: Jamibretta i. ; PE SagLAMBRETTA A PRACTICAL GUIDE TO MAINTENANCE AND REPAIR by RAYMOND BROAD S. CHAND & COMPANY LTD RAM NAGAR, NEW DELLHT-110055S. CHAND & COMPANY LTD RAM NAGAR, NEW DELH-110055, ‘Sow Room 4168, As Al Road, New Deh 10002 tee Se tae a tne ptt ween © RE a (ainwilouerwanttare Can ot or 2, tore = 8, dows rearaaon RETO sonia te trance te ve “cca Fire Pubes 1949 e (C.Arthur Persons Ld. 1960. 1967 Second Ean 1967 ia nin ion 1973 Third inion Ean 1979 Price: Rs. 10,00 Pile in indo by 5. Chand & Company Ld, Ram Negor, New DUWOSS ood printed a Rojndra Ravnica nts ft tam Nope, Now Det foss PREFACE Toit purrne ofthis book ist meet the erquirments of the ‘owner-rider who wishes to carry out his own maintenance tnd repair work, and also to provide a wseful servicing guide for the sklled mechanic, Lambretta scooter sales now exceed half 2 million in the United Kingdom and with the introduction of the lightweight ‘monocoque machines, such as the Cento, this popularity will be ‘maintained. All but the fist and the last chapters are devoted to servicing, {ach chapter being subdivided to cover the varius components, ‘The fit chapter describes the various models, while the Binal chapter describes the activites of the Lambretta Club of Great Britain. ‘This second edition is confidently offered as x complete han book; it has been heavily revised and brought up to date, There 'are more than fort variations in Lambretta Marks and Series, “AB Some ofthe variations are very slight, reference to all of them are omitted for space reasons. A list of the models covered with Years of introduction i given on page Some of the major overhaul operatons have been left out, since these require the use of special tools and jigs which are held by Lambretta service stations. ‘Valuable help has been freely offered, in preparing the second ‘dition, by Lambretta Concessionaires, Motor ‘Cyele technical ‘afl, DelfOrto agents and others. Iam most grateful for this ‘alo for permission to reproduce diagrams and tabular material from these sources, ak 06 Vence, France, 2956LIST OF MODELS Made! Cand Le Dand LD Dand LD LDA Lp LiMit Li Me tt Li (Me 11) Stimatyte Li (MR. 11) Stimatyle Special Pacemaker TV.Me TV Mk It TV Me mH TV Slimaryle GTa00 GT 200 Slimatyle Cento (range) Ins Starstream SX200 * Al nw nd din i x5 al-perl mie Te eee Your of Capa Pera mis Intron a r982 1953 1959 1956 1957 1959 1960 1965 1966 1966 ‘uced to 50 when the engin is fae, ee ny 133 48 us 48 ny my 8 a ny 8 "5 175 us "5 98 08 8 ny ny 08 (percent) cod ray se 8 engines shouldbe revi on @ not all) eater this com be re 1 The Lambretta Models " JawanerrA” to. moat people is synonymous with scooter, ‘and it i with the Lambretta range of scooters as sold in Great Britain that this book is concerned. Models Eto F were fot marketed in the U.K.: more recently the small Lambretta go, frst produced in 1964, has only been sold on the Continent. ‘The three-wheel adaptation, Lambro, is outside the scope of this book. A list of the Lambretta scsoters covered in this book is fiven on the opposite page. ‘Of the first model scooter, the type A, only three of four are to be found in the whole of England; and of the succeeding type B, such a very small number was sold on the British market thatthe [As and the Bu do not warrant further mention. Next came the Cand LC models, which were the frst to be sold extensively in England. Cand LC Models ‘The Engine. The power unit, based on the same principles as that ned in models A-B, is high-efficiency two-stroke of 52 x 58mm, 123 cc. ‘The dome-topped deflectorless piston, With eno tings, i in ight alloy, atin the cylinder head, which Gacrce am inlined j-in. sparking plug. ‘The barrel is ‘of ext “Like all Lambrettas, the engine inthe models C and LC forma 2 unit withthe tarsmision cag all the working pats being tncloed. On the end of the tanamisson cae, and spring: ‘mounted, iss block containing the reducing gear and axle ofthe ‘eat whecl.” Drive is transmitted by a bevel gear operstng onthe Connecting shaft ofthe spring-mounted block. This ia inked to the botom ofthe traoermtation cate by a sunpension nit in which to springs of diferent dimensions are under eompresion. “The engine eranhaft works stright angles tothe King ofthe °CONTENTS courses Thue Lavunerra Moms Git LC ModeaD. and) Sees Scanner Sein and toe Sen ry ee There Stemnye Special c Fits pene Speci Gt andj Sew” Can and 2 PowmourMwmne pay Sa Ss ht te 3 Baas, Wares ano Tres ‘Ths Fron Brake —Dinarting the Dram — Taking off he Bate ‘scembling the Brae an Whesie the dee 4+ Biacrca, Hoe ‘ei Cal Ht Magne Sern” Begley cel ate pee Soe ews Sette per eee Reset See fic "tle eae Re eae ae et es ee ae Bhi at fear us eet ge Se a a 6 9s T Towecirot : Tah Rat Draining Ring in nto Bete oas Ghent cree Vope Latico, Siagnes Omg PalSaddie-Lucnion =, 7 Teansassion aN SUSPENSION ‘Ovennaut (Li-GT-SX moves), + mma crema STK wm gee iain ty TC lt ed Foe Soe ie on al Gich "tal Frome Brake. Levers Comer Shatin eS STi sore Frogs Whee Ci Ma tc, forthe Rear ‘Shack ign" he Batery Werk om Ene Senin te sidecr Goer ser Mecha 9 Tier Lawomarra Coun Great Burrain By ns wemachine and drives the cltch by a bevel gear. Clutch andy box operate in line with the machine, andthe geatbox drives the ‘ea bevel gear by a small shock-absorbing torsion bar or cardan The Chich Thins ofthe malipl-dis pe, working in il sith thee fiction dics of ight alloy conte ith ons rubber and powdered cork compound. The tee spend eee box contre bys tigi n the hndcbr nnatated ath the dutch ver The Frame. ‘The fame ix central beam made ir lege diameter tbe, sing atthe front to support he fark pide eke ‘the rearitacs ata bearer forthe engine crantese- "A soaihe ured tube is welded tothe fame forward of the coping se sweep ovr the eyinder head before carving down an tim cast with the rar end of the cause, “This seas tube ears the dive’ and pillon set the fc tank the oy ‘rudguard suppor, the tol lckr and the wae whee ‘The shaped scl apron which fora fet tad dashboard is bole to outrigger fom the central beam Os the Cana model this prone narow and reaches up to at shove tbatom scerig bearing: wherersonthe Cand LD meted ine ‘much wider and extends cone upto the hondehane ‘The L. pref indicates tha the mach cooling. ‘The Front Suspension. “The front whee is carried in two rock: ing arms, the longer part being to the rear and the exiting pine being fined in the fork ends. ‘The forward parts of the arma coe ress two spiral springs enclosed in casings welded to the fork tubes and the springs are arranged with ther spirals unequal distances apart. ‘The effet of this i that all the spirala are con stantly in working positions throughout the full ange of coun. pression and extension. As with the rear suspension, that atthe the front has been considerably modified in the D acrics, which willbe described later, ‘The Carburdter. "The model C has a Dell Orto MA16 car- burener. ‘The throttle slides operated by cable dtc from the top ofthe mounting, and the instrument ins implied one having {thor fomiser tube witout lateral hole, Choke and jt sng, ‘ealighly smaller than in the model D, and there i no separate fue ler, though the intake to the Hoa chamber contains ip gauze screen. ‘The needle height i variable by mean of Re ‘roves, the same ax with moa later mendes ‘Since. ‘As the model © dtch-tranamiasion Dock ie fed ‘iid othe frame, the silencer ia cared underneath the foot lard on the nea, of lef, side, sported bya bracket with tom, bolt w the blind end and by tering cylinder a the ort end The sleneer is detachable for desning, ‘Rea Brake. The er bake controled by «pedal onthe right side ofthe footboard, sin al Lambeth, and operates the tear ‘hoes by rodn. The front brake has the normal ight-hand lever nnd works by th ual eable “lecrcal Epipment. A Marcli, or Fis, flywheel magneto ot arate he ide canal ed ip ie the sparking plug high-teston, and altemating,curent Nags behing oo ete lempe oad bor, Tr ht Cs the jhe! is caosed by an aluminium cower, but the model LG crown ted with vances mounted on the rotor. This conjunction with a shaped mctal ood covering the engin, pro. ‘ides ana bla to ool the eylnde bare! snd head, Whecl and Tyres. All modes before TVi7 and Li have 4 aso i, hc Sw al he tre ar, three being onnary nat oly unftened when the tye de fated, and the emaining three being hooded nts, which are salt dec the wet fom Trig” Whee and tre ae interchangeable, but the method af removing front and rear whl erent on all model ‘The D and LD Series ‘Most popular of the LD series (the " L indicating that the ‘machine i enclosed andthe engine cooled by blower)is the 1g0LD,, which has a larger (r48-c.) engine but fs otherwise basically lar to the model C power unit. ‘The most important silferenees are that the platon has three rings, the magnetose ent ht tl hy Feet eon sa ah ri et spenitt etn Sreeainni! ies ba mate fag amcor nae ae sor bration, Diet bhi the nd the pivot pn and housed a's teanvene forged log intl withthe ae ar hae toon br with splined ends. The sling onthe olde sith itera alien the extended bon of he se ee Ge the nears ore similaly ppp inthe bo ae on. bros bsh nthe ther En he tem extends upward to form poe which small ith caged roller bearings a each end come is ea ‘mounting onthe crankcase casting imneditly hing te ae Thee are two hardened set pins to copie he , ‘When the tear whe unloaded (with he machin on ea sand) th core copie transmtanon unit bute agucn ghee bale onthe rane upright and the vorion hares, iin this pono,» Pherei infact in tome ee ‘On all models the rear wheel and hubs remaved com- atthe brakes, the six rim-holding nuts being left in tg, The emma of the rar ab an be an of by Special spanner, it being eceasary on some rachins fie t0 re tmowe an Br. central ching crew wach har left had thre tnd therefore unscrom clockvie.” When the hub muti away 4 block of wood should be placed agunwt the wheel im tthe of. fide and the whee jarred ight in wo o three potions with 2b hammer ofc the hub fom it taper fon the ale “The front brakes are smaler and narower than the rear ‘Whereas to gt the fon: wheel out the two large domed pide nuts are lackened if ne want to reach the brakes oly, the of tide spindle mit shouldbe loosened an then an open-ended 19- tom, spanner shouldbe wed to release the not aint the rake backplate. ‘This makes i pomible, when the whe! taken out ofthe fork, for the brake Plat, compete with shoes, to bere ‘moved withowt difcuty."On bot wheels the pletic brie lining are bonded to the shoce. 'Any oil geting onthe ings is burned to form a black carbon epost by braking action, andthe eficiencyof the brakes mst be periodically restored by lightly rubbing off this contng with fas-paper. Beeasc ofthe seca linings and the method of ‘mounting, Lambretta replacements should lvays be used. The rear brake arecablesopersed by pedal and the cables adjustable iecricl Equipment. A fywheel magneto with ghtng and HT cola is wd onal Labret, and this onthe standard D ‘machine in 8 wat,» 4o-watt generator being wed on machine fied with + selt-tartr. ‘The model D has an external ol HT. coil mounted on the frame of similar type to tat wed ina faz, Either Marelli orTilko magneton ae ted, and while the HET, cols are interchangeable the actsl magneto parts ae ot "Timing in particularly cay to vey om eter intrument, a will be describe in deta ater inthis book the flywheel iy Inowt cach tranevere ines marked upon tone corresponding ‘with T:D.C postion and the ether wth the opening ef the Contact pint ‘Anather refinement tobe found on these models is automatic ‘ignition advance eflccted by 2 uml bobsweight under spring Contra on the iywbec. The Tilso magneto has two bab-weight andthe resetting ofthe timing ite more complicated. 8Some.“ pnking” is oral on ll Labret, a serey be taken sat nduaton that the engine weing tmasimum cficency." It becmes tee hte ae ts Sea of fling it which wil dct at "A yea teting speci atest nthe sptting plug, which user ree smal gph for eficent operat, sl be rca freuen and iti mnt wnprtanto make sre an «pagel he ‘correct heat range is chosen. pene (On machines with no battery, exelent lighting is nevertheea give, ut wo pnts ned wo be remembered he that ib consumption mut balance the ott rom the ighting cl aed the second, that fs amar bul tan eval is ted fe gae food headlamp output low speed, exceve engine ewe mnt be avoed or the sale bulb wil bum owt Cable. On D model all cables can be removed without diamansng either the ont cowlng,cotning the headlamp, ot the front lesbicld. Ths the rider contemplating = Tong ‘an fit spare cable both tothe cltch and tothe fot bakes to ‘Sforurd paint faire “These ae the cales which have the Inardest work to do, that on the throttle control being lightly loaded and the gear cable, or cables, being so robust that faire is unlikely during the life of the machine Kickstarter. Early 1g0-c.e. machines have & hic mechanism very similar to that of the 125-c<. model. Three bevel gears transmit the motion at right apgles to the engine; tne onthe crankshaft, ane on the elutch unit and a thied forming parc of the hickstarter unit. Various small faults can develop through the bevels being too deeply meshed, and paper gaskets between the kick-starter housing and the crankcase must be correctly replaced if the unit i diated. Oil leakage past the screw beneath the kick-starter pedal sometimes occurs from the fearbox ifthe rubber-ringoil-eal becomes inefient. ‘The Clutch, ‘Three sect plates intereaved with three plats lined with» bonded rubber-cork mixture form the clutch assem- by, pressure being maintained by six springs. The 1so-ce. clutch unit has thicker plates and stronger springs than the 135- ‘Ce: model, and if sidecar is Used still stronger springs are avall- thle. The pressure of the springsis, of eoure, relieved by pulling tp the elutch lever, and free mation i provided by adjusting two fock-muts on the thrust rod within the large brass acorn nut at the forward end of the clutch casing. There is also an adjuster to regulate the amount of slack in the cable ‘As the clutch rune in ol, i i important to empty, flush and refill the gearbox, which supplies this oi, at leat cach summer land winter, otherwise the clutch plates may stick together and ‘aus grating when bottom eat is engaged from cold. Another important point is that the clutch thrust race atthe inner ond of the rod is under considerable pressure while the clutch is held fut. For this reason, the rider should never waitin tealfic with the gear engaged and the clutch out, ofthe thrust race wil be ‘quickly damaged. ‘Gearhor. ‘The gearbox has three specs (except on Li and TV models which have four) with » delicate but positive twist control fon the left handlebar. On carlier Lambretta models a single heavy cable was used to give both a push and pul effect through {Teckector box immediately behind the kick-starter and below the zarburetterair-cleaner. Later models have a twin control 10(ME the gear aclector is pulled rather than pushed in each direc- on. aA BAe onthe fron ofthe selector cating, retnned ty thee Srestermnk screws, enables the cables tobe adjusted atthe peter of contact. [The principle of gear engagement i that the selector arm within box has x small spring-loaded roller which mores ore the cat wich three depresions are formed coresponding vik ths ‘ole tare, and theft bl for he (po) al fhe andard machine. This must be ta-volt 1o-mat Batery {Ts-ee. mode havea ool 15/15 headlamp Dalby; where the machine i sed contany a 35 mph. or la, ight, = tia fal ane ebied ith arog At ow speeds the charging rate ia not enough to supply the larger bulb, dnd the t2rat wl give a beter ight. All machines, except Ore, should have 36a, Somat ar-lamp bulbs the exception ithe ra-voltactstarter machine, which meee at2-ol, vat bulb. ‘The pilot light should Be s Gol, 3-watt for batery machines Ita not odie fous a bean bi of crthen 25 wat. Avtop-ligh i tow general Sted. Thi, Utne resign bool be of Gl 9-wat with touching battercn “The Cento and Jas have vl, Swat soph (Go bate). ‘The Fuse The fuse fted in the box ofthe impedance regulator, or in a separate cane on modele withthe voltage-control sealed it, fated either at § of 8 amps. I wil blow ifthe battery cireuit short-circuited or if the hatery is connected with the wrong side es to canh. "The Lambret sil etins te nepine ca deapite theft that raaday the ponte earths cng mee tne, and this pot mu be very cara wached tine the taterys removed snd reac Mae sue te ack; oF mee tive terminal nconmectedtothe frame The sean curent ‘ich rin wo sbow 3o ampey, dace ot ps rough the fase 2d the rte wil il work wth the fae blow, ut wat ‘Sid le carer, the fu mus be teed ands new fuse ed before the machine Charging Rates for Battery Models ‘The following ae the charging rate forthe various LD models; all at 30 m pain top gear: Early type .25-c., rectifed lighting and self-starter, ‘eo charging rates, Fall charge 3amps. Half charge 1s-2amps as.cen, recived lightingslfstarier impedance-contrlled charging (two rates): Pull chage janes Hal charge vs tampe f-rolt, 150-6. self-starter, ‘ wah chr stem ith parking igh exam te-eah upper efeoren, cosine ose, Since wil be sen hat henlight consumption and generator ‘output approximately balance, in the ease of the 125-c.¢ and the ‘evolt, 1go-c.c. machines, there is need to use a lower-powered bulb in a machine ridden a lower speeds. A ditcharged battery ‘on tso-c.. machine will largely recover when used by day; but with the 1as.ccc. machines, only half charge wil be given, be: cause the regulator docs ot allow fall charge until the lights are turned on. “Hence the earlier reference tothe permanent closing ‘of the two contacts in the handlebar switch when necesary onA similar difficulty arises with the relay unit in machines 30 fitted. The current to the headlamp is used to close a contact and soto give full charge; and here again the fall charge rate ‘ean be connected permanently ifthe battery needs it. On the ‘moving-contact unit the contacts can be wedged inthe closed position with several thicknesses of paper or by connecting the blue wire from the generator directly wo the rectifier. ‘The ble ire can be identified as one of three in a black sheath, and the wire can be soldered to the connection visible under the base ofthe regulator box. If this is done the white wire (ofthe thre in the black sheath) must be disconnected or else the lighting coil willbe short-circuited. As previously mentioned, full charge can he obtained on the impedance system simply by making an earth ‘connection from the fame to the lowest brass terminal pn inthe regulator box Faults Good moving- 25 vols, openccoi minns seine revolutions, sad so mesaurment of the batey sage fist be made under normal lied canons Care of te tattery ie im amateur han, shuld he pst te i topped up with ded wn (no ereumnce water) to just above the level of the plates. in the sae of called dey accummulntor having a sponge ling, is shinai be kept wet but wet fooled. A sinpie ydimacter cit be sed for topping up, and should show » sewing nf tyos0 i each ext Invhot weather the water content e-sporsee quickly andthe level should be checked every fortnight: but monthly i enough ia the 9%winter. Keep the top of the battery anand dry, wiping ay Corrs barn the rg afterwards) tod smearing perleum jl ‘ound the emia pnts." Never allow the battery to rerai nt ‘ischarged condition, and ifthe machine lid up during the ‘old weather ak the battery ff and ave an lectin maitain i osherwie i wil be quite else when ext needed 5 The Carburetter Mes Labrie are fitted with the alan Del Orto arburetter; a few with the Zenith instruments. Before the petrol-oil mixture can be burned in the engine it haa to be reduced to a fine spray and mixed with large quantities of air to produce an explosive vapour. When introduced into the caine, compressed and ignited by the sparking pg it generates the energy ‘that drives. the machive.” This atomisation. and ‘vaporization is performed by the earburettr, In starting from cold the instrument must temporarily provide ‘richer mixture, one in which there i much less it dilation than in ordinary running. This is done either by putting some kind ‘of mechanical restriction in the entering ait stream, generally known as a strangler or airslide; or by choke device which {realy increases the volume of petrol apouramounting tothe Same thing as restricting the at. Early Lambrettas used the slide: later models have a ear-type choke with a starter jt ‘The Model € Air-slide ‘This side is controlled by afnger-operated lever on the top of thecarburette. fone unscrewsthe ar cleaner, acowl containing ci-wetted steel wool that serews into the choke intake, the aide ‘an bbe seen, and when pressed down it shuts off some two. thirds of the entering sr. To start from cold on this model, and ‘athe carly Dserics machines, the fuel sturmed on and the ooder Dutton on the carburettr float chamber i held down for sccond foto ensure a high level of petrol inthe chamber and thos the well of the atomiser jet. ‘After two or three strokes of the kickstarter the engine should fire vigorously. Ie can then be ‘un with the slide cloed until, within minute oe 9, it starts to four-stroke, when the slide should be lifted. "This can be done ‘ite easily from the saddle on the scooter 9s‘The enclosed LC and early LD machines have the sir-slide accesible through a panel in the side firing just below and tothe ear of the saddle. It does not matter ifthe slide i left closed for 4 couple of minutes in frosty weather, sinee one mercy ine eases the effective lubrication of the engine. From t92y D models onwards the Dell Orto B series, and the later SHi'in. struments, all have a starter jet; but in an ald scooter there isl the atrangler with ite very rich mixture Use the Flooder Sparingly For this reason one should be cautious about flooding, On the model C carburetter there isan overflow once Should the engine get overfled with wet petrol mixture, one ‘rust take out the sparking plug, and if the points are fouled, it should be washed in plain petrol and ‘Then the kck-startr should be fully deprescd tno or three tines to dy the engine, connecting the plug and laying it on the engine to-carth the spark and eliminate isk of puncturing the H.T, wie, ing, Replace the dry plug and an immediate start should reeut, ‘The Main Carburetter Control This athe theotle valve, which slides up and down under th contro ofthe right-hand twist ‘al chimney-like upper part of the carburetter. One can always _fhcck the operation ofthe throttle valve by removing the side {sicng, wher this s applicable, then the ar cleaner apd thes by {nerting finger inthe ar intake while the twin grip is turned ‘The valve should move up and dovn frecly but without loose, ‘ess returning positively by ie internal spring when the grip closed by turing this clockwise. On the motil © the terete {able sweeps round directly into the top ofthe carburetters oe later models the cable pulls down on a rocking beams which fee ‘the throttle valve tothe same purpose. ° ”(On second-hand machine the 6t ofthe valve is one ofthe fest things that should be checked, as after a considerable mileage its rcessary piston effet i owt and the carburetter eannotfunetion properly.» Therefore, ifloogenea can be detected the valve should ‘be taken out for renewal. This is merely a matter of taking the top off the carburetter by unscrewing the knurled ring and then lifting out the throtlevalve assembly with the needle attached it.The rocking beam will have to be detached, and on the Zenith instrument the method of removing the top iv litle diferent. ‘There is a number stamped on the valve, probably s$/75 in the cate ofthe Dell’ Orto, and it only tema the desler fora replacement. If thereis wearin the throttle valve, probably the neele and atomiser jet will have also worn, the small cost ok ew components being quickly repaid by the aaving in fuel Zon- ‘also thatthe return spring is working propery, and if in doubt renew this a well ‘Throttle Stop and Pilot Jet A slot willbe seem inthe side of tne throtle valve. ‘Thi isthe point of abutment of the diagonally mounted, spring landed throttle stop screw ited to the side of the intramens, Une serewing it cuts down the tick-over speed, but it best not to reduce this overmuch, because a single-cylinder two-eroke will never idle smoothly, and too litle tickover adjustment will only result in the engine continually stopping in trafic. "Tick-over is finely rogulated by'the adjacent horizontal pilot screw, sso spring-loaded. If trouble is experienced with idling take this ‘ight out and blow through ie with an air bla. ‘The pointed pilot serew regulates the admission of air to the pilot jet. This is dificult vo get out because iia very small sed ‘completly masked by the atomiser jt, which must be removed with a mall socket spanner. Ifthe pilot in Blocked one cannot {tiling andthe throttle must be constantly opened to keep the engine runing; which leads in turn to excesive fuel consamype tion, In replacing the plot screw, afer blowing out the passage ‘screw it completely home with the fingers and then unscrew it one anda half wena, after which it can be fine-set by tral and corer ith the engine warm, 99. aw 2 f 22 20 23 24 25 26 27 Fo. 38 —Bertocan View oF LDss0 Canwcwerran (See poate page for hey) = ie tse Bates = = a ie resaee te if IF Z i We a is Ss Air Filter Dect nar tes oe ertnemsers ageterca a teesnore Sareea hatm eerie Tat et eer Fences ieee oven peers oe ieee oe mecuceametoe arenes ganna ere mire St eee ee eta Seem oe ace Sa esSareeee ee oon Re pe ei ein sie amine or eo Smee eee ciel menvetoemeeFie. $9-—LD Cammonerr Aamo foreign matter. When the tap is removed, the contents of tis ‘bowl will come away with the petra and before rhe fuel is re~ placed in the tank it should theteore be strined through an old lean picce of thin fabri. “The filter in the tank likely to have the most drt attached tit, and should be brushed of gently with a som brash and a litle lean petrol. Before replacing the tap inthe tank, awill his out thoroughly (use petrl) to get rid of any revidve.” Tn replacing ‘the ap, ace that dhe red Sbre washer at its bases itact and smear ‘f similar potrl-proaf compound. A thoroughly sound joint w mesial, but this mt be go by ean- linea and good jotting, and not By tying to screw the tp upto rest tighten Bow! Fikter ‘The bow ler at these ofthe carburcter, othe sng fer 4 the top ofthe Bat chamber fitted to carler modes, rch es ely to choke, but should have the tame treatment brah in clean petal and reiting, where applica, wih » sound fibre washer oF washers and tee of jtting cement. Hf one is careless about iting the fe ine fom the perl tank 1 the ‘bureter itis quite extraordinary how much repensive fel Fig. 40—Prrnc. Tar neo Fidman Un aye Pic. 41-—Aim Pure, Linas, ‘can be owt through leakage a the various joints, Always, there- fore, take the greatest care that all mating surfaces are fat and clean, and in tightening them up give no more than half turn beyond the point af maximum fnger tightness. If no shellac is avilable one of the proprietary acetate sementa wil serve very well, and icas the added advantage thatthe washer stay on thee ‘components and do not get lst ‘The Petrol Tap, A dise type of petrol tap is fitted to the majority of Lambretta. ‘Thin gives three postions—off (horizontal outwards), main 103BE Ai ening (srtght down) sad serv (borzontal inwards). The tap con- tof two daca with repstering halen which rotate on ang of petro proofrbber, and which are held in contact y 2 cca lar epringstecl washer, having two reaiing screws. If thse screws are ove-tghtend the tap will nt ten and, of course it they are to tose the petrol leaks Between the dacs Adjust the enion by trl andro ‘When the tapi temved for Site cleaning, and if leakage i suspected, remove the two round:headed sce and the cela ‘pring washer and the tap wil separate into wo parts Some- tines the lac rater filing inthe mndvich picks wp rou the tdges of the hols oF otherwise becomes slightly puckered their cei ee ay weeny rl he ed ok ing sway a minute amount from the dps With For. bade” Tn ressembling the tap note tha thee i imple cam move- sment which given the correct potions for the lever with regard {othe thre pation and make sre this cam i corey placed the simplest way it low through the ap, or try t, when ile cael positon adc tha thee ence on Removing and Dismantling the Carburetter It is necesary to takeoff the carburtter to clean out the float chamber and to get at the main jet and stomiser. ‘There is noth- ing difficult about removing or dismantling the earburttr, but reassembly and replacement present one oF {40 “The carburettr ean be removed when the theotle control is detached, the fuel ine is unfastencd below the petrol tap and the 8- ‘mm pinch-bolt securing the chromium-plated clap ring on the inet stub has been slckened. The carburetter is tight fit on the iat stub and must be gently worked off with an oscillating movement. To get at the main jet or the atomiser the large hexagonal plug atthe bottom of the main column should be un screwed, the method leat likey to cause damage being to set the plug lightly but firmly in the jaws of a vice and unscrew the car- Dareter. "The hollow plug serves ax a sump and should be rosBLL Boobs He as Yi Atleaned out; an 8mm. socket key is needed to unscrew the stomiser-mein-jet assembly, which should be extracted with great care, a itis generally a tight Bt, ‘There are two types of atomiser (sometimes called the needle {et}, tha on the fist MA instrument having no extension with Gifuser holes and not being intended for periodical renewal ‘This type of jet in ited to the model Cand seme early D models 1m well. Subsequent models have a longer atomiser jet with = tube drilled with from three to six minute holes through which the petrol escapes in the form of mist directly into the at intake ‘This type of atomisr is gradually worn by the needle, and on well-used machine it would be wise to change both needle and somber, sce afer 2 tine the combina allows Yo mach petrol to pach. On the a8 on all others, the needle has five annular grooves at its top, and these machines were originally sent out by the factory with the needle in the middle grooves, ‘When petrol consumption becomes too high, duc to needle wear, answer isto experiment with the two top grooves; in eld weather the second grosve will probably be needed, a the top ‘ove with the neele fully lowered gives the maximum weak Note. It is not necessary, of course, to remove of dismantle the carburetter to experiment with needle postions, and this can ‘be done quite easily by lifting out the throttle valve and genly prising out the spring slide which engages with one ofthe grooves 0 thatthe needle can be lowered or raised one grooves Its ‘ever adviable to make so drastic a change as to lit or drop the cede by two grooves at time, The Main Jot ‘The main jet screws into the base of the atomiser, and should ‘ot need replacement in the life ofthe machine, However, in ‘spite of highly efcient petrol filtration, bits of dirt do sometimes mysteriously find their way into the man jet, which mutt then bbe unscrewed and blown out. I» square-cut screwdeiver ‘cautiously applied tothe slot across this jet i will unscrew from the atomiser without further dismanting being necessary. To 108, clean it, Blow through it with compressed air, using a bicycle pump if nothing else is available, and check it against bright ight by pushing it into the middle of a sheet of thin cardboard so a8 to make the small hole easier to see through. It is best never to ‘Poke anything through a jet to clear it and certainly not apiece af wire. Tn removing snd replacing it, beware of dislodging bit of brass by too rough use ofthe screwdriver, since if these get in the role, the lst state wil be worse than the fr, ‘The Float Chamber ‘Two small square-beaded bolt, with screwdriver cuts, hold ‘the top of the float chamber. There is thin paper gasket be- toveen the lid and the body which must be replaced, otherwise ‘the level will be upset and the bow! may lek." "The Zenith in- ‘strument differs in design from the Dell Orto, a the Zenith uses a hinged captive foat and the DellOrto float is free. With the later, iti an advantage to discard the old bras oat for nylon ‘one, and in this case the needle should be changed 28 well, be- ‘cause in the old float the needle is clipped at the top, while the ‘ew one has the clip in the hase. Otherwise the two are inter- changeable. The Zenith hata nylon flat in all models. ‘Clear out any dirt accumulated in the base of the Roatcham= ber, and in replacing the float assembly make sure the needle sg0cs in the right way up with the point at the top, The bottom ‘ofthe needle repsters ina blind hole in the bate. The different construction of the Zenith employs a separate needle, and here ‘gain itis important to see that i ia replaced correctly. Pinking ‘A certain amount of pinking at the normal speed range is 2 feature ofthe Lambretta, and merely indicates that the engine i ‘operating at maximum efficiency. However, while the cabaret- ters dismantled, excesive pinking can be cured by inereasing the ‘mixture strength at the speed range concerned. "If it occurs at about 35 mph. and is rally troublesome a main jet ove size larger can be tied; and if itis experienced, aguin to exceas at 109Models Models Band F* Mode LD D and LD meee tasce. Ngo ee (i9sr-4) apse) C950) | ype MUry Br/Cr MAS By MAt9 By | Cite Gam) 4 * 3 | Throtdeie woe Fis Fy | Neale Fre Dra ‘Bava Needle jet 268Rifzrols assB ass Main jet sin e 2 Pilot jt = 4s «© Seater jet = = 5s Floathwt. (gm) “s sos yes ED, 135 ¢4. LD, 135 ¢4. LD, 180.66 Goss) Gos) Gos Type Choke (om.) ‘Throw Fis Needle Dia DELL/ORTO CARBURETTER SETTINGS (EX-FACTORY) Model ABC, Sten Super Spr costs) “Gose) Type MA16 (19) MB22A Choke (rm) Worry aa ‘Toveatoae ssFs() 708 Needle Con Ea Needle je. 360 260 Mato jee &s(60) 98 Plot jt s 2 Starter jt 2 £ Float (em) sss * Coninentl modesModel Model ——Madat wu, WH, ull, Msce 7s. ag ee i958) (1950-61) (96-1) ‘Type Millay BSs Milar BS or MAGS. ‘Milla3 BS BSs oe BS Choke (osm) ates ah “Throtdelaie > > o Needle Eiga 0 Eiga Diece Needle jt 2B ato tall Main jet te Bort 73 Pilot jet Pa ° a Starter jt & & = Float. em.) SOs shst abst ul, Lill, TV IM, wee, ase see (asbo-1)—(a96a) Cana) Type MAioBSs/7SHI/i8 —SHI/20 Choke (mm) 9 8 7° “Throttle 50 1a) . Needle Dat-2 —Needicless_Needieess Needle jet soo ' 2 Maia jot Be meies) tb Pilot et * 4249) ° Starter jt 5s ° 2 Float. (gm.) ves 3 3 Special GT (Li). Pacemaker “SX Jo tsoce, meoee. soca (963) “i96) a9) Type SHIA8/19 SHI/20 Choke (eam) 6 2° ‘Throtdleaie t " Needle Needles Necdlelees Needle jet 2 2 Main jet wor 18 Pilot jet “5 # Starter jt se 2 Pleatiwt (gm) s s ; 1 $4 lout with BSpcarburecter. Not avilable in UK. SHB 18/16 rs as In the Neale column the second fgure gives the normal gros. | potion counting irs the op "Theabie covery several medele which ate not sold inthe U.KC‘but | tevin as mae ae oe ol6 Lubrication OS a ting he Lambe shoul be aid on x simple series of routine operations at set interrals.. The cngine itl, of course, needs only the corrert proportion of oil thoroughly mixed with the petrol each time the tank is filled. ‘One should use a o-grade clin surnmer anda 20-grade in witer, although itis not imperative to change the grade and, in any eae, this taken care of if one fills up from » mixing pum. Tf economy is important, one ean buy in bulk a tworstroke oil such a is matketed by all the major oil companies. In this ate, ‘ne can rebil by the gallon from the ordinary commercial-grade pump and carry a Un containing } pint of the two-stroke ol Enough peril for 10-1 miles i left th the tank wien the main supply rina dry, and if one fills up atthe next pump the oil can then be put in first and swiled about with tia small quantity of petrol, ad will be further stirred wp and mixed as the new petrol foes in Always turn the tp off when refueling, to avoid undis- Solved oil passing down into the earbureer Petrol to Oil Ratio “Though Lambretta engines are designed for » wide range of mixtures the proportion of } pint of oll to 1} gallons of petrol (Gpprox 1/as or 4 percent i satisfactory fr all pre-Li model “One part of elt 12 0f petra (roughly 8 percent) was recom mended for new engine ofthe DjLD series. When the machine [thoroughly run in, the ol canbe reduced. Slimstye and simi lar machines nin on 1/50 mixtures. ‘The high-performance 150, 175 and a0 scooters stil use the 1/25 mnntare ise ol rather liberaly, chersfore, a8 long asthe engine is new and wtf; excenr of lean do nothing worse than foul the spark ing plug, but insficient lubrication might cause a piston seizure ‘After 5,000 miles i worth experimenting tthe self Bmp to find what strength bet aut onc own engine. Fire Fer ceat (one inten) seme x eatacory Comprome oa wel teed mode wp thee ofthe LD er, bur oto nes ae exaily alte.” On the write’ own todel Cog ev cat ed in the cooler weather and percent inthe het of summer. Fie. 45—Cawnoase Leamexrion "Otters, Odie. 3. Oe eg reget a tne, nen rng hehe eS sw nth ‘The lighter mintures give ot running but keep the plog and gine cleaner, whe the heave blends col the ngs ote Bat ‘emul «heave exrbon depot Cention. Use only rs-clssbranded or two-stroke cil and straight commerciagrade fel” Premium pecel a wane of money ina two-stroke. Never, in any encumaancey fun even foes shor tance witout snc inthe petal asOraning end Refilling the Gearbox Having «spl of engine on bulk enable ne to replenin or to din sa rel the gearbor, and thier gute Inport With «new machine, i sto be drsned, Sushed and efile afer oom, and hereafter every 2800 miles Why drain apd ‘sil partially afer the ist jo tiles!) The answer is to be teen i the soupy mes he over eway, no longer recoil ‘revish sdgeglitcring with hits of metal frogmente from the gar teth and pei rm contamination with worn ‘pres of hard rbber and cna Draining. One arsine the pstbox by removing a recesed bone oregon plug fud underneath he box. nthe sbeene a beagor beaded tal the handyman wl ot id ict tofieractde on short piece fron od advo end the apd fd overt form a cranked lever” Alternative, a. proper oo tn be Bought Also remove the large steel bat with at exter= ‘al hexagon head to be found on the forward end ofthe catch asing thin ithe evel lag, ad thei my not ow trough the Sain uni sri admited tthe gearbor hearing.” The brome dain Pg shouldbe well cleaned in train "Meanie, atch the} pint of dy a n-s tn of Solent ste and get i ofthis sted il by burning it on the tardn bonfire.” Broth the dain hole ean with parafi, epace the drain plug and take ot the filer pgs a onse ceed hexagon aun on tp ofthe gearbox etng immediatly under Sarburter si fer. Th wil have tobe taken of to make pug accesible. Replace the lee lg, pours cup or of clean parafin int the gearbox, replace the filer pl ihy, far the tne and rn the machine up and down the oe hoy for two or three minut, changiog p snd down through the sar. After thi, nin dain the pao, ting the machines ecemary, to ensure that all the puain comes away. Give leny of ie or th, Because any appreciable reside of parafin, trl dntoy the hbricating vale of the new ei andi ruld therfore be 2 ood dent leave to drain overnight. Alt ‘more dr wl be removed frm the gearbox withthe parti. {Ave An eye te nla yeh er mats 16 rt ChanyNow, finally replace and tighten the drain plug and once more run ofa least an hour, since the heavy oil will then be uid. If the weather is cold, put a carefully measured pint of new 140- paraffin. howl not be drained and flushed together, a which cave the same ‘hort run on the road with flushing parafin inthe reservoirs will serve both purpotes. “The filer plug for the final drive is atthe extreme end of the ‘axle casing and there is no level plug; one simply pours inthe ‘new ol until the level rises to the bottom of the fllerplug hole. tis not possible in this case, nor would it be desirable, todd any ‘xtra beyond the specified} pint. Oil-can and Grease-gua Remaining lubrication pounts on the machine are dealt with by oil-can and grease-gun These operations, a detailed later, willbe carried Out by the Lambretta service station for a small charge, and if one has no grease-gun this so'ds buying this ‘comparatively expensive tool "There are some sven points at which grease shouldbe injected tf i fl : "5S.under pressure: three atthe engine bearers os the magneto side, between the top of this instrument and the rear mudguard (one is underneath); another at the rear-brake cam, undetncath the bevel drive: and two on the front wheel. One of these is on each fork-surpension box. All should receive a sparing shot very 1,000 miles, Fie. 484—Frovrmeo Lonmicarion—LiTVIH/GT SX Seam, If the grease-gun is wed on the hub-greaer itis particularly important not to be over-generous, since exces lowe grease in ‘the hubs will inevitably find ie way on tothe brake linings. The wheel bearings, inside the hubs, ae really better greased separ skely once s year with their own special lubricant, taking the hubs apart forthe purpose. If thie is done the grease can be put 1 the bearings where itis really needed. Finally, there is a greaser fn the brike-pedal ala. Wipe awey exuded surplos gress, hich collects road dirt. Fro, 488-—Reanen Loamcarion—LiTVIIGTISX. Sen There are five places to which an ol-can should be applied, filled with any good light machine or engine oil,» These include the clutch control, cable knuckles a the front of the clutch hows ing, the rear-brake knuckles immediately in front of the Gal dive caing and the various hand control for front betke, theotle, clus and gearbox on the handlebars Here the oilean should be used with particular discretion Though, for sensitive cootro, in mat desirable to have every ‘hing suiciently oiled, any excessive amount wil creep out over the levers and twist-grips. the twit-gripa themselves becomestiff o sticky in operation, do not douse them with oil to effect ‘cure, because the ol, blackened by metallic rubbing, wll work past the stationary end plugs on the handlebars and continually {cil the palms of one's hande, ‘The Twist grips: Luication and Wear ‘There is 90 provisica for injecting lubricant int the twist sips, which indicates that they are packed with grease on oi Sete bly and intended to be hbicated only when ripped and rebuilt, Brief instructions for dealing with wearin these sips are given inthe next chapter, and that isthe opportunity for lubricating the pars with high-melting-point grease, which vil not run and apread all over the place ‘Stecring Head and Suspension Springs Other components lubricated during assembly and intended to be rogreated when they are dismantled for ovechauligclude ‘the steering-head ball-racea and the suspension aprings i the {rant forks. In fact, the steering head should not need to be dismantled in the life ofthe machine, since the races are along ‘way apart anid subject to far less oscillating strain than isthe case with the thor steering head of « bicyee ot ordinary mator eyle. ‘On the unenclosed models C and D its easy enough to work » shot of fairly heavy oil into the aces orto inject it with a pressure ‘gun, and this could be dane once in six months. "As long as the ‘Stecting i free from looseness, yet turns perfectly freely, there is 10 need to do more than this. “As tothe suspension springs, on the unencloed model C one can takeoff the top eap on the spring tubes and inject litle grease from time to time, as here the lubricant tends to work down and outa the lower end. On later ‘models, with the springs actualy enclosed inthe fork tubes, these ‘are heavily packed with grease during factory assembly, and no provision is made for more to be added. ‘The Saddles ‘An occasional spot of machine oil should be dropped on the rocking bearings of the ales to keep these supple ad fre from squeaks, ‘The Magneto Oiling Ped In Marelli, Filso and Ducati magnetos «felt pad bears on the ‘cam track, and not more than two drops of cil should be put on these pads at long intervals; say not more than six months. Exceasive lubrication a this point results inthe contact-breaker ‘becoming fouled. The pad can be reached through one of the sows in the flywheel, and if it is visibly oly no more should be added, nyLubrication Summary For models C, D, LD, ete, use a petrol mixture of} pic of cil to each gallon of petrol (ewo-stoke oil or S-A.E. 20(49) Geatbor: $ ptt pts. according wo model” Most D models take the larger amount of S.A.E. 20/49, Model C final drive takes ‘medium reas, but forall Ds use'S.A.B. x40 oil upto level plug. il for cables, sft grease for torsion bar beaings und front fuspension. For magaeto-side main Dearng, high-melting- point grease. Repack wheel journals annually with hub grease Li anda elated models, inching Js, molly take 19502 pet sent) petrol mix; but early Linas wells TVs, GTs and 9X5 take 1/25 oF per cent. ‘Transmission cate and all joints, gear, clutch and brakes need S.A.E. go gear ail. Grease for font ‘suspension and control levers, also atecring and front-wheel tall bearings 7 Transmission and Suspension roe tthe gearbox and il dive in he mod LC ALi te B ses wil eventually tre ecoiy ta wl ae machines. Although there ar dfereace inthe suapen: sion, many aajumente tre sila inthe Cond De Once gin, a with the lower cogine and cutch tebe: bres Svered nan carr chapter, horgh oerhaa ila for sess operations needing ‘tay special tod neither poses nor Sormaly acquired by the erly orne. Some, howerer ‘ch a gabon djuimen, can be Coed with by tran ‘perce der with cd equperet Regulating the Gearbox . Later models C and LC have the same gear-slectin mech- anism as inthe Ds. Tt consists of «sell box, immediately tothe left of the hick-starter case, housing» selectoelever witha roling ‘spring-loaded stud that ravels aang» shaped track. Deprer= ‘sions in the track define the three gear positions and that for neutral between first and second. Ifthe gears hecome elusive ‘or tend to jump out, the push-pull cab.e may need shortening, ‘and to regulate their engagement the four serews on the external plate should be unfastened and the plate removed. First see that neural (0) on the handlebar control coincides ‘withthe intermediate postion, between fist and second, of the rolling stud on the track. If it does not, loosen the lock-serew land plate securing the end of the cable tthe small swivel block integral with the selector lever and see if i i then possible to make the handlebar zero (sometimes an N) register with the indicator line on the fixed part ofthe handlebar, with the elector inthe neutral notch. Where the outer eae enters the box there ina grip with alocking-bot, and this can be loosened 0 thatthe nsnd of the outer cover enters the box toa greater or less extent, ‘thus in effect lengthening or shortening the inner cable. ‘The cable may, however, have stretched too much, and after taking up the slack it may project beyond the edge of the swivel block. If 30, the amount ofthe projection must be noted and the” ‘able taken completely out ofthe grip on the selector leer so that the projecting piece can be nipped cleanly off with a really sharp air of cutting plier. Any projection beyond the swivel block will ase the selector lever to jam agunst the cable end when one ‘tiesto change down frem top to second gear, 136 aos cating by thre stews which pss through stain the back ofthe ba td then Qhroogh 8 lure, ‘hin sel ie, which masta teslteandactsasen tec. When the gear contra input lato Bint gat the top left ere i ue tall dem be dnrewed opted when wed ngage the other tp screw becomes acct. "The boom screw emaioe unmarked When the srews are slckened the box cin be rotated through 4 shot dance, nd this may be enought ete oping ode teller nto the apropise depron oa the tka the tame time hat net o the arn which on i workings enanged inthe box. ‘This bt ted fine ajstment sly, bese if one wants more clearance for tp gear can oly be Fada the ‘pene of fin, and vce sera ‘The Early Model C Gear Control In the first C models a toothed sector was used, against which the cable was pinned by two serews with lock-nuts the tecth in the sector engaging the surface windings on the eable. In this case the position of the cable relative to the sector cannot be altered, and the nly adjustment i by slackening and afterwards, retightening the backplate screws. Note that the cable must ‘ot be pressed tightly against the sector, of it will be jemmed. In both the early and later devices the sector and the selector arm are mounted on splines eut inthe fork-control shaft projec ing from the gearbox. If tis desired to alter the postion of Cither on the shaft the ciclip is removed, and the part ean then ‘be pulled off to make the eable mounting more accesible. ‘Models D and LD1s0 Gear Control (On these models there are two cables, operating on each side ‘of a rocking contol. Eath cable has ith own adjuster and is very arrobust. What lle stretch develops in course of time can be taken up bythe appropriate adjuster. If the gearho santled, the rocking contra can be slid off the fork at the same time that, after removing the back fixing scree, control box is removed from the gear casing. The cables then stay in place without their adjustments being disturbed Dismantling the Kickatarter On C and LC models the kck-starter mechanism can be re- moved in one block. ‘The starter box is fixed to the engine crank oe 2h ¢. “OP yee Fr. $1—Mooe. Kioerarren Conronten ‘ate by two cylindrca-headed serews and a locating pin at the bottom, and the whole mechanism ie mounted in the box, and not partly on the cover plate, asin later models. ‘The cover plate is held by three amall countersunk screws. All the Kick starter ‘mechanisms work on the same principle: a bevel pinion, driven by a michet and toothed sector, engages the bevel pinion of the latch ‘The D and LD kick-starter come away in two groups. After removing five bolts the cove is detached from the erankense when the two screws holding the bevel-pinion support have bee los ened (but not removed). Then proceed according to the i structions given atthe end of the engine-dismantling section Fro. s2-—Krcxsranran Rewovso ox Moot... ‘Transmission and Suspension Dismantling On the model C the engine and transmission case form a rigid unit ad the ear suspension takes place between the whecland the transmission case, "This is quite different from later madel, in which the whole engine-transmission unit exes under the re. straint of pre-loaded tosion-bar mountings. Thus onthe model the whole transmission unit up to the back ofthe gearbox can ' 139be withdrawn without disturbing anything forward of this point, ‘but on later models much more dismantling is necessary to get at the torsion bars With Cs and LCs one dismanties the rear mudguard sid the aear-seletor box, removing the mounting serews and circlip to tenable the box tobe drawn off and lad aside stil attached to the ‘cable, Next take off the rer-brakelever tie-rod and the back ‘wheel and tyre. Underneath the transmission case is the large tubular suapension unit; at its forward end, directly beneath the joint between the transmission case and the gearbox, isa trans- Fro. §3.—Moom. ‘Tekin goo as mere ee ee memes oe aoe ee eet ilocos eee sone Bre diiron dst ge (fees ee eee oe Sea a eater sn ereeiiem, wise Serr Figo el pe renee abr oe es eee as op he foo Com, eae Cay Hee old mi oe to ae er ee can 130preserved, as must the fork-control lever init housing. When reassembling fill the joint with grease and remake it with great tention. “The Rear Bevel Gear “Toate bar pnion which rotten hast onpernion jai, remove the round cove enclning the june. Theva of he pinion is held gant its bearing with nt ad locker loosen the locke nt and tighten the tance mt aoa adj the Pinion tohave 12-014 hm. play Between the sides of its eth and the sidet of thote of the bevel pinion driven by the trans: ‘mission bar. Measure the amount of play through the greasing ‘pg of the bevel gear behind the transmission box, using feeler sug berween the teth "This play is of critical importance, and a similar amount of play must exist between the crankshaft bevel pinion and that on the clutch bel.” Here regulating washers are used and should be replaced after dismantling. m Rearwheel Ball-bearings ‘The deur and brake shoes should be removed. From the wheel side two to-mm, nuts Bx the cover on the casing of the sprung fork, and these and the trunnion ofthe brake shor should ‘come away.” Take off the brake lever if not removed already, and pull out the camshaft, and the guide rod ofthe brake cane, this also acts asa suspension spindle, and the complete tubular unit can now be put aside. “Take off the two ty-nin. nuts ‘mounted on the two pins joined to the sprung fork, then, working from the opposite side, unfasten the three ty-mm, nuts faing the Pins to the cover, which will come away. With it come the wheel se and its two bearings and the large toothed plac ofthe reducer, Next there ae four fixing nuts at the other side, on the ol, seal cover, and this can be temoved. Take out the cotter and rut, remove the bearing, and knock out the aule witha oft def. In reassembling fit the lage beating on the axle and put both in the cover. Then follow on the rosspice, the tothe crown, the small bearing, and the nut and cotter. Fill the inide of the rear fork with compound greise. Note that two rubber watertight joints go between the oscilla ing fork and the transmission case, and & special tol has to be ‘used to compress this group so thatthe fork can slide over them ‘The Rear Suspension Tube ‘The tubular suspension unit on the model C consists of two ‘springs of different lengths and diameters enclose in a case nd compressed by a tic-rod. During the fist part of compression the outer spring functions alone, then the inner one comes into action as wel,” The outer spring i retained by a ep at one end through which passes a plunger rod, the bottom end of which bolts into a ring witha rubber centre. When there is no lod on ‘the Back whee! the rod is fully within the box and the aprings ate lunder very light compression. ‘The weight of the machine and ofthe rider brings up the bevel casing into line with the tran ‘mission bor, pulling the rod partly out of the shock absorber and ‘compressing the springs. Tt is moat unlikely thatthe interior ‘of the shock-absorber will need any attention fora very long time, a3but the continual hammering on the two rocking pins causes these to looten and makes replacement ofthe bushes and pins period- cally necessary. Stripping the Bevel Gears If ie becomes necestary to diamante the rear bevel gear one has frat take ou the needle cage ofthe bearing ofthe rer trans- ‘ison pion. ‘Thin calls for an extractor tool consisting of to Stel rods, with hooked ends, attached to a metal block. "The hosked ends are pushed into the pinion bush and by Levering Under the ascmbly black and warming the cse the bush andthe teed cage canbe pulled oat. "The bee gear held bya cirelip, and its moral i felled by that ofthe eating in the bottom of the cae. Bind tae rogulting washers which come away next; and thea, ung an ‘ctor, screwed tothe shank of fhe pinion, this an be with drwwn,_ ‘The pinion rae on two bearings with an intermediate tieal to prevent the gear-box oil fom mixing with the much teaver hbricant used in the bevel Rear. Dismantling the LD Transmission [Abii indication wat given inthe chapter on engine dismant- ing how to take down the a8 far asthe clutch, and inthe ‘main the principles involved in. dismantling the tranamision follow ines broadly similar to those of the model C. Owing to the difereat D-LD suspension system, by stresed torsion bar, the engine crankcase cannot be dimantled without using the work ‘hop tool needed to disemle the torsion-bar group. 4 First, remove the rear wheel complete with tyre and hub, ‘The hub is locked to the wheel axle by a special nut for which « wrench is supplied; or a normal multi-ended wrench can be used. A puller is needed to take the bub off the shaft, andthe key on the fale should be carefully preserved. The brakes and wheel bearings car: now be overhauled: but if no work is to be done on these the hub itself can be left intact and the mudguard and wheel Fic. 59.—Moous D/LDras Ruan Sesrension, ‘A Ton ts Prepon Re tee Gen pan removed, In releasing the rear mudguard there is, sufficient slack in the ti-lght cable for this tobe lft in position, the mud guard being placed on the footboard, The mudguard is secured bby two groups of bolts, fixing it to the frame, From the other side of the machine, one dismantles the gear- change selector casing and the rear-brake control cable. The inclined damper, or shock-absorber, fixed between the trans ‘mission case and the frame, can be fred atthe transmission end and left in position, asAt this stage the torsion bar has to be released. Then the rubber pad limiting the erankcase movement must be taken off and the crankcase allowed to swing to its maximum deflection, When this has ben ascertained, raise the unit slightly and place 4 block of wood between the rear ofthe crankcase and the frame tube to keep the groups lifted away from the torsion-bar housing. [Uf itrests on this the Allen serews on the tranamision cate cannet be easily slackened Before dismantling the transmission group, place a bow! under the joint between this and the crankcase t collect the gearbox oil.” “Thete is now an alignment bole to be frst removed between the crank and transmiasion cases. It is found at the bottom and locked by a pinned aut atthe trnsmission aide. A light blow from a mallet is necessary to free the locking-pin. After this, the fine Allen crews shouldbe taken out, and the transmission group ill pull away from the crankease with a slight rotary movement Dismantling the Gears {isnot dificult to extract the main and secondary abaft from the crankcase at this tag, orto remove the gear splined to them, ‘but it should be emphasised thatthe ewner will nd contierable siiculey in reinstalling the gears, and isnot advised to attempt the work unless he has thorough knowiedge and an adequate supply of tool, removal of the Seeger rings, or crcips. In removing the neva setae care the eel rllers between the gears snd busing mre ot Dismantling the Transmission Unit The transmission case and rear-wheel hub can now be di imantled. The brake shoes are freed when the small ciclip to ‘cle frm the raining pin and the cam amemby bas ben taken apart is mcceary to se + tvended pulley to ext the arraeoepin bth” Ae she the bee in cout ofthe rear-wheel suppeting anges tke Out the wher and disconnect the flange frm the ranean Gane. “Therein gasket which should be preserved” "The enced ‘secmbly fom whee! to bevel gear ited on the rate supporting ange, and the sequence must be fallowed ite ‘matting 137Four nuts secure the bearing cover, and with these away the flange and packings canbe detached, A castle nut locks the evel gear and after the cotter has been temoved the nut which holds {he axle in place can be unacremed either by a apecial wrench or bby temporarily rfiting the wheel hub, To free the wheel bear- ing, strike the asle end with punch, using an intermediate aluminium or lead pad to avoid damage to the thread. Next loosen the four stews retaining the tranamistion-case rear cover and the three serews xing that ofthe speedometer drive. Und the transmiasion-case reat cover is tetaining ring and washer, fod with theae out of the way the bevelpinion bearing-retaining late can be extracted from the transmission cave with a bevels Pinion puller. ‘As well a the pinion, the extractor should be used to remove the bearings and gaskets. Insert the tool from the end of the tranemissin cate and engage the clamps between the pinion and the bearing, frst shifting the support partially out so chat the clamps open; grip the part, then press the support in again, ‘A veasher is next fitted at the transmission case end, and by ‘operating the handle of the puller the group is removed from, its seat. Piston and Crankshaft Removal Before the crankshaft assembly can be drawn out itis necessary to detach the piston by pressing out the gudgcon pin, as previously explained. ‘The crankshaft and connecting-rod can be eased fut of the crankease at the magneto side after the bevel pinion has been removed from the carbureter side, there being enough clearance for this. A large number of special tools are needed for this operation, which should be performed in the workshop. ‘On the 125-cc. LD and D models itis necessary to preload the ear suspension before the transmission assembly can be dis- rantled, as there is no shock-absorber device on these model [A preloading too! has therefore to be applied and operated, after which the procedure follows the lies described in this chapter. For further information on the power unit sce Chapter 2. 38 Tic. 62.—Rewovne Caaensirr a0 ‘os Cuma, LDvge Moses mM model C, with ts external suspension springs, the points _atwhich wear occurs are at the bronze bushes atthe bottom of the ‘onnecting-rods where they are articulated on the fork. Both spindles and bushes should be replaced when looveness develops, Later models have the front springing flly encloed within the forks and the sealed cases a their extremities, 89screwdriver. To extract the inner levers there i «special tool, sfter which the push blocks and springs can be taken out, ft Toosening the case botom-plate pg. “The inner leer pins on the bronze bushiog forced into the fork ‘ends may have seized, making extraction ofthe levers impenible Fa. Moos LDras/aso Phowr-rome Usrr |. Inthis ease, aspecial pressing toolisused. The bronze shes are likely to need replacement, and calibration of these shings must be made after they have been forced into the hinge. Size Allowances ‘fore reinstallation of any component, it shouldbe swathed in parafin or petrol and closely examined. Tables of limits for wear and forintallation-sie llowancen are provided by the makers, and wear on the parts should be checked in sccondance with these tables, available inthe maker’ workshop oo instructions. Close inapection will aluo gnable the repairer ‘o ‘check whether wear is normal or whether carly defects have besn Steet by poor hbreation lack of muintenanee oncrrc eof ‘machine. Parts showing excessive wear most always be fe- place, but those within the limits laid down can, in most ease, be refitted. an8 General Overhaul (Li-GT-SX Models) [4 gins model ier extensively trom thie LD ‘redecessors that genera hints on servicing the transmission i i reid withthe apichan ete ne ie haber a ten with prey to detach the face of he entie traneminion member. "The Marks (I I, IT, etc) and srr series numbers on- Sinaia veh fat en er al mod oy er "Marks sun il ihn snpg gh Geed me ‘tenance follows the same pattern for all three machines, meas hemes, 2 terete SEEEE geet Siem Foe = fr 2 sssion Lavovr. Fic. 64 Bay TV Tr 4 i i IPro. 6h —Eanty TVi7s Guan Tea Dismantling ‘To dismantle the rear wheel and shock-absorber, the rear ofthe ‘machine must be raised and rested on « wooden support, under, and the footboard bracket. "These are released by Spanner. Fourthly, one takes off the kck-starter pedal, extracts the cie- clip, unsctews the return-spring nut (10 tm), wosene the two 4t-mim, pedal bolts and slides the lever from its shaft. A screws, drive is used to retrain the return-spring and allow it to waloed gradually: F/th: one removes the spring cover afer extracting the crcip. Sitth: one drains the crankcase, unscrewing the drain plap with a to-mm. Allen key and collecting the vil in tray. Seventh: the clutch cable is freed from the external leves ‘on the crankease cover. Eighth: the rear-brake cable detached from the pedal-brake rod (1g-mm. spanner), removal of tear-brake lever mounted on the crankease, by ex- tracing the crcl, withdrawing the lever and then removing the second citlip Tenth: one is now ready and the rear of the scooter is "4-mm. nut secures the Beat-change control-cable lever, which can be withdrawn ater ‘the nut is vey. Teelfth: the crankcase cover is now accessible. This is fixed ‘A cranked sand ie now available “7to the crankeate by thirteen 1o-mm. nuts and comes away with its gaat, which must be carefully preserved, exposing the entire tranaminsion run. ‘Thirten’ the Clutch lange and torque damper ‘can now be taken out. Seven 1o-mm. bolts fasten the Aange, ‘and with these.out of the way the citlip holding the torque ‘damper and shims can be extracted. ‘The damper comes off, ‘gether with the Range, the sprocket and chain. necessary to screw two short &-ram. ‘on the flange to help removal. ‘The two needle-bearing cages, ‘the distance piece and shims onthe kick-atarter shaft can Be with- drawn. ‘The makers emphasise wo cautions a this point: the torque damper is pre-set at the works to slip when the torque reaches a pre-determined figure, and it should therefore never be altered or tampered with; the duplex chain, being completely enclosed, does not become saturated with grity particles and should, therefore, never be washed with parafin or petrol “ ‘The fourteenth tage concerns damantiing the clutch, for which 1 compressor tol is spplied to enable the eirlip to be extracted. (On removal of the compreneor, clutch dics, springs and cups can be taken out Further Dismantling "The sequence outlined i diferent from tha of previous models, snd shows that many initial dismantling operation ean be pet: formed withthe minimum of speial toes; though, paradoxically, the machines ofthis design are intended to run for great mileages 8 ro, 68 —Eanty TV75 Centncase Asse.Fre 69. Cantos An CrLNoen AsemesL—Li HI/GTISX ae Maeta. without stripping. ‘The remaining operations lad down by the makers call for an increas ‘number of workshop tools is alse greater. "The stages are there= fore summarised, less space being given to those unlikely to be attempted by the amateur, and notes on the simpler joba are ‘correspondingly included more flly. Operation fifteen covers removal of the geat-shaft support flange and main-gear chster shaft and the kick-start shaft. ‘Sixteen extends this to the starter pinion. Seventeen gove-ns rear-wheel removal, which follows previous Lambretta practice Eighteen and nineteen detail the taking out ofthe axle shaft and its ears ‘Number toenty concerns detaching the carbureter an rmantling of the leftchand foot ‘moval ofthe sparking plug, needing 2 22-mm. spanner. ‘The apparent illogicalty ofthis sequence is explained by the fact that the numbered items represent successive stages in complete dismantling and are therefore recommended by the makers in that order. It will be obvious that some jobe ‘can be taken by themselves without this dismantling of the temainder. ‘Thus, numbers teenty-thre 1 teenty-tcen detail the removal ‘ofthe engine cowl, the elinder head, the induction manifold, the cylinder and the piston and rings. ‘The horizontal mounting of the engine makes it, in any ease, necessary to support the trans- rision unit, detach the shock absorber and thea lift the rea of the ‘rankcase a8 high as possible sa as to drop the axe of the engine down below frame level. Otherwise, the cylinder and head ae not accesible. Operations tcnty-ght thirty-four concern dismantling ofthe fiywheel magneto; and thityffeto forty deal with the stripping down ofthe clutch housing, crankshaft and crankcase. Reassembly Hints An important caution is given in refitting the piston. An arrow ismarkedonthe crown and should point towards the exhaust 1stpor.* ‘This brings the piston stop pins facing the inlet por. Should a mistake fe made, so thatthe ring pins face the exhaust port, the rings willbe broken up in the fist few minutes of run- thing the engine, causing widespread damage. It i als advia Fre. 72—Gran-rain Anaanornert—Cevro Ano Stas Moves that the gudgeon-pin circlips should be renewed at every strip down, and great care must be taken to ensure that they are well lodged in their grooves. 'Apiston-rng strap is advaable when inserting the piston into the eylinder. "Otherveise the piston-ring ends may open into the inlet port If this happens do not use force to get the piston hhome, bt insert a screwdriver through the inlet port and carefully press the ring ends in while the piston is eased upwards Chain Aligament and Torque Damper A special tool with a dial gauge must be used to check the drive- chain alignment. The torque damper must have axial play of| ‘o1-o2 mm, and must align perfectly with the sprocket pinion. + Modified on Seren If and Iter machine, but if he aero commend pr ort tbe eat por he ep a ast 155 Fic. 73-—Curren Aammaney—Cooro eo Jsa5 MooesFo. 74-—Checue Ceantomive Autom on T¥175 ‘ro. 75-—Hwourman Unit Resoven ox Ean TVe7s 156 ‘When the alignment operation has been performed the dhl rt agin ued oe ste gue Set nl ng source f misalignment. A clearance of 0-15 mi. is but if hin is exceeded the complete damper must be replaced. Handlebar Unit and Controt Cables ‘The handlebar wnit~a plat cover--concealp the cable con- trols and also caries the headlamp and speedometer head. The ‘covers held by two screws underueath, and when these have been ‘released it can be lifted to reach the Knurled nut connecting the ‘able to the speedometer. When this has been unfastened the tunit can be lifted away. For the Series II the headlsap must Fro. y6—Hetane Cane op Muoovisn Remove ot ins 157io. 77.-—The Haxoesman Heater Use Dastasresn | (CFTVIGT/SX owas). Trace, Toes veovelentton te ene seoaly 18 nd replaced wrthout davurbng the cable mplee 138 Twoheste also be removed; slots round the rims For the throttle cable itis necestry to unsolder the nipple at the carbureter end and subsequently to resolder this. "Then, and otherwise, replacement wires can be inserted into the outer covers from the handlebar end. ‘There i normally no nced to replace the outer covers unless these age kinked or damaged: ‘To renew the outer covers remove the headlamp (four Ring screws) and disconnect the electrical wires. In the headlamp. Feces are two 10-mm. bolts which fx the headlamp casting tothe frame. Four more (8mm) bolts secure the healamp casting to the legahield, and two fasten the mudguard. When ail these ace away the headlamp casting and the front mudguard come free ‘The cable chver of covers can then be slid through the retaining slip. (Clutch and Front-brake Levers To remove either ofthese levers it is fist necessary to take out the cable nipple from its seat. Behind the nipple it retaining Pin holding the lever pivot, and when the cable nipple is out the retaining pin can be pulled away with a small hook. ‘This e- leases the pivot pin and ao the lever. is fastened by three screws and washers in ‘Throttle and Gear-change Control Shafts, Free the outer extremities ofthe front brake and clutch cables. Loosen the clamp containing the cable conteol roller spanner) and remove the bolt. Tap with small punch on the ‘head ofthe shaft itself, when the shat can be withdrawn. "The slutch-lever support will slide off, but the frnt-brake-lencr supe Bort remsins fixed tothe handlebar and is removed by unscrewing the two lockscrews near the headlamp control switch. If neve throtle and geat-change control shafts are fitted the twist grips should be removed before the cable-control roller is loosened snandling the Fuel Tank Remove the battery and its suppor (two to-mm. nuts fx these to the fame bracket). Empty all fuel from the tank looren the160 sir-inducton tube-lip screw and withdraw the tube from the air- chamber inthe frame. Extract the pin ofthe petroltap control rod and remove this. With a té-mm. spanner take the petrol {ap out of the tank, and with an 8am, socket wrench detach the tank-support straps. Holding the tank frm the Hywhee! side, tur it clockwise and slide it out ofthe frame. ‘Taking out the Front Wheel ‘ With the’ machine on its stand, loosen the frot-beake cable «lamp and disconnect the trunnion from the front brake lever on the back-plate. Unscrew the apeedomete-drive lock-ring and remove the drive bor. Loosen the two whee! nuts on the ti links and the nut fixing the righthand lever‘on the back: plate (2a-mm.); incline the machine and take out the wheel For further dismantling remove the shock-absorbers(1o-mm. spanner), Unfasten the fixing nut (sq mm.) ef the pivot pin ‘on the tailing link. To take out the lower buffrs under the trailing links unscrew the grease nipples under the levern, remove the butfer bots (ro mm.) and prise the buffers out with a serew. driver The trailing links can be taken out when a comprestion too is applied to the suspension springs. Afterwards the spring-guide Pistons will come away as wll a the springs and the paton guide ing —Use a hook for this item in case of difficulty" "This com: pletes the dismantling of the forks ‘Taking Down the Hub Unscrew the leftchand wheel nut and the whee lock-nut (19 mm.) and withdraw the left-hand distance piece. Tup the frou, wheel spindle with a soft punch from the letshand end, with, raw the spindle and the brake-shoe back-plate. Take out the ‘0 oll-seas, one at each end of the hub.” Extract the eecip from the left side of the hub and tap out the bearings with 2 punch—right and left hearings towards. their respective ends, “When the oibseals are refted they rut go wth the rims outwards . 16(See opposite pe for he) ‘Po. So Lavour of aac 1x0 Corres i Moos ‘The Li Models The Litas and 150 have a clote family resemblance to the ‘TVt75, and this i extended to interchangeably of many frame andcyce parts. Thus the abbreviated overhaul hints jut given for the larger machine apply to great extent to the to area ‘ones. On all three machines servicing ness have boon rede ‘thatthe tightneas of all nuts and bolts should be checked ws sether with the lubrication of working pars, with pose adjust, ‘ment tothe controls when settling down has occured, ‘of operations calling for special tools has been successfully achieved, but for those that remain it neake’ te dificult to perform them without help from the main eres Among general hints applicable tothe three machines all soni ‘ave screw adjuster on the ends farthest from the handichass st thot tothe twist-grip, while having no fee play, should hae oc {eosin until the grip ie turned. End pl by Siting shim washers between the cable pulleys and toe ‘sPherical bronze beatings, inthe manner described previ Only the clutch and brake cables should have lack sa adjeied that the levers begin to operate when the hand grips then cour, ey = ia ge | PGS ee fe feefortably and the lever docs not need to be compressed against the ewitgrip. With the rear brake, when the back-plate assem bly warms up in use, much of the slack is abvorbed, and this must be allowed for Lubrication Engine lubrication should vary between the recommended satisfactory minimum of one part oil to twenty-five parts of petrol, to one part in sxtcen (J pint per gallon of petro) where Tere is difficulty in meanuring the reduced amount. The engine imust never be run on petrol alone; commercial petrol without ‘Raitives should be used to mix with the 20/30 SALE. oil. The {earbox needs go grade, « heavy ol, but extreme-prewure oils Enould not be substituted. The gearbox holds 1} pints of go ol. “Cable nipples, grouped together round the frame beneath the front mudguard, can be brated by the owner by Sting a short ece of plate petrol pipe over the nazzle ofa forced-feed oil fan. Hold the end of the pipe over the cable-oiler nipple, and idve five or six strokes ofthe tigger to force ol ight throogh the ‘Gable, Grease is unsuitable “in oiling the front brake (the oiler is near the clip on the sus- ‘pension box) tie ona small piece of rag, removed, which All soak up any surplus and stop t dripping on to the brake from The lower end ofthe cable. Tn the magneto the wal oi-bearing {elt pad keep a flim of oil on the fywhee! cam, and a couple of ‘ropa can be added at 3,000-5,000-mile intervals. To do this the fan and flywheel dustcovers must be removed, andi is con- ‘venient to combine the operation with that of cleaning and adjut- Tarthe contact points. For lubrication chart sce under Chapter 6, ‘The Rear Hub “To release this, unfusten the 27-mm. centre nut, leaving the wheel attached, and hit the tye on the offside with series of light Inallet blows, turning iat thesame time. As the centre nut must 1c thoroughly etightened when the whee is refitted, light mallt blows should be applied to the spanner, since this unaided docs not give enough leverage. 164 _iet tee, nent bere ithees Sikioasieat weneerneee theo cone between the ear hub nd eae “The ag an Se ‘types of cone are not interchang x a ayer the wal preliminary iamanting, user both of the mm, nuts holding the auspension unt and remove this, The ne tannin unit wll ten sink on tothe crankcase ber the cylinder will drop below the frame to an accessible Position. “The cylinder cowl ean then be removed after releasing 65 ine 4-mm. bltatachng i 10 one cylindr-ead nut snd two ‘mm, bolts connecting itt the magneto flange. THe exist Pipe est aken of by eeaing the two Fm. te securing Scctnut Headend bare canbe dwn sen thexe tle been removed. ‘There i an ingoraat diference ia the ston on both Li modes compared with the TVA; the ing esate on either side ofthe exhaust ort and nat onthe oppet "Sth paton aon the lage model." ‘The acrw onthe piston Crown abo point towards the exaumtport. "The gage pin intended to be» sing St nthe pat, and shoul here {ore ponh oot with Roger pesnre afer the cla have been removed, pel ifthe ton is fit wrapped in» cath ‘cron otis imiverson iver ho wns” rand charsnce ween dosed oxo nde feet Paten ngs Slold be'changel when the nd gap womaared with the tg causa thn ts eres ogi . hn refiting the cylinders gasket take cae not to turn it round, which may eines leak." Note te postion ring die cutng, Ccarburation and Ignition Hine “Tost the plo sracrew, back i one complete tun from fill lowed.” Opeting fret wil weaken the Gckover mate ‘Too hot x plog will nine cxoeive inking ifthe machine ie tien hard, ‘Grade fe cad plugs adn are A.C. 5X, Champion ‘Ns, K-L.G. FEB, Lodge HLNP. Use = smal (corbin (he ect HLT, coli interchangeable wth ll Lambie cxcpt the LDA.” If sound, and if the magnet 2 propery, ree be ed fe a sald i ay starting fod by misting nde lod, iit ‘Sting ith the en ote ny cote pA taulty apa wil be wore in wet weather andi i rh remembering tat fare of the ton teed cll or the Condeouer unlike. ° Ri tng et ha minim ei 66 Reverse rotation ofthe Marl ot Fila magneto a om sith previous Lambretas (Li and TV Sere If coc, ethos ‘clockwise means that the eater type of contac posts wil ‘otf. They should never be fed on thene msn at sect squarely. No fined gap fue given, and an with ater {mbt the points most be st to break wth great presen A the corect moment of ting. Ifthe Ayhel n uk asked with T-D.: poston, the owner can do the and shoul ct he pa ae 2) ee DG maine fmovemeot measured along therm ofthe ffehec. "For fstoe detail of carbureter see under Choptr § and for ign ne tnder Chaper ‘The Battery ‘This (on Lits0 Model) supplies front and rear festoon bulbs tnd speedometer light with the switch in position 1. At position 2 the headlamp, rear and speedometer light are fed directly frm the alternator, At o the battery receives «trickle charge, at 1 ‘hi is increased to full charge, and at 2 reverts to a tickle. The hhorn is A.C. fed. There iso terminal Block at the magneto flange, connections being made atthe junction direct to restr and resistance. Green wires are wed forthe ignition circuit, blue Work on Engine, Clutch and Gearbox ‘This on the Li models is very straightforward, and the frst ‘special tool needed isa spring compressor forthe clutch during ‘removal ofthe ctcip retaining the plates. An extractor alse the five springs on reassembly, a simple jig ean be made from five ‘mils presed through a piece of hardboard in postions corres. ponding tothe five holes in the carrier plate, ‘The springs can ‘then be supported on the nails while the plate is entered into the 6Fro, ta-—Litse Cuan Drive seo Coron Ames clutch centre spines, after which the carries held in place while the jg is removed and the compressing toot applied. ON eee come Sidecar Gear Ration ‘The four gears on the axle and the gear cluster can be inter- changed asa group between the 125 and 150 models. The lower {ear ratios ofthe smaller machine are thus availabe for ftment to the 150 when a sidecar i used. Reassembly of the four gears in job for the expert, as an error may cause the gearbox to seize and cause serious damage Kick-starter Mechaniem ‘Thin is mounted entirely in the crankcase cover, The pedal ‘may be removed without upsetting the mechanism, but in re placing ita spline positon must be chosen which jst causes the ‘pedal to return against the buifer—a rubber bu lug on the cover—under the action ofthe return 2 shaft. If this is not correctly dane the ratchet teeth will tend t0 engage and become prematurely worn. As this will be ccom- 69panied by considerable noise when running, the fult is easly erected Fro. ty —Cuvro meme Laven “StGe0 OS LL ‘Stiegris Move ane sto Fro Rear-arle Oil Seal ‘This can be replaced by taking of the hub and removing the bearing-retaining plate and washer, held by four to-mm. nuts ‘The old seal can then be levered out with a screwdtiver. Ifthe tle is driven out to remove the bearing it should only be drifted ‘oct until the bearing i dislodged from its seat, and then tapped ‘back into poniton, realigning the washer and frst gear, which wil hnave dropped down. Ifthe atle comes out to far the spring loaded balls controlling the gear postions will fy out. The casicst way of replacing them isto take the axle out, prem the balla and cumor ring back into postion and reassemble. ‘The ale bearing is intended to have considerable clearance, nd should tot be changed merely because thereis nde layin th rear wheel 1 9 Lambretta Club Great Britain [rtm ett ad ae ray eh mabe esoguineoe tfc ooeclSatoront ons sxne ages. Ti prninly toro mae econ od as ae cee Goyon mado Lastren Cab ls Kiape, Bary, Tost Meccan of creeee vt Oke Betis hs conse eerer enti ae st ae onanee Gree Bia Ts i ors msn gs es ici soo goteahe dice eneey, Re LCe tate oor senpsnd iney apap te Yaad bs pal ‘melee inom ig Eee pe Titan nh tape Lanbecas doce sch mae ao toe toll onl ecmmmiod sea gees caaeor, Slap Listens Cees ee eee et ee Cryshasonoftngsoneras ln a teal Sea el by ercaroleey been Kens oiy tito the Lame Chi Gres Dein, Haiqurer’ ar an eng fee tala eosesonaes ‘rj Works, Psy Wy, Cropton Suey andere LC Rage ate Copie er tego ‘members. Anyone in membership is, of course, eligible for ecto tay comin, iw ase mn hk fr 0 cab cama uso nod Toi, 5 onet comiey cece: ‘Wha ther evened clr? a Febrny vg « personal accident-insurance policy, experimentally arranged for Pataca pale) oy operon goo Papago caer egtngl prmpiong ei ‘tred on by com cn takin hee as ote teed Georendane te teclaor eunre osdan nm‘The social side has been a big succes. Rallis onganised throughout Great Britain and onthe Continent often attract over 1,000 machines. Such evens are planned on an increasing scale forthe ature, and pride of ownership inthe handsome Lambrets is reflected inthe large entries received for concurs ‘Any Lambretta owner can become a member ofthe LCG B. by weting to the General Secretary, the Lambretta Clb Great Britain, a the adres given oveleaHe or she wil be ime= itl sent a badge fr daplayon the on lepield of he mach ine and full pertulars of the immediate and other advantages ating fom’ membership. "These include admittance to the ‘earet loa branch of the hub; the right, via the Branch come tite, to put forward an idea suggestion abou the machine or the LCG. fends in any ofthe other 40 branches throughout Britain; and an expert answer, through headquarters, to any problem connected with the machine, the Branch ofthe cha, “Members are cordial invited to vst the headquarters ofthe lub at Trojan Works at anytime during normal ofc hour. ooStas Settee

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