn crankshaft bearing


1. Chafing between kick arm and oil seal

1. Repair

2 . Br eaker point noise, defective slipper

2. Replac e A.C generator assembly

6. Engine noise
(magneto noise)

--

1. Repai r o r replace
2. Repair or replace

surface

4.

STEERING SYSTEM
Trouble

l. Handle operates
heavy

2. Front or rear w heel


shimmies

Pro bable cause

1. Overtorqued steering cone race

Correcti ve action

-1. Readjust

2. Damaged steering steel balls

2. Replace

3. Bent steering stem

3. Repair

1. Loose bearing in front or rear whee l

1. Check for wear and repla ce as

2. Bent rim on front or rear wheel

required

3. Loose spoke
4. Worn r ear fork pivot bushing
5. Twisted frame

2. Straighten by loosening or. tig htening the spokes.

3. Re place if unco rrectable


4. Replace
5. Repair or replace

6. Drive chain adjuster out of adjustment


7. Defective tire

6. Adjust to p roper valu e


7. Replace
--

3. Pulls to one side

1. Right and left cushions not balanced,

1. Replace

2. Repla ce

front o r rea r .

2. Misalignment o f f ront and rear cushions

..

3 . Repair
4. Repair
5. Repair

3. Bent front fo rk
4. Bent rear fork
5. Bent front ax le

6. Loose component in steering system

6. Repai r

'

7.
5.

CLUTC

FRAME

109

SYSTEM

lro-.mle

Co ecti e ac io n

Probable cause

-- -

I 1. Loss of tension in clutch springs

1. C lu ch sli ps

I
2. Clutch w ill not
disengage

3. Clutch out of

1.

2. Worn or warped clutch plate


3. Worn or warped clutch friction disc

1. Excessively worn clutch fric tion disc


2. Improper adjustment

1. Warped clutch plate or friction disc


2. Uneven tension of clutch spring

adjustment

-s:: ::::e

1. Repair or e:: :::e


2. Adj ust to prope speci 1ca ion
l. Repair

2. M easur e tensi on a nd r epair o r

(engine stalls)

6.

e:= ::::e

2. Rep c::e
3. Repo'r

replace

GEAR CHANGE SYSTEM


Trouble

Probable ca use

Co r ec e acion

- - - - - - - - - - - - - - - - - - - - - --

1. Gears will not


engage

1. Br oken lug on shift drum

I . Replace

2.

Br o ke n lug on sh1ft ar m broken

2.

Replace

3.

Unsmooth movement between shi ft d rum

3.

Repa ir

and shift fork

4. Repl ace

4.

Broken shift for k

5.

Replace

5.

Broken

6.

Replac e

lug o n counter shaft seco nd

gear
6.

Bro ken lug on main shaft second and


t hird gear

2.

Gear change pedal

1. Broken shift return spring

1. Replace

not returning

2.

2 . Repair

Gear shift spi ndle rubbing against ca se


or cover

3.

Gear

- - - - - i - - - - - - - - -- - - --

jumps out of

engagement

~~-

-~~~~~~~~~~~~-

1. Worn lug on counter sha ft second gear

1. Repa ir or rep lace

2. Worn lug on main shaft secon d and

2 . Repa ir o r replace

third gear
3. Worn o r bent shift fork
4. Broken or loss of tension of shift drum
stopper spring.

3 . Replace
4.

Replace

7.

110
7.

SUSPENSIO NS
Probable cause

Trouble
1.

2.

3.

TROUBLE SHOOTING

Co r r ective action

1. Loss of spring tension

Soft suspension

H ard suspension

2.

Excessive load

1.

Ineffective front cushion damper

2.

Ineffectiv e rear cushion damper

1. Replace

1. Inspect cushion spring and case

1. C ushio n case ru bbing

Suspension noise

In erf er ence between cushion case and


spring

2. Repair
3. Replace

3.

Damaged cushi o n stopper rubber

4. Replace

4.

Insuffici ent spri ng damper oi l

2.

(front and rea r!

----------~------------------~--------------~

8.

BRAKE SYSTEM
Trouble

1.

Probab le cause

No range of

1. Worn brake shoe

1. Replace

adjust ment

2. Worn br ake cam slipper

2. Replace

3. Worn brake cam

3. Replace

1. Worn brake shoe

1. Replace

2. Unusual noise when


app lied

3. Ineffective braking

2. Foreign object lodged in brake lining

2. Remove foreign object

3. Pitted brake drum su rface

3. Repai r

4. Worn brake panel bushi ng

4. Rep lace

1. Inoperative front brake cable

1. Remove foreign object from cab le

2. Loose brake rod

9.

Corrective action

and inspect for bends

3. Improper brake shoe contact

2. Inspect and repair

4. Dirt or water inside t he brake


5. Oil or grease on brake lining

3. Inspect and repair


4 . Inspect and repair
5. Inspect and repair

DRIVE CHAIN
Troub le

Probable cause

1. Excessive load applied to chain

1. Drive chain stretch

1. Correct ridi ng technique

2. Perform proper lubrication

!duri ng riding o r gear change!

rapid

2. Due to o il leak, excessive lubrication


2. Excessively worn
sprocket

1. Driving with worn sprocket


2. Sprocket malfltted to drive chain

Corrective action

periodically

1. Clean sprocket area


2. Replace with pr oper sprocke

8.

8.

7 77

CATIO S & PERFO

CES

P C FICATIONS

::::r.::::-

S EC/F/CA T/ 0

C50M

C50

:::: cycl e

H onda 50

Honda 50

--

C65, C65M

Honda 65

C50M

C50

- :-=:e

--

C65 IC65MI

i v ehicl e

Moto rcycle

Motorcycle

Motorcycle

--

--

:; ~

:...>:

S65
-

-p

- --

Hondo 65
-

::c:

-o

--

Motorcyc le

'' - o cycle
-

Classification

Light motorcycle

Lig ht motorcycle

Lig ht motorcycle

Riders

1
-

Light motorcy cle

Manufacturer
Addr ess

--

Honda Motor Co.,


Ltd ., Suzuka Factory_
Hira ta- cho, Suzuka
City, Mie Prefectu re,
Japan

Ligh mo orcycle

--

--

--

Same as left

Sa me as left

----

Same as left

Same as left

___ I

Some a; l eft

Same as left

II

--

Same as left

Same as left

Frame
Type

C50

Manufact urer

Honda Motor Co.,


Ltd., Suzuka Factory

Same as left

1795 170.67 i n.)

1795 170.67 in.)

C50

C65

565

5.50

--

Same as left
-

---

Some as left

So.,e as le'

1756 169.13 i n.)

1764 169 .45 in.)

610 124.02 i n.)

6 15 124.21 in.)

Dimension, mm

Overall length

1795 170.67 in.)

----

640 125.19 i n.)

640 125.19 in.)

Ove rall height

975 138.4 i n.)

975 138.4 in.)

975 138.4 in.)

1185 146.65 i n.)

1185 146.65 in.)

----

640 125. 19 in.l

Overa ll width

--

--

Wheelbase

1185 146.65 in.)

Min . ground
clearance

130 15.12 in.)

---

125 14 .92 in.)

125 14 .92 in .)
-

--

1150 145.28 in.l


-

130 15. 12 in.)

- --

1150 145.28 in.)

- - - --

130 15.12 in.)

9 13 135 .95 in.)

9 10 135 .83 in.)

We ight, kg
69 1152 lbl

Weight, empty

75.5 1166.6 lbl

73 [ 80] 1161, 174 1bl

Empty weight
distribution, front
Empty weig ht
distribution, rear
Fu ll load weight
distribution, front
Full load weight
distribution, rea r

30 166.2 lbl

33 172.8 1bl

39 186.1 lbl

42.5 193.8 lbl

50.5 I 111.5 lbl

54 I 119.1 lbl

- -

76.5 1169 lbl

7 5 km/ h 147 mil e/ hi

7 5 km/ h 147 mph)

-- --

31.5 [ 33.5]
169 .3, 73.6 lbl
4 1.5 ( 45.5]
191.3, 100 lbl
55.5 ( 55.8]
1122, 123 lbl
127 .5 135]
1280, 297 lbl

33.5 73.5 .::;

34 .0 175 1bl
-

43

43.5 195 .5 lbl

--

9.!.5::

--

-3 ....

55 1121 lbl

- "5 ::>l

--

73.5 1162.2 lbl

76.5 ll 68 1bl

77.5 1170 lbl

132.5 1291 lbl

ic

90 km/ h 156 mo-

3.5 ~-- h 53 mph)

;2 al

Performance
Max. speed

85 km/ h 153 mph)


-

Acceleration fr om
dead start: 0-200m
Accelera tion from
dead start: 0- 400m
--

Max. 5m I 16.5ftl from


Same as left
20 km / h I 13.9 mph)
90 km / g
Fuel consumption :
(228 mi/ U.S. ga l)
Same as left
254 mi/ lmp gal
lkmf & mi/ U.S.Gal.l
@ 25 km/ h I 15.6 mph)
Climing ability :
grade

14

14

Max. 7 m 123 ftl from


35 km/ h 121.8 mphl
85 km / g
(215 mi / U.S. gal)
240 mi / lmp ga l
@30 km/ h I 18.7 mob
17 30'
35 kph 121.8 rrD 67 phon, A waoe

Noise output during


driving : phon
(

.:.3 Sec

12.7 Sec.

Stopping distance

N ote :

- --

1s for C65M.

--

Same as

Se-e ::s

'.'nx. 5m I 16.4ftl I rom


20 <m, h I 12.4 mph I

o;;&

-- =-- ,

"-

35 !l~ 2' . rrohJ


o3 pnor., A grace

\ 2 10 mi /U' S. gal)
252 mi / lmp gal
@2~m /11JJ 5.5 mph l
14
-

35 kph 12 1.8 mphI / 70


phon , max. A grade

8.

712

__________,

SPECIFICATION & PERFORMANCES

C50

Noise output at
rear of exhaust
pipe: phon
Min. turning radius

C65, C65M

S65

5400 rpm / 50 phon,


A grade

6000 rpm/ 60 phon,


A grade

1.80 m 170.8 in.)

1.96 m 177.17 in.J

C65E IC65El

S65E

C50M

1.80 m 170.8 in.)

1.80 m 170.8 in.)

S50

1.7 4 m 168.50 in.)

Engine
Name and model
Manufacturer

C50E
C50E
I-:-H:-o-n-:
d_a_ :M-:-o-to
- r----:;C:;-o-. -. - - - - - - - -Ltd., Suzuka Fac'o-y Some as l eft

Type fuel used

Gasoline

Type engine

Air ccc eo
c c 'e

Gasoline

No. of cylinder

s ~gl e cylinder, tilted

.!

and arra~geme'"':__

Valve arrangement

Overhead valve

---=----,------ - -- - - -T a tal piston


displac ement

49 cc 13.00 cu in.)

Bore X stroke

39 X 41.4

!- - - -- - -- - _1
_1_.4_4_X_1_.6_3_in.l _

8.8

Gasol ine

Gasoline

Gasoline

Single cylinder, tilted Same as left


up~from horizontal

Air cooled 4 stroke


cycle
Single cylinder, tilted
forward 80

O v erh ead valve

Overhead valve

- - - - - -- Overhead valve

- - - - - - - - - - - - - - - - - - -- 63 cc

49 cc 13.00 cu in.l

49 cc

63 cc

39 X 41.4
44 X 4 1.4
44 X 4 1.4
39 X 41.4
_ _1_1_.4_4_X _1._63_ in.l _ _ __
I 1_.7_3_X
_ 1_.6_3_ in_.l_ _ _1..:...
1.73 X 1.63 in_.l_ _ _ 1
_1_.5_4_X
_ 1_.6_3_ in_.l_ _
1
8 .8
8.8
8.8
8.8

0.37 kg-m/ 8200 rpm


12.7 ft-lb/ 8200 rpm)

Max. torque

Same as left

- - Sa_m_e_ a_ s- le_f_t - - -

O v erhead valve

rng / cm 2 @1000 rpm


Compression
2
( 170 lb/ in.
P_r_es_s_u r_e_'_ _ _ _ _,@1000 rpm)
1
Max. output
4.8 PS/ 10000 rpm

- - - ---

Sa me as left

so e
, coo.ed 4 s rake
Air cooled 4 stroke
Air cooled 4 stroke
_ _cy
:.!....:.c"-le:___ _ _ _ _ _c y'-c_le
____........,____......., ..5:1c_
l e_ _

Some as left
up10fromhorizontol _____ _ _

Compression ratio

S50E

l - - - - - ----1-- - - --

12kg / cm3 @1 OOOrpm 12kg/ cm 2 @1 OOOrpm 12kg/ cm 2 @ 1000rpm 12kg/cm2 @1 OOOrpm


2
( 170 lb/ in. 2
I 170 lb/ in. 2
( 170 l b/in. 2
( 170 lb/ in.
@1000 rpm)
@1000 rpm! _ __ @ 1000 rpm)
@ 1000 rpm)
4.8 PS/ 10000 rpm

5.5P.S/9000 rpm

---- 1 ----~---

0.37 kg- m/ 8200 rpm


12.7 ft-lb/ 8200 rpm)

0.46 kg-m / 7000 rpm


13.32ft-lb / 7000 rpm)

6.22 P.S/ 10000 rpm

5.2 P.S/ 10250 rpm

0.485 kg-m/ 8500 rpm 0.38 kg-m / 9000 rpm


13.47 ft-lb/8500 rpm) 12.75ft-lb/9000 rpm)

M in. fuel consu,;;p:-1 250 / PS-h/ 8200 r m 250 g/ PS-h/ 8200 rpm 250g/ P.S-h/ 7000 rpm 250g/ P.S-h/ 7 500 rpm 250g/ P.S-h / 8000 rpm
t1on at max. load
g
p
451 X371wX288h
13551
432 X 348w X 331h
I 17.8 X 14.6 X 11 .31
I 17.0 X 13.7 X 13.01
114.01
18 kg 139 .61bl
17.9 kg 139 .41b)
21.2 kg 1251bl_ _ l3..!.2_1_46.61bl)
- --------Same as l eft
Same as left
Same as left

Dimension mm

451 X 355w X 291h 451 X 371wX29 1h

T a tal weight

18 kg (39.6 161

Installation and
method

On frame cente r
bolted from bottom

Starting method

Ki ck starter

_ __

Kick starter
. J clso starting motor)

Kick starter,
starting motor

432 X 348w X 366h


I 17.0 X 13.7 X 14.4)

18 kg 139 .61bl
------1
Same as left

- - - - - --------Kick starter

Kick starter

Fuel system
Carburetor No.
and type
Manufacturer

Air filter type


-- Manufacturer

DP13N13 X 1

DP13N13 X 1

DP13N14 X 1

PW18 X 1

PW17X1

Keihin Seiki

Keihin Seiki,
Mikuni Kogyo

Keihin Seiki
__ __ _

Keihin Seiki,
Mikuni Kogyo

Same as l eft

Dry filter element


Same as left
Dry filt er element
Same as left
Some as left
------ - - - - - -- - - - - - - - - - - - 1-.,--,-----=--,---Tokyo
Roki
To
kyo Roki,
Tokyo Rok i
Tokyo Roki
'
Tokyo Roki
_ _ _ _ ____ _ _ _ __ _ _ Tsuch-'iy_a_ Se_i_sa_k_u_sh_o_ _T_s_u_
c h_i.:..
ya_ S_e_is_a_ku_s-'-h_o
1

Fu el pump type
Manufacturer
- ------;
~ (..,..
6.-=3 u. s pt)Fuel tank capacity 3 0"
_ _ _____ ~
5.3 Imp pt

- - - (6.3 u. s pt)
30g
~ ~ 3 Imp pt _

(9.5 u. s~
) -(13.7 u .s pt)
55 "11 ( 11.6 u .s pt\I
4 5g
65g
.:____ 7.9 Imp p t

_11.4 Imp pt

9.7 Imp pt

Lubrication system
Lubricati ng method

Pressure and splash

Sa me as l eft

Same as left

Same as left

-Type pump

- -

Gear pump
-

Screen and centrifuga l filt er


Lubrication sy~e-;;;- ~ g- (1.7 U.S pt-)
capaci ty
1.4 Imp pi
Type oi l fi lter

Gear pump

- - - , - - - - --- - -

--

--

Gear pump

---

Sa me as left
Same

as

l eft_ _ _

Gear pump

--- -

Some as left

~ -8 g

--

( 17 U.S pt)
1.4 Imp pt

Same as l eft
-

--------Gear pump

:- - - -

Some a s left

Some as left

Some as left

Some as left

8.

c-.11

C50

::oil

=- --- .

;t::.r

S?EC/FICAT/0 S

713

C65, C65.11

865

rligh voltage
electrical spar<

Some as left

CM61-08

M 61-03B

J390356 IHDAA
2951 (M61 -03BJ

Hitachi Seisakusho

Hitachi Seisakusho

Mitsubishi De nki,
Nippon Denso
H itachi Seisakusho

- -- ----

High voltage
electrical spark

~ U22FW Same as left

.=: =--

Mitsubisr
Denso

;::<-s=-

So'ne as 1e'l

s...:: s:- Kokusan,

- -, - - - 1 - - - -

----,------1-- - - - - - - - -

C- 7HS

-=-=

850

C-7HS

U22FW Same as left

Sc~e

as left

- - - -- - - - - -

.:::-_ roctu rer

Nippon
: Nippo n Same
left
Tokushu Toki: Denso
as

N ippon
: Nippon
T okushu Toki~ D enso
Same as left

Same as lef

G2H,
MBC1-6, 1 each

MBQB- 6 , 1 each

MBC1-6, 1 each
(MBQB- 6, 1 each ]

G 2H or M BC
1-6, 1 each

G 2H or MBC
1-6, 1 each

6-11

6-2

6-2

6-2

:: ecrical system
3otery No. and

,pe

' olt and A H


6- 2
1---------- - - -
Manufac turer
Yuasa battery

( 6V-1 1AH J

-Yuasa Ba ttery

- - ---------------- - ------ - - - -

Yuasa Ba te'Y

Yuasa Battery

Yuasa Battery

Type generator
-

F120
-

HO 160841-ROT- ST

- -----------Hitachi Seisakusho

M anufacturer
Type starting motor
1--- -- - - --

SM-1

( SM-1]

- - -- - -- - - - - - - - - - - - -

M anufacturer
Type rectifier

Same as left

Selenium

Mitsuba Denki

( Mitsuba Denki J

Same as left

Selenium

M anufacturer
-

FAZ =HO 608L


-;--:-:----:-:-R-,.,0,.---::-T-_S- :_ _
Mitsubishi Denki
Same cs l e=
(Hita~Seisakusho:
_

Same as left

---

Same as left

--- - - --

Shin Denge n Kogyo

Same as left

Same as left

Gear

Gea r

Gear

3,300

3 ,300

- - - - - - -

Power transmission
system
Primary reduction
method

Gear

Gear

-------Reduction ratio

3,722

3.722
-

Automatic wet
Clutch type
multiple disc
Same as left
__ ___ _ _ _ _cen trifugal type
_______ _
C o nstant meshed
Type tran smission
Same as l eft
_____ ___
_ g eo rs
Gear change .
Left foot ope rated
Same as left
method
fore and aft

----

-----

3,300
--;-- --,---- - - - A utomatic wet
multiple disc
ce ntrifugal t~
Constant meshed
g eo rs;---,------,-..,Left foo t operated
for e and aft
- -

- -- - -

Oil capacity
- -- - - - --- -- 1------ -------- - - ---G ear ratio, 1st
3.364
3.364
3.364
gear
G ear ratio, 2~
_
1 722
1.722
1.722
gear
Gear ratio, 3rd
1.190
1.190
1.190
_JJ_ear
__
- - - - - -- - - - - - - - - - - - - - - - - - - Gear rati o, 4th
gear
Secondary
C ha in and sprocket
Same as l eft
Chai n a nd sprocket
reduction method
Reduction ratio
Total gear ratio
Steering system
Steering handle
turning rad ius

3 .000

,3 .000

- - - -- --

Wet multiple disc


type

Wet m<JI --p'e disc


type

Same as left
Left foot operated
_: otary typ_e_______

. e- =::o operated

--------

30.00

:::.:::o

17.65

. 1.65

13.00

13.00

10..!3
Some as left

3.154

33.:5

12.4 112.41

ii ..!

3 1.54
, ..

12.2 112 .21

SPEC/FICA TJON & PERFORMANCES

8.

174

--------------1
Steering hand le
width

C50

632 mm

632 mm 124.9 in.)

-- -- --= ---

- .

63

63

Caster

2.! .~

I- - - -

- -

Coo, C65:ll

C50~

~::

--

--

2.25-17 14PR,

Ti re, rear

--Brake system
Type brake, front

- - -- ==-

51::=-=-=

.-.:--::: ex=::-:::-;

Type b rake, rear

- -

~ --

-::~"'0

, e,er

--~~--

~:::e

Sa me OS left

2.25-17 14PRl

--

2.25-17 14PRl

2 .25-17 14PRl

Some as left

Same as left

Same as left

Some as left

-==-~ - -g

e~e::e

--

... c -g

--

Some OS left

Same as left

Some as left

Same as left

- --

--

sy stem

Suspension
method, front
Suspension
method, rear
Dompe.1ing system,
front
Dampening system,
rear
---

Same as left

Bollom link system

Bollom link type

Same as left

Swing arm type

Same as left

Same as left

- Some as left

Swing arm type

Same as left

--

--

Some as left

Hydra ul ic

Some as left

Same as left

Hyd raul ic
--

Some OS left

Hyd raulic

Same OS left

Some OS left

Hydraulic

--

Same OS left

Backbone type

Frome type

Backbo ne type

Backbone type

-Lighti ~ g

75 mm 12.95 i n)

2.95 in!

2.25-17 J6PRl

Rigri (j:J")Q e;er


opera l eo
-Right foo pedal
opera ted

Some as Je:

:;:::eored
ighl fo ot pedal
o perated

63

---

s.-=e

5:::-= ::.s ==--

s:--=

Method of
!"-.:;-.. appli cation, -M ethod o'
__ Jpplica ior rear
~Juspe nsion

Interne
shoe

--- --

-=

-s .....,

--

2.25-17 14PRl

Tire, front

605 mm 123.79 i n)

~,J:

-- --- -- --
----- -- .!::;

- --- -= ~=~
75--

75 mm 12.95 in .)

Trail

---- 23.79~1

t::.J .....

--

850

Backbone type

sy stem

--

ASS 11

--

ASSl l

Heodlamp rating

Stanley Denki

---

Toillomp
c ombination with
Stop lamp ra ting,
color
Stop lamp
combinati on with
Turn signal type
Turn sig nal
rating, color
Turn si gnal
combination with

Manutacturer
-

--

Speedometer type
Manufacturer

-- ---

Rear view mirro r,


type
-

Manufacture r
-

Method of
insto :lation

Sta nley Denki

6V- 15W/ 15W


l 6V- 25W/ 25W)

9V-15W/ 15W

6V-15W/ 15W

6V- 3W

6V-2W

6V- 2W

License p'ate

Lice.1se p late

License plate

6V- 10W red

6V-6W red

6V- 6W red

Magnetic, heati ng
element

Some OS left

Some as left

6V- 8W X 2 amber

6V-8W Y. 2 amber

6V-8W X 2 amber

Same as left

License plate

License plate

6V- 10W red

6V- 10W red

--

--

Magnetic , heati ng
element

Same OS left

6V-8WX2 amber

6V-8W X2 amber
-

6V-1 .5W

6V- 1.5W

-- - --

Instrume nt
Horn type

- --

6V-3W

6V- 3W

Toillamp rating

-----

Stanley Denki

Stanley Denki

6V- 25W/ 25W

6V- 15W/ 15W

---

C - 2H

ASS ! !

- -

Sta nley Denki

Mo.1 ufacturer

--

--

--

Head la mp ty pe

---

Elec tric flat type

Some OS left

Electric flat type

Sam e a s l eft

lmosen Denki,
Mitsuba Denki

Some as l eft

lmasen Denki ,
Mitsubo Denki

Same as left

Magnetically driven

Same OS left

Same as l eft

Nippon Seiki,
Nippo n Denso

Same as left

Same OS left

--

----

Magn eti cally driven

Nippo n Sei ki,


N ippon Den so

--

--

Sam e OS left
Some as l eft

--

I- -

---

-Same OS left

Stan ley Denki

Same OS left
--

--

Magneti cally driven

Same OS left
---

8.

11 5

PE qJRMANCE CU V E
E g i e Performa nce (C -

I
I

"'<

-s"'

f---

t/

VII
I

17

----- ~
7

(/)

f.-

I--

( b)

Engine speed ( r.p.m)

Running Performan ce (C 50)

E
ci.

..:

20

0.4

r---:..

1/

t--...

40
Driving speed ( km/ Hr

0.3

400
Fuel
consump lion
300 (gr I P.S.Hr )

--9

Shaft
torque
<t - fil

200
X 103
10

8.

776

SPEC/FICA T/ON & PERFORMANCES


Engine Performance (C 65)
~

p~
I

-;

!.---

/""

I
I

I
3

---

'

............

"""

Shaft
- torque

0 4

"'

( Kg- m)

-- -

1--

0.3

400

--

"-1---

0_5

(T) _l

(gr/ P.S . H r )
1- 200

lO X 10 3

Fue\
consumption

300

Engine speed( r.p.m)

Running Performance (C 65)

Low
50
9

40

E
ci.
....:
-...__..-

""C

Q)
Q)

30

-...__..Q)

'-'
._

(/)

20

s::::

l.J..J

0.0

<=

<=

"bi>

0..
Q)

--------0'>
..><:

:~
._

10

20

40

60

0
80

Driving speed (Km/ Hr)

100

Total gear reduction


Low : 35.00
2 nd : 18. 95
To p : 12. 40

Effective tire redius


0.274 m ( 107.87in )

= G =-:Jf

B.

~ g- -e

c:=

,...0

117

erformance (C 6 - '

V\
I

C/)
------

CL

r7

'S

.e
=>
0

-"'
~

.c
C/)

1 ....

...........-l-----

0.5

(T )

1/

I t---

I/

1---

--

(b)

"' I

:.t

(k6--m)

.3
400

""""

Shaft

torque

l..---'

300

Fuel
consumtion
200 (gr/ P.S.Hr)

JOX \03

Engine speed( r.p.m)

Running Performance (C 65 M)

Low

lO X 10 3

'Y
/\

Loy
9

~ 6
"0

5
4

Q)

-~ 3
c

I
/
I I /
I / /-I I

"""Top'

40

Driving
30 force( k<;)

1--

II/~~\\i\\\~ \,a\\ce o\\ a ~

If'
0

~es\~

20

40

50

/y

7
/

I VI
I

I 2nd

Q)
Q)

Top
/

1/

17

2/d

60

20

To al ear

r~

io

Low : 35. 00

2nd : l . 95

Top: l . .w

r--...

V'

I0

E' eci e ire radius

0.274 m ( 107.87in)
80

Driving speed( km/Hr)

100

7 78

SPEC/FICA TION & PERFORMANCES

8.

Engine Performance (S 50)

(P.Jv

II
1- ---;:::::.-::-

I
I

(T )

0. 4

L::::--,

........

I
I

~
I'
I

(Kg- m)
0. 2
400

1r ~
I

o. 3Shaft
torque

-~
I

( b)

+--

L..

300 Fuel
consumption

(gr/ P .S.Hr)
200

'

II X iQl

10

Engine speed( r.p. m)

Running Performance (S 50)

Low

II X 103

2nd

3rd

10
9
E

40

ci_

....:
-o
a>
a>

c._
(/)

a>

s::::

;;;,

t:

.E

30

4
3

OJ)

s::::

:;:
,__
Cl

s::::

LLJ

""'

.0.::

"----'
a>

3rd

20

10

~--~~==~40~--~G~'0-----8~0-----Iolo_j
Driving speed( km/ Hr)

Total gear reduction


Low 35. 48
2nd 20.87
3rd 15. 37
Top 12. 34

Effec tive tire


radius 0. 274 m 107.87in

ERFORMA CE C , VE

E Gl E

8.

779

E gi e Perfo rm a nce (S 65

--

-I

I
(P./
v
( T)

............

0. 5

0.3

400

II

I
I

-I..

-- ---

(b)

-......

l,l..--

'/

Fuel
consumption

300

(gr / P.S .Hr)


200
II XJ 0 3

10

_..--

Engine speed( r.p.m)

Running Performance (S 65)

Low

10

E
ci.
.....:

c.

<:::
"Q,
<:::

5
4

1/

I '-/;

//; ~

I0

!---"

40

30 Driving

force( kct )
Total gear r

- --

20

----....

Top

........

50

I /

-r-

/i-v- I1

I .t~f7 K
l''l //v 3rd

<I)

Q)

I
I

'----"
"0
Q)
Q)

Low / ;

9
~

3 rd Top

2nd

II X l0 3

v v

3rd : lt 1

P'
10

1-20

30

40

50

0
60

70

Driving speed( km/ Hr)

80

L ow: 32.
2nd : 19.3

90 I :lO

Top :::.~

Effec i e i e ra .
0.27 :

7.87in )

8.

720

SPECIFICATION & PERFORMANCES

( U!S'6
~----- ---

C)

-z~

L!')

ct

"--..-/

_.--.._

.----..

<:::

cY)

...ct

r-<.0

c:::

"<:!"--..-/ ----

E
E

L!')

E
E

u-;

oo en

..-!
..-!

"'z

Ul

WW91t

U!t' Z1)
( U!Z'SZ )wwQv9

6z

~I

UJ

<1::

ll)

-'

UJ

0
2

1--- -- - ( u!V' 8 t ) ww SL6- - ---1

8.

DIMEN SIO NAL DIAG

121

II

C)

~~

<C

.~

00

(Y)

""-

11:111:

Q
..1

ll)

0">

""'"

<.D

E
E

<C

-z
0

E
E

<.D

ll)

ll)

r--

en

Ill

~
Q

_........

- ~

..

-'

~ ~I

~~~~-~'"'""~=--;
g ~
= =
-

~ ------1

~
\N'UUNG DIAGRAM (CSO, C65)

"'

1\.) "

Combinat ion switch


arrangement

Combination
~ tdt rlll11ll ; cctifier

s-

Rear winker

lomp 6V8W

[ff

(w~(~

Speedome ter lamp I .5W

Head

co

I f' )

1-

'

en

( 1110

(<l

I I
( 11110 ) I I{

V\' 111~nr

) r:=l {ii .. )

11l11y

II~> ).!
(

I@

I nl & stop lornp

oV I P/3W

'""h @
,
!')

Front winker lamp

:!!

:::::!

W inker switch IR

handle!

tN

0
::z:
l(lo
~v<~r \\Iuker

lump (.\I,'W

6V8W
~All

rn

~lri1J ~,II)
'if~)

""0

""0

0
:::0

)>.

()
Fuse 7A

l,l omototiiON

IR
Neutral switch

'

Bk .

... Yl Red spiral on yellow

!R ... LGI Red spi ral on light green


lBu . .. . l ight blue D/ Br . . .. Dak brown
. Block

LGn . . .. light green

IBu ... tube) Covered with blue empire lube

Bu .... Bule

. ... Orange

10 .... lube) Covered w ith orange empire lube

Bn .

. Brown

.... Red

!R .. . line) With Red line

G r ... . Gray

.. .. While

!Gn ... line) With green line

Gn .. . . Green

. . .. Yellow

!V ... tubeI With varnish tube

WIRING DIAGRAM (CSOM, C65M)


Bk . ... Black

l Gn . . . light green

lBu .. l ight blue

Bu . Bule

.. Orange

IBu . . tube! Covered with blue empire tube

Bn. , . . Brown

.. Red

10 . .. tube I Covered w ith o range empire tube

Gr .... G ray

. . .. W hi te

IR . . . line) W ith Red line

Gn . .Green
Y
. Ye llow
IR . . . Yl Red spiral on yellow

IR

D/Br . . . . Dark brown

IGn .. . line) W ith g ree n li ne

IV

. . tubel Wi th va rnish tube


R

. LGI Red spiral on ligh t green

Rear

R Fron t winker lamp

Meter lamp 6V I .SW

&R
OJ

LG & R

30

G)

LG n

I loud hgl't

);:

I>V 2~,?SW

G)

IY . .. tubal

~
Combi na tion switc h

0Jil
l

L _ __:======~

hu11p

loVIIW

~~-----------

IH1111 \\Ill~! q

I! IIIII'
/.VII ,y

1-:uw
wllt~H I

~tv

..--- - -:

l ig htinq d 111111lt!l ,wd II

ollfltll)f l!l l(ll11

Swlt h1111J ur run!Jt)nu'nl


''Itt 11 ~

ll A I
H o rn button lighting dirr.mt!r sw1 tch

A. (

l>ylllllllll

Co ntuct lm.:ul lJI

.,

.J

or1 I

-~ ~~

ON

~-o--~-1 -oN-il

Off

1\J

(.,)

WIRING DIAGRAM (550 565)


1\,)
~

R
Horn button dimmer switch
IL handle)

Sto p switch

~~III II WlllkO r

lorrtpiiW

..L
(X)

(/)

. Yl

()
IIIII hllrlfl

:B

'-'W

4AD..L

:::!

!(o

.,~
;;:t;J

0;;:t;J
3::

l>
L

switch IR handle)

Rea r w inker lamp 8W

()

rn
rron l

Swil ching arrangement

Bu

;z

Combination switch
Ilk , , , , lllw k'
)Ill

llrt

. 1111111

1\r,Wri

Flywheel generator

1(111, , , , ll(lh l IJ'OO il

G n .... G reen

()

, , , , Orori(JII

lllu .... l loht bluo

D/B r . . .. Dark b rown

,,

.. line) With red line

. . Yello w

IG n ... lineI Wi th green line


IV . . . tubel With varni sh tube

~111 1

lll11 , , 11111111 Cov111od wi th hluo ompir" tubo

IR

... Yl Red spiral on yellow

W htloo

ill

IR

. , , 1(;1 Rod plrcd on lloht oroon

ltdr"l ( rr\lnl!td wil l! tllllllll" tlll!plrn 1trbf1

OFF

I Go

SE

c,

Bo

c,

Hl

Honda 50-65 Series Models C50, C50M, C65, C65M, S50 and S65
SHOP MANUAL
Published by

HONDA MOTOR CO., LTD.


Foreign Se rvice D eportment

SERVICE DIVISION

4429- 1 N iikura Yamato-Machi Saitama-Ken, Japan

Printed by YAMAGATA PRINTING CO., LTD.


6- 34, 2-chome, Takashima, Nishi-ku,
Yokohama , Japan

December, 1966

Copyright reserved

'

*
HOND.A.l.WOTOR CO.,LT