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nua by Chris Rogers .... 'In an add,I,On,J' ·/liiDle. on UK GSX250 400 ez and uS G5 450 models by Pe...
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, • Ins
wners
I
nua by Chris Rogers .... 'In an add,I,On,J' ·/liiDle. on UK GSX250 400 ez and uS G5 450 models by Pete Shoemark the
Models covered GS250T 249cc Introduced UI( ilnd US 198 0 Gs x2 S0E 249" Introduced UK only Januerv 1980 GS J(4 00E 399, I"\loduced UK onl~ August 1980 GSX4 0Q T 399 G5 45 0T. 448cc Inuoduced uS Onl y September 1980 G5 4 50T)( 448, In troduced US onlv Septembe. 1981
ISBN 1 8 50102538 ,£ Haynes Publlshmg Group 1990 AU flghn 'nerved. No pan 01 \ ,," book may he 'tP.oouoeed Or Ifl"'ml u ed ," anv form o. by Inv means, e'ecuontC 01' mechanoeal, ,ncludmg pn01OCOPY'''9, recOrdIng o. bv Inv ,,,form.l,on 1I0r. O. "tfl~ I IVll~ .... ,thoul pe.m'Ulon
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cOPyfl\lh, hol~r
Pfln led Ifl Englilnd (736 7P6)
MTc:: Ha y nes Publish i ng Gro up Sparkfold Nr Yeovil Somerset BA227JJ England Haynes Publ icat io ns. Inc 861 Lawrence Olive Newbury Palk Califorma 91320 USA
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Acknowledgements Our Ihanks are due to Fran R,dewood & Co Wells 50mers.el ..... ho supploed Ihe mach.ne featured ,n the photo graons th.pughout It", Manual fderS must be 'Ou ted v.a an approved Agent even If the parIS reQu"ed are nOl held in stock Always Quo te Ihe engine and frame numbe's on lull especially if parts ilre reQlmed for earlie, models The frame and engone numbers a'e stamped on a Manufac · lUrer 5 Plate whIch IS auached to t he steeflng head on the left· hand s,de The trame number is stamped on the frame I1sell on the "ghl hand side of the steering head The eng,ne "limber ,s
slamped on the uppe, crankcase
ava,lable that ilre made In Japan and may be packed on s.m.lar look,ng packages They should only be used ,I genu'ne parts are hard 10 Ob l a;n or in an emergency l or Ihey do nOI normally lasl as long as genuone parts even lhough Ihere may be a price advanlage Some ol l he more e . pendable pariS such as sparkong plugs bulbs lyres oils and greases elC can be oblained from accessory shops and molar laClors who have conven,enl openong hours and can often be l ound nOI lar Irom home II'S also poss,ble 10 ob,,"n paris on a Ma,1 Order bas,s Irom a number 01 specialtsls who ad~erltse regularlv in Ihe motorCYCle magazInes
Use only genuine SUluk, spares Some pattern patls are
LOCa l 'On of eng,ne number
•
Safety first! P,olt'ss,O"'" motor meet'allles "rE' Hamed on sale
WO'~lnq
procetiu,ps How('v{'r enlhuSlast'c HIU may lJe about gell"'9 on wIth t il(' lob on hand 00 !a~f' Ihti' urn£' 10 erl~u,e Ihal VOU' Sill .... 1V
's flot put at rosJ.; A momem s lack of ~!te'ltion can ,esul! "r ,1" .1(TI(I"'l! as (:a" l() obst'''''''' ~er1a'" .... ,.. merlt~'v
lil"'"''
pn'cautlons ft,,,r,, ..... ,11 illwdVS be new Ways 01 hiNlnQ ilCelnf'nlS "'1I1Ihp 10lluw,ng PO"'\S do not pretenll to Ill' a comprehenSIve "51 of all ,ja"<J!;"s ttle\ "". ImerllteC! ,aliler to mal,,(' VOli i!w,llt' 01 Ihp IrS!..s and 10 !'ncourage a 53lelv·canscoous
R"""""h,·, ,II ,"
IhJ! [WIrOI Iq"solonl"l '5 h,qhl~ fI.lrnm"hlr N,'~S"PS~ ,,,,,I ,'VP" (!l'alh ,I ,nh"ll"It 10 any t'''e,,1 Pt'lrul a,1 Ihe ,,'SI,uc· t,,),,~ L.l v,'Il,(If'S I",!!!"" II w,1I norm.:lIlv bl' 9,v,ng oil " (;erl;lIn "mUU"1 ,)1 hyd'oql"n ",IS wh..-h I~ h'U"IV e , pIO~'"P AlwdVS (i,sCOrl ae,rI slowly 10 Ihe wale' and neve' the olhe, wav .ound PrOlecl dya,nst splashes bv weatlng rubber gloves and goggles
.>,.
MainS electflclty and electflcal eqUipment When USing an el~l"e POwe, 1001 Inspec t'on IIghl elC_ always ensure !ha l the apphance '5 correclly connecled 10 115 plug and thaI where necessary 1\ '5 properly earthed (g,ounded) Do nOI use such apphances 'n damp ,ondmons rJnd aga,n bewa.e of Creating a Spa,k or apply on5ula!10n '5 de fcel,ve Whe,e an electronic 'qn't,on on spllnne.s lind a sel 01 Allen keys (sockel w'enche5)
Check Ihe tv,e preSSUleS w,th a gauge Ihat '5 known to be accur"e
2 W eekly a . eve.y 300 mtle s 1500 km )
,
Tyre pressures
Retel 10 the pressure table on page 10 and check Ihe lyre o<e5Su,e5 wllh a p.essu.e gauge that '5 known to be accu.ate Always chec~ Ihe pressu'e when the Ivres a'e cokl II the mach,ne has travelled a number of m,les the tyres w!ll have become hot lind conseQuentlv the p.essu.e w,11 have increllsed A 11Iise ,elld,ng w,1I thereto'e .esult It '5 recommended that a small pocket gauge IS pU'chased and camed on the mllch,ne liS the read,ngs on ga.age torecou.t gauges can varv and mav o ft en be ,nacCu,ale II '5 essent,al [hal Ihe tyres a.e ~ept ,nflated to the correct p'essu'e III 1111 limes Undel 0' over infla led tyres can lead to accelerllted rates 01 wear and more ,mPOrtanTiv can render the mach,ne onherentl~ unsafe Whilst Ih,s mav not be obv,ous dUllng nolmal "d,ng ,t can become paonlully and e.penStvely so ,n an eme.gencv siluanon as the '\I.es adheSIon I,m'ts w,1I be g.eatly .educed The p,essu'e$ g,ven ale those recommended 101 the Iv'es f,"ed as o"gonal eQu'pment It .eplacement tv.es a.e purchased Ih{' o.essu.{' sell,"ps mav lIa.v Anll reoutable I~.e diStributo, .... ,It be able 10 g,ve Ihis infOlmat,on
Saf ety check
Gille the machone a close lI,sual ,nspeCI,on check,ng 10' loose nUIS and I,,,,ngs fra\led cont.ol cables elC Check the I~res fOt damage esoecially splm,ng on the s,dewalls Remove anv slones 0' other oblects caughl belween the treads Th.s 's pan,cularlv ,mpOrtant on the ',ont Iv.e whele rllpid deflat,ofl due to penetrat.on of Ihe ,nner lube w,1I almost certa,nty cause 10lal loss of control The Iv,es Should also be checked 1o. wear beallng ,n m,nd Ihal IVIes worn bevond the legal Iom,' w,1! seriouslv lim,' Ihe ,oadhold,ng cllpab,IIt,es 01 the machine. thuS p'esen t,ng a pOtentIal danger to both Ihe "del and other 'oad users The mllnufacture"s recommended IIm,1 for Ivre t'ead deplh '5 1 6 mm (Q 06 ,n) on the iranI lyre and 2 0 mm 1008 ,n) on Ihe rear lyle
3
Legal check
(nsu,e thaI Ihe "ghts ho,n and lIaH.cato.s function correCt· Iy al~ Ihe speedomeler NOle Ihal,' bulbs h.. ~e 10 be renewed then Ihev must have Ihe same rlll,"g as Ihe o"g,na[ Rememoe. 'hill " ("lfe'enl wattage bu'bs a'e used ,n the tralf,c ,nd,catoos. the !lash'ng late w,1I be a'tered Remembe, al~ thaI ,t 's a legal oHence to ha~e e~cessNelv wom 01 damaij{'d lyles f,"ed 10 the mach,ne
•
Routine maintenance
12 4
fngme qeorbOA oil level
g'''d~''~
fl'"'' . .
Un",,,,,''''' Ihf' !dlp! I"~" '~~'lua!er1 mId wa~ all)f'q Ihe _,"'"., $l"I
""re cOllet! loulon9 01 Ihe ~ent pipe
s"'"
'I'"''''
oil IlIvlll wieh ehll d'P5IiCk-;';;;id.;
•
'" ',,' final cI,,~e chaon lubflCl1l0n 's eSSl.'n l ,al
II ,f:QI.U,e6 .•• '",,,,,,,,,,,, ,,,, .esen/o" w 'lh SAE I OW engone 0.1
5
e
UPPER L LOWER LEVEL
Fill'll elr/ve cham lubricatiOTl
In (,,1'1 b~ {lI'''"¥ lallP ''I 1'01"" o"t' w,th J melal objet;! A 10051' ~1)Qke .~ ,demlf,able bv lhl' low rilich n.o,~e emllied whpn st.u("1.. 1/ any on .. spoke neMs conStd"'able IIgt"t-n",y ,t WIll be netessa,y to remove Ihe I"re .1nr1 "lrWr luhe ,n Of de, 10 hie r10wn Ihe p.otlllnlng spoke enn ThiS w,1I prevent II t.om chalmlJ lh'o"'gh Ihe rom band and 1"'H~lI1g Ihe lime, I",be
CAUTION MISE EN GARDE 8illt.!y Ballerle
2
Cast allov wheel inspec t ion
On mach,nes f,ned W'lh casl alloy wheelS ca.ry 0",1 a (01,('1",1 , lever maf~S Ensurl' Ihat Ihe hancllebars are ,n th" ['pn1l,ll [>OSITIon ""'hpn a Il'v .. 1 'I'an,ng ,s ta~l'n ann also when Ih£> Colt> an wheel n",1 ann f'l a new spill p,n F.nall¥ .el'ghlen Ihe al'1l",st.., bOil lorkn... ,s ann ughlen Ihe to'QUl' .ad nulS 51'" ... "ng thpm hV mf'an, of Ihe spl,t pins
4
Front brake inspection
Chf>ck Ihl' honl b.a~e maSler -~linde. hOSfts and caloper ",n.t§ jor s'l1"s of leakag" P.w panLo,lar anl'""on 10 Ih(' C:Ond,tlon of Ihe hoses wh,~h shoulr1 Ill' 'enewl'n without q"e~IIon If Ihe'l' die slgn~ oj c'oId,iny splo\llng o. olhe. e~Il'''o' r1amag('
SAE JII03 Dor3orDOT4
C"." ShOlllO be T~ken Ihat " spe~lf'eo fluid,s used An ,,,celf'f'l'les lined wl!h the C:onvf'nt,onal
\~ne
01 wore
Routine ma intenance
14
' -____ "',..,
~ .t>~
Secure !!ltch adluste. bol l wl1" Its locknu t
Fou, monthlv or every 2000 mIles 13000 km t Complete Ihl'! las~s I,Sled under the weeklv and monthly service head,n9S lind then carry 01,11 the lollowing
,
Final drive chain fubrication
Lub'oc1l1'On 01 the teBt cha,n should be camed 01,1\ al short '011""1115 ;is descflbed on SectIOn 5 01 the Weeklv o. 300 mile 1500 ~ml m"menance SChedule On machones I,ued wllh 11 non-Slandard cha.n u5.ng a spnng JOlmng hn~ mOle Iho.ough lub,,~ahon should be carr,ed OUI w.,h the chaon off the mach,ne The 0"9.nal cha.n has no SJlflng I,"~ and Iherelo.e 5wln9,ng arm 'l'mOllal must liI~e place befo.e the chaon can be remO\led In Ihls t!I~ .. II .5 suggested Ihal Ihe cha,n be cleaned Ihoroughl'o' wh,ls' 51,11 on 1)(I5+"on uSIng a pfOPf,e l arv degrease. such as ·Gun" or J, ze' and Ihenlubrocated us,ng graph, ted g'ease f,om an al'IO'i01 can Whe,,, a cha,n ha~,,'g a sprong Ionk '5 used separale the eh,,,n bv remo~ing the 5pung lonk and run \I o ff the 5proc~elS /I an old cha,n '5 a~a,lable interconneCI the old and new cha,n. ~fore the new cha,n.s run off the sprocke ts In t h,s wa~ the old cha'n can be pulled into place on the sprockels and then used to pull the ,egreased chain onto place w,th ease Clean thl' cha'n thoroughly on a para Hon ba th lind then fonally Wllh Pl' t.ol The pet.ol will wash Ihe pa.affin ou t 01 the links and rolte.s wh,ch will then dry more Quicklv Rumembe. Ihat petrol '5 h'ghlV fla mmable and care should be lake n to :wo,d accidents A llow the chaon to d.v and then ,mmerse it in a molten lub"cant Such as Llnklvle o. Cha'nguald These lubtlcanl5 must be used hot and Will achieve beller penetra l ion of I he links and rOliefS They afe less I'kel y to De Ih,own off bv CE~n t "fugal force when the cha.n IS in mo t ion Rel,t the newlv g.eased chain onto the sprocket. f ittong Ihe spI'ng link Th,s 15 accomphshed most easilv when the free ends o f Ihe cha,n are pushed Into mesh on the .ear wheel Sproeket The spring !
flYety
3000 m iles 15000 km l
Complele Ihe tlsks listed UnOer the weekly, monthly Ind lour monthly headings Ind then carry out tha lollowing :
1
Sparking plug cleaning and checking
Detach the -.p8rtling plug cap. and uling the COlTeCl spanner remove (he SJ)8r1ting plug Clean (he electrode, u,ing I .....,re brush foIlo ..... ed by I slrip of line emery clolh or paper Check the plug gap WIth I feelet gauge, Idlusfino il if necessary to wilh'" the range 0 6 - 0 ,7 mm (002 4 - 0,028 int. Make IdluSlmenli by bendlt~ the outer electrode, naYet the ioner (cenlrat) electrode Before filling lhe s~rlting plug smear the threlds wilh a gllphlled grelle Ihis will aid IYbtequenl removal,
2
Refillhe lir fitler etemenl Ind ill rel81ner
Ignition timing checking and adjustment
In order to check the accullcy of Ihe ignition liming, it is firsl necessary to remove lhe small circular cover 1,0m Ihe righlhand CllnkClSO cover, The ignilion liming Cln only be checked using a stroboscopic tImIng lImp, In Ihis wly In Idditionlllllk, Ihat of checkino lhe correcllunction olt"- ATU , mly be accomplished ,Imuillneously wilh checking lhe Ignition lIming Connect ,,,- ,(robe to the tefl -hind cylinder high lension leld, fotlow1no lhe mlkers in.tructiOn,. If In eltl"nal 12 volt powet source i, required il i, best nol 10 UM lhe mlchine', blttery I I spurious Impulses Cln be picked up from the Ilectrical systlm, A Mparlltl 12 volt car or molOrcyda bllttery i, plelellbll SlIIrt 1"- engine lind illuminati the ATU Ihrough ,,,In,pec1lon llperture in Ihe slgnll genetllino unit pick-up plate Wilh the Ingi"1 lunning below 1500 Ipm, thl ' F' marlt on Ihl ATU should be in ..ICt Illgnmenl wilh Ihl Indllt mark,
A l~le
Ihe etemenl le18ine. benelllh illloclting spigots
...• B
IgnitIon timing
llignm~t
merk on ATU I ...mbfy
Secure t"- li ller houSIng lid by slidino elch clip inlO PO$ition A B
Timing I. feflNdttd, mollC! plere Inti· c/ocltwi.. Timmg i. Idvanced. move plaf. c/ockwise
•
,.
Routine maintenance
II the ignitIon (lmlng II found to be slightly .ncorreCI. the two screws which hold the Signal gen81810r mountIng plii". should be slackened. 10 f'(:llitllfl moverr'lftnl of the platf! Move the plate a slight amount on Ihe required direction. retighten the .crews and recheck the timing. Repeal this ",acess if necessary. until the liming is correct To check the A TU for corrtlct operlltlon. inCOfla5e the engine
.peed up to 3500 rpm whil'l ooserving the liming mark. will'! lhe aid of (hoe strobe If. when ,ncr.asing the engine weed Irom the commencement of advance lit 1500 rpm, Ihe timing mlrk.
e•• seen to move erraticallv_ or If Ihe advance range hili altered 'Jj9fe
I
-
'-
Notch
poSItion
I
..
•
Cam Position A
L. EX.
B
R. EX.
t L. IN. 0
Exhaust Camshaft
Intake Camshaft
R. IN.
•
• •
• (Jl •
•
.Camshaft notch DOS/tions
Valve cl.... nc. '''gnm ..u marks
•
•
rtoutine maintenance
to renew the litler cover O-ring at the same lime This will obviale the posSIbility of any oil leaks. The by-pass valve. which allows a continued flow 01 lubrication ,f the element becomes clogged is an integral part of the tilter. For thiS reason routine cleaning of the valve is not requlled since il is renewed regularly With the new IlIler element located in its nousing. refit the retaining &pring and push the cover into position over ils retainmg studs locate the retaining nuts and washers onlo the stud threads tightening them evenly and in small incremen ts 10 prevent the Spring slipping from its location in the caver and fitter end. Finally. tit a new sealing washer beneath Ihe head of the dram plug and .efit and tighten Ihl: plug Pour the COffeCI amount of SAE 1CMI/40 engine oil through the crankcuCi fillet pomt and check lts Il:vel with lhe tiller cap dipStick before relill;ng the filler cap and starting the engine Never run Ihe engine without the filter element or increase the period between the recommended oil changes or oil filler changes.
Adjust each valve clearance
17
the adjuster Ktew
Remove the sump plug to drain IheengineigeartxlJl oil Hold the adjuster in position and tighten its locknut
4
Oil filter renewal and engine/gearbox 0;1 change
It is recommended that the oil filter element be renewed at every oil change and that the oil strainer be cleaned at every second oil change. The oil litter element is contained within a semi-isolated chamber in the base of the lower crankcase. closed by a finned cover retained by three domed nuts and plain washers. The 011 strainer is contained within the rearmost 01 the twO compartments covered by the finned sump cover and is in the form 01 a clrcular-framed metal gauze plate which Is retained to the crankcase by three screws. To effect efficient draining of the oil. start and run the engine until it reaches full oper,ting temperature this will heat and therefore thin the oil. Position a suitable receptacle beneath both the drain plug in the centre 01 the finned sump cover and the filler cover Remova the drain plug and allow the oil to drain into the receptacle. A coil 'Pring is filled between the cover and the filter element 10 keep the lattet seated firmly in position. Be prepared f~ Ihe cover 10 fly off after removal of the retein,ng nuts and their washers. Allow any oil conlained within the lilter housing to drain inlO Ihe teceptevle and withdraw the element Irom the housing No attempt should be made to clean the oil filter element: it must be renewed When renewing the IlIler element it is wise
Remove the fitter housing cover to
e~pose
the element
Routine ma intenance
" 5
Engine/gearbox oil pressure check
Prior to ('frying out II check to determ.ne the engineJgearbo .. oil PI_nu .. r.f.r to the weekly check liS! in Ih., Ch.pte, 111
-
30.38 Cllrefuny eese elleh start er clu tch roller from iIlIOClll ion ..
Of damage
-
30.3b ... 10 gain access 10 ";;;;;:;~
; :" "
~;;;;~ •
JI':'!
f'
II
•
31 .3 Chel;k the I' ee length of each clu tch spriOO
31 4 The fric tion ptl le longull width should no l be worn beyond Ihe servoee limit
Chapter' Engine. clutch and gearbox
70
32 Examination and renovlItion : primary drive lind oil pump drive pinions
1
Inspect the primary drive p,mon and Ihe pinion affilled to
the clutch outer drum, for worn or chipped teeth. It is probable that if damage or wear is found on one pinion, similar problems will have occu rred on the Olher.
2
Check the driven pinion shock absorber springs fOf break-
age or Bllcessive slack (4 00 models only). II movement can be felt between the pinion and the clutch ouler drum renewal is ,eQuired. The primary driven pinion, shock absorber and the clutch ouler drum are supplied as a comple te unil . If one component is damaged the whole unit must be renewed . 3 Under no circumstances should weIr or breakage of Ihe pinion teeth be ignored as failure of the components will most certainly resull within a relatively short space 01 time thereby causing problems in IfClnsmission and possible damage to other moving components. II the primilry drive pinion is to De removed f.om the cranksha ft end and The same item refitted . mClrk The outer face of the pinion so that it may De refilled in the same position. Closely inspect the condiTion of the key and its keywil~ once the piniQn is removed. The key il self milY easily be renewed but experT advice will have TO be sought if it is considered necessary TO recut the keyways. 4 The oil pump drive pinion is located against the rear face 01 the clutCh drum; it too should be inspected for worn or chipped teeth and its COndi tion compared with that of the driven pinion on the oil pump. If damage or wear is apparent. bo l h pinions should be ranewed as at set. The drive pinion is easily removed from the Clu tch d.um boss by first removing its re taining circlip and then pulling it from posi t ion.
33 Examination and renovation : crankcase covers 1 The right and left-hand criln kcase covers and the inspec tion covers are unlikely to become damilged unless the machine is dropped or involved in an accident. Cracks i n a casing can De repaired by specialist aluminium welding. providing the damage is not too extensive and care is taken 10 p. event dis tortion. 2 The cove rs a.e lightly polished before leaving Ihe fac tory. Badly scratched covers can be refurbished using a single cui file treated wi t h chalk to prevent clogging and finished o ff with fine emery paper and metal polish or aluminium cleaner
34 Engina reassembly : general 1 Before reassembly o f the engine/ gearbox uni t is com menCed. Ihe various component parts should be cleaned tho roughly and placed on a sheet of clean paper. close to Ihe working area, 2 Make sure alliraces of old gaskets have been removed and that the mating surfaces are cleiln and undamaged. One of the beS t ways to remove old gaske t cemen t is to apply a rag soaked in methylated spirit. Th is acts as a solvent and will ensure that the cement is removed without resort t o scraping and the consequent risk o f damage. 3 If a gaske t becomes bonded to the surface Th rough the effects of heat and age. a new sharp scalpel blade should be used with great care to effect removal. Keep the cutt ing edge of the scalpel blade flat on the mating surfilce so that there is no chan ce of it dilmaging the soft aluminium alloy of the Cilsting. 4 Gather together all Ihe neceSSilry tools and have availllble an oil can filled with clean engine oil. Make sure that all new gaskets and oil seals are to hand. also all replacement parts required . Nothing is more frustra ting than having to StOP in the middle of a reassembly sequence because a vital gasket or replacment has Deen overlooked . S Make sure Ihat the reassembly area is clean and that there is adequate working spilce Reier to the To rque and clearance
settings wherever they are given. Many of the smaller bolts are easi ly sheared if overtigh tened. Always use the correct si~e screwdriver or bit for the crosshead screws. never an ordinary screwdriver or punch. If the existing screws show evidence 01 maltreatment in the past it is advisable to renew them as a comple te set. 35 Re"sembling the engine/ gearbox unit : fining tha upper crankcase components , With the upper crankc ase half inverted and positioned on wooden blocks so that no strllin is imposed on the cylinder block retaining studs. commence reassembly of I he engine/ gearboX unit by sliding the gearchange drum in to the casing whilst ensuring that its bearing surfaces are thoroughly lubricated with engine oil. Reta in the drum in position by refitting the detent plunger. its spring and its retaining bolt. Note that the sealing washer fitted Deneath the bolt head must be renewed be fore the bolt is litted. Note also that the gearchange drum must be rotated so I hal it is in the neutral position when the detent plunger is i nstalled. 2 If. on examination. the change pins were found to be worn and the pins and re tainer plates have been removed. do not refit them at th is stage. The pins should be fitted in a special sequence. as described in Section 37 of Ihis Chapter. 3 Lubricate and insert the selector fork shaft. locating il with each of the three selector forks as it is pushed home. Ensure that the forkS are re fitted in the positions noted during removal. The photograph accompanying this te~t shows the uact f itted position. The guide pin on each fork must be pointing rearwards and engaged wi l h the appropriate channel in the change drum. 4 Having refitted the Seleclor fork shaft. lit and tighten the shaft securing screw after having d&greased its thread and coated it with thread locking compound. S If the mainshaf! bearing locating pin was removed from its recess with in the crankcase bearing locatiQn. it should now be refitted . Refit the bearing loca t ion half clips in the casing grooves and lower each gear shaft assembly in to position, ensuring that the half clips and pin fit correctly in the Dearing recesses. Lubricate Ihe geilr shaft assemblies with Clean engine oil. 6 Relocate the cam chain tens ioner blade in its locetion within the CrenkClise and push the twO small rubber blocks into position over ils re taining spigots. Check that the main bearing and coun terba llince bearing Shells in bo l h upper and lower crankcases are properly positioned with the tags localed in the housing recesses. On 400c c models ensure thet the thrust bearings are fitted each side 01 the centre main bearing support wall . lubricate the cra nk shaft Dearings with clean engine oil and carefully lower the crankshaft assembly into position in the crankcase whilSt ensuring that the cam chain passes cleanly through the crankcase tu nnel to reSI on a piece of clean rag or card placed on the work surfa ce beneath. 7 Lubricele the coun terbalance shaft bearings w ith Clean engine oil and lower the shaft ;nl o position. En sure that the shalt gear pinion meshes with the crankshaft pinion in such iI way that the two previously noted alignment marks meet each other. 36 Rea ssembling the engine/ gearbo_ unit : fitting the lower crankcase componenu and joining the crankcese halves
, If the oil pressure relief valve has been removed from its loca t ion within the lower crankcase half. il should now be refitted . Ensure thet The sea t ing washer ;5 in good condition be fore screwing home the unit Bnd tightening it to the specified tOrque loading. 2 Cilrelully inspect Ihe small oil feed neule loca ted in the Iilyshalt bearing location for signs of clogging due to con tam lna· tion If in doubt. remove the noule and blow it th rough with compressed a" to ensure that it ;10 clear be fore refilling it in
Chapter 1 Engine, clutch end gearbox posilion. Once Ihis is done . carry OUI I fin a l inspei;tion of Ihe cran kcase hllves and associated componen ts for clean liness and OOffeCI Issembly belore joining the crl nkcase hllves togelher as follows. 3 Carefu lly clean the crankcase halves mating surfaces. Refit Ihe lou r hollow locating dowels. lapping them in lo position carefu lly so as not to distort them. II the dowels have become slighlty bur red they should be cleaned up with a small file. 4 With the mlling su rflCes properly degrelsed. carefu lly s mea r a th in. even layer of jointing compound on to the $urface of one c rank case hllf. Tlke great cere nol 10 apply Ihe compound on or near Iny 01 the bearing surfaces. keeping it aboul 2 mm Iway from Ihe bearing edge. Su,uki re 86
Chapter 1 Engine, clutch and gearbox
cedure. Ihe vallie l iming is now COHeCI.
6 The two bearing caps retaining each camsha ft c;;an now be refined in their Otiginallocalions. noting Ihe symbol caslin both lhe cap and cylinder head. Ensure that the point of Ihe triangle on each cap faces forward and that Ihe cap locating dowels are l i ned. Greill care should be taken when tightening down Ihe bearing cap bolts. If. due to the position of " camshaft, II camlobe is in con ta ct with a rocker arm end thereby preventing correc t sealing of the shih. Ihe boilS should be lighte,utd eve"'y a!\d diagonally. a lillie at I lime. allowing neither the fUlp, not the Clmsha!! to lill. Fully tighten Ihe bolts to the specified torque loading and recheck the "'8Iv. liming.
43 R • .,umbling the engineJgearbo. unit : refitting and adjusting the cam chain tan,ioner 1 Hold the Cllm chain tensione. in OM hand and whilst restraining the plunger rocl . slllcken the locking screw a few turns. Push the plunger inwards l ully. simultaneously rOlating the knurled IIdjuster wheel IInti-clockwise. Continue turning un t Il the plunge. is fully rlllraCled and Ihe knurled adjuster has moved liS fal as possible roghten the tock sc.ew to secu.e the push.od 2 Fit II new gasket to the te nsione. body f illnge lind f it the comple ted unil 10 Ihe leal of Ihe cylinder block. T igh ten the
th e exhaust c amshalt through Ih. c am chain ...
-
Clp ontO its two ",",l ing dowels. "
secullng boUs IIvenly to the specified lorque loadIng. If any difficulty is ellperienced in pushing the len5ionel fully inlO Ihe cylindef block. turn the crenkshaft slowly clockw ise so that the full amount of slack is present in the rearmost run of the camshaft ch ain. 3 With Ihe tensioner fitted to the engine. unSCI8W the lock ing screw t - t a turn so Ihllt the plungel is fre e to move forwlllds under tension I.om the Spring. Without allowing l urthe. rOla t ion of the locking lerew. tighten the locknut 4 The cam chain tensione. is now SlIt IOf automatic adjustment in service. To check whether the unit is functioning COfreetly. rotate the engine backwards to take up alllhe slack in the rear f un of the chain. Whilst t urn ing the engine bllckwards. ro tate t he knu.led adjuster whee l slowly in an IInti-c lockwise direction liS fa l as possible. Now turn the engine in a forward di.eetion. which will have the effect 01 slackening the chain on the rear run. The knurted adjusler wheel should be seen 10 rotate in a Clockwise direction as the plunge. moves ou t and automatically tensions the chllin. 5 WARNING . Alta. initia l adjustme nt of the cam ch ain tensioner. the tens lonel w ill continue to fu nction automatically. D O NOT under any circumstllnces 10l alll the knurled adjustel wheel eithe. clockwl511 or anll-clockwlse except when making 11'115 adjustment In the prescribed manne. Rotation of the wheel e ... cepl al this stage Will cause excessive chain lightness and w ill lead 10 IIInsione. and chllin damage
42 .5 .. .followed by th. lnle' camsha ft wh ich must be correctly al igned
Chapter 1 Engine . clutch and gearbox
44 Re llSsembl ing Ihe engi ne/ gearbox ",nil : c hecking and adj",Uing Ihe valva claaulnces 1 Pla~ a :spanner on Ihe engine turn.ng hexagon localed benealh Ihe ATU cenl.al .elllln'ng bolt head and rOlale Ihe c.anksh8ft until the 'T m8rk on Ihe R side of Ihe ATU is In allgnmenl wllh the "'Ide. ma.k on the SIaliC pl8te and Ihe notches in the camshalt ends are polntmg outwa rd s as shown In Iha table ~ccomp'InYlng this teot With t he engme se t in th.s posi tion the left hand palf of exhausl valves may be checked fo. clearance as follows 2 Using a feeler gauge check the clearance between each .ockef arm 8djuster and the end of the valve starn with which It makes COnlaCI The clearance belween e.ch adjuster and stem should be idenhc.1 10 Ihat liS ted in Ihe Specif lC8tions 3t the beginmng of th.s Ch.oter J If the clearances are found to be Incorrec t , iKlJustment can be made by slackening each locknu t concerned lind turning the 8djuster un t it the correct se t1 ing ;5 obt8lned Ho ld the adjuster st il! and t ighten the locknut The n recheck the selling befofe passing to the next v81ve The feeler g.uge should be 8 lighl sliding fil between the .dluster 8nd the v.lve stem 4 NOle that v.lve cle.,.nces should alw.ys be adjusted wilh the engine COLO olherwise a f.lse reading w,1I be otnamed Badly adjusted lappels no.mally g,ve a pronounced click,ng no,se from Ihe vic,n,ty of the cvlinder head S Once the clear.nces 01 the left-hand pair of exhaust valves are found to be s81,sfacl ory. re fer again to the table 8ccomp8nyIng this text and rOla l e the crankSh8ft th rough 180 0 unlil I he camshaft nOl ches I.e in the posittons ind,cated The righl-h.nd pair of exhausl vltves may now be checked fOf clearance by follOWing Ihe prev.ouslv noted procedure
87
6 COnllnUe 10 check Ihe clearances of the Iwo palfs of inlet valves bv turn,ng the crankshaft In further incremen ts of 180 0 wh,lst refeltlng to the lable for the respect,ve POs,t,ons of the camshaft notches and the palf of valves to check 7 On completion of check,ng the valve clearances. place a new gasket over the .gn'l,on p,ck -up assemblv cove, to flghl hand crankcase cove, mating surfate plate the cover In POs't,on and secure .t w,th the three relalnlng 5l;rews
,
'0'"" arm adjus l er whilst checking the vaJve tlelfance w,th a feeler gauge
-
A TU alignmalll mllf/c
Notch
position
I
44 Jb Hold the adjuster wh.lstl'ghlen'ng ,ts locknut
•
Intake Camshaft
Cam Posi tion
. A
B
L. EX .
•
R. EX .
c L. IN. 0
0
R. IN.
•
.I
•
•
Exhaust Ca mshaft
• CJ)
•
•
Camshllfr no rch pOsi,ions Fig _ 1 .27 Vllve clearancB .lignment merkl
45 Reassembling Ihe eng ine/ gearbox unit : ref in ing the cyl inder head cover and oil fi lter 1 Check Ih81 the smaller 01 the twO cam ChalO gUide plates ,s securely lilted in the roof of Ihe cyhnder heiKI cover and Ihal on the 400 models Ihe gu,de block IS also fined Note Ihat Ihe tachomeler dnve assemblv muSI be removed from Ihe cover prior to Ihe cover belOg placed in POSII,On over the camshafts. 2 Clean and degrease the mating surfaces of t he cylinder head Ind cover and push the Iwo 10C811Og dowels inlO posilion 10 the cvlindef head Place Ihe new gasket ,n POsil,on on Ihe cylinder head mating .urface aher having flfst ,elocaled the SImi -circular SIlls at IIch end of Ihe camShaft chambers. 3 Check that lhe oil draon plug was refilled and lightened as described du,ing the engine .,mova! seQuence F,t a new seal to the 0,1 lilter cap hghllv greasong ,t before fi",ng ,t in the cap
88
Chapter 1 Engine. clutch and gearbox
groove to lessen the risk of 11 dropping out 01 poSll10n durong positioning of the cap. Refit the spring with a new oil l ilter inl 0 the filler housing and secure the CliP in posit ion by ref itt ing and tigh tening the three retaining nul S and washers. The nuts should be lightened evenly and in small incre men ts so thai Ihe spring remains in its loca t ion in the cap and fil ter end. This simple prec aut ion will also ensure thai the edges of the cap
around the retaining stud holes are not subject ed 10 e~cessive s tress. 4 Pour 50cc 11.76/ 1.69 Imp/US II all of clean engine oil inlO each of the cylinder head pockets surrounding the four
camshaft lobes. Place the cyli nder head cover into position over the two 10c-4
45
~>-- 5
e>-- 6
17
40
18
54
55
57 56
~
,I\{, j '
"
0..
"'-.V ' /
53
23
38
37
•
36
58.-() Fig. 2 .2 C.,bure n or - 400 models I
2 3 4 5 6 7 8 9
Ditlph"gm co,n" Piston spring foItledl, rttlllining pl.,e Ring
Ci(clip
""
23
29
Pilor jill Plug Ntlf/dle jel
30 _ 31~
Spring
40 C",bUf/l"or body
JtH nttedl,
28 FIOII' ntl.dl. lind
41 Pilor IIlf jet
10 Throtr/. cilbl. /I FUIlI piptJ
~IICklll
cross-ov,r
slIet
43 Spring wuhe, . 4 off
30 StlfI/ing WIISMf 31 Dr.in bolt
44 ScrIJw - 4 off
"
15 Spring 16 Ste.' b,,11
gluk,u 3 4 Spring wttsher 4 off 35 S'fflW - 4 oR
17 Thrortlll sh.11 /8 1l1fOlti. sh,,11
19 Throtrl. V'(Vf! bUIfI'frffy
20 ThrOl/le SlOP screw
42 SCfllW - 2 oN
29 Flo.! 32 33
SlIm" sh.11 13 8re.tll., pJplI /4 Vtlcuum pip.
FIoIlI chllmMf
45 COI'II'I.ctlng pi~ 46 Rear f1!Oumln9
Flo" chllmw
36 PillOl pin 37 Screw 38 Stili' ftlllJining plll!fI 39 Screw . 2 off
28
•
32
24 Wuhtlr 25 Main iI'
PistoIJ/dillphrtlgm
©-27
,I
26 FUll/ fihe, 2 7 Se.fing wlISMr
W"sh.r
0--26
~~
..
...-
~
47
48 49 50 51 52 53 54
brad.t Scr.w . 4 oN Grub screw · 2 oN Synchromsatlon SCrflW Locknut PlulIgflr Spring Screw Gromm.t
J1-.3 5 55 W.S~f 56 Spring 57 rtlro",. stop screw /Nllck,,, 58 Screw · 4 off
59 Front mOlJntln9 brack.t
60 61 62 63 6. 65 66 67
Oil sfa'
Guk.t E·ring End cap W.sh., Scr.w Screw Spring w ash.r
106
Chapter 2 Fuel system and lubrication
ed that the machine is returned to a Suzuki Service Agen t who will be able to carry oul the work QuicklV and efficientlv and for
a reasonable charge. 2 Incorrec t carburenof adjustment
WIll
machine. Check Ihal the sealing washer fitted to each blanking plug is in good condi t ion and renewed if nec essary be fore ref illing and tightening Ihe plugs.
affec t performance
and fuel economy adverselv and may, in e~ treme cases. cause overheating problems. In addi t ion. injudicious anention to the carburettors may prevent the machine from complving wi t h certain emission regula t ions cu rrently in force in some areas.
8
CIIrbur et1ors : c hecking the f lo ll\ c hllmber fu el levef
correCtly Valve clearances. ignition timing and sparking plug gaps. Many engine faults which at f irs t are though t to be due 10 carburettor maladjustments can often be traced to those component s listed above. 4 Bo t h stages of adjustment must be carried out with the engine at normal working temperature . preferably afte! the machine has been ta k en for a short run . 5 Stal! the engine and by means o f the thro tt le stop screw loca ted be tween the twO instruments. se t I he engine tick ·over speed to within the range 1150 - 1350 rpm (250 modelsl or 1050 - 1 150 rpm (4 00 models!. The miKlUre streng th must now be adjus l ed on each carburettor in l urn Selecl one carburettor and screw in the pIlot screw fully unlll il can be felt 10 seat lighl ly. 00 not overt igh ten because the screw may break. Now unscrew Ihe pilol screw until t he engIne speed is at Its highest. This should occur between I ~ and 11 turns out. the recommended da t um selling for all U K model carburellors is I; turns ou l . With the engine running al the highest speed within the speci fied range . Ihe pilOt adjustmen l for the carbure llo. in Quest ion is now correct . Repeat Ihe pr01:edure on the second carbure tt or and then readjust the lick-over to the specified spead. Refer to Routine Maintenance and check and adjust the amounl of !fee play in the IhrOl1le cable 6 Synchronisation o f the twO carburellors. as mentioned above. requires the use o f a pai r o f vacuum gauges and the correct adaptors for in terconnec t ion WIth Ihe inlet tracts. II the necessary equipment IS available. it should be connected up and calibrated. following Ihe manufacturer's recommenda t ions A blan king plug in t he form of a crosshead screw is filled to each side of the cylinder . just forwa rd of Ihe inle t stub flange Aft er removal of these screws and thei r sealing w ashers. the adaptors may be fitted . 7 Sl art t he engine and sel the speed to 1750 rpm with t he thrOtl le stop screw. If Ihe gauge readings di ffer. ro tate the Ihrott le valve link adJus l er screw eit her anti -clockwise or clO1: kwlse until the two readIngs are eq ual Once the readings are equal. lock Ihe adjus ter screw In poSItion with its 1000knut. reset the engIne speed to 1750 rpm wi t h the IhrOllle stOll screw and recheck the gauge readings. Finally. reSe t the engine speed to idle and remove Ihe gauge assembly from the
I If conditions of a continual weak miKt ure or flooding are encountered on one or other carbU.e llOr or if difficulty is eKperienced In t uning the carburettors. the fuel level in each carbu'ellor floal chambe. should be checked and. if necessary. al tered by adjusting the posi t ion o f Ihe float assembly. 2 The fuel level within each floa t chamber can be chec ked by using the recommended gauge se l (Suwki 1001 no 09913 14540) or by making up a gauge wi th a short leng t h of ciear plastic fuel line with an end adaptor threaded 10 fit Into the hole vacated by the floa l chamber drain plug, 3 With the fuel tap se l in the 'On' position. place a small clean container benea th the float chamber of one of Ihe carburettors and remove the drain plug with its O -ring from the centre o f the base o f the chamber . allowing any f uel from the chamber to draIn into the cont ainer. Whilst Ihe fuel is draining. check the condi tion o f the O -ring on Ihe plug: it must be .enewed if it is 10 any way damaged. Connect the gauge adapl or lnw the hole vacated by the 4 draIn plug and posi t ion the gauge (or pi pe) SO I ha t It IS placed verllcally alongside the floa l chamber and lowel half o f the carburenor body Set the fuel tap to ,ts plimlng function . so as 10 refill the floal chamber. and start I he maChine. Return the tap lever 10 the 'On' or 'Res ' position as soon as Ihe engine is running and allow the engIne to settte at its correct idling speed If Ihe fuel level w ithin the lIoal chamber is correCt . then Ihe level in the gauge shou ld have sellied at a point 4 .0 ± 0 .5 mm 10. 16 • 0.02 ,nl (250 modelsl or 5.0 .! 0 .5 mm (0.2 ± 0 .02 in) (400 models) below t he f loat chamber to carburetto. body mating surface If Ihis ;s not Ihe case. then the gauge should be removed . the drain plug and O · ring retilled and Ihe carburettor removed from Ihe machine so Iha t the float height may be checked and adjusted as follows. 5 The float level is correc t when the distance belween the uppermosl edge of the floats (with the carburellor inverted) and Ihe carbure llor body mating surface is 2 I 4 ± 1 0 mm (0 .84 .! 0,04 in) (250 modelsl o r 22 .4 .. 1.0 mm 10.88 ! 004 in) 1400 models): Ihe gasket must be removed flom the mating surface before Ihe measurement is taken and the needle valve kepi jusl In conlac t with its seating su rface whIlst Ihe measuremenl is made 6 Adjus t ment of the f10al height is made by bending Ihe small me tal tang (t ongue). situated on the float pivot and which abu l s againSI the needle vatve. in the direCl ion required .
7.6 Remove Ihe blank ,"g plug to faCIlita te fitting of Ihe vacu um gauge adaplor
7 .7 Rotate the thl ottle valve linkage adiuster screws to lICIualise the vacuum gauge readIngs
3
Before Carrying oul adjustments of the caroure tlors. il is important to check tha i t he following itams are adjusted
_ ....
Chapter 2 Fuel system and lubrication
10 A ir cleaner ment
8.6 Bend the f loat pillot teng to adjust the f loa t height
B [
r\f\~1
..."
-
Fi g . 2 .3 Fl o at height A FloBI heighr 8 FloBt tongue 9
'07
removing, cl eaning and refitting the el e-
, The ai, cleaner housing is mounted immediately Dehlnd t he C!llb urellor assembly and con ta ins the element which can be removed for cleaning or renewed when necessary 2 To gain access to Ihe IIIIImllnt . detaCh the seat unit and release Ihe housing lid by sliding its two retaining clips forward off their locations. it was found in practice thet these clips wllre very difficul t 10 dislodge. thll best method of removal being to push one of the clips completely off its location wi !h the flat of a large 5(:rewdriver, thus teklng thll tension off the remaining clip which may !hen be removed wi thoul much effort. 3 The element is re tained within its housing by a plas t ic grid This grid mey be bent in two and lif ted from ilS locallon with in the housing to allow the eillment to be pulled clear. Inspect the element for tea rs; on no account should a tOln element tJ.e lefined. 4 The element '5 Oil Impregnated and Should De cleaned thoroughly in a non -flammable solvenl such as white spirit (available a5 Stoddard solvent i n the US) to remove all the old 011 end dust. Afte, cleaning $Queele OUI the soonge to lemove the solven t and thlln allow a short lime for any remelnoog solvem to evapOrate. Do not wrong out the sponge as this will cause demagll and will lead 10 the need for early renewal. Reimpregnatll the sponge with cillan engine oil and gently squeele out the e ~ cess . 5 Refit thll element. its retaining grid and ils housing lid by reversing Ihe procedure used for removal . 6 A lways cillen the elemenl at the intervals quoted in the Routine Main tenancil Chap ter at the front of the Manuel. In dusty elmospheres, il will be advisablll to increese the frequen · cy of cleaning end re -impregna t ing. 7 Never run the engine without the element connected to the carburenor because the carburettor '5 speCially jettl!d to com· pensate for Ihe addition of this component. The reSUlt ing weak miKlll re will cause over healing of the engine with the risk of sellere engine damage.
C Float wINe
Carburettor settings
1 Some o f Ihe cerburettor seuings. such as the sizes o f the needle jets. mein jets. and needle positions ere pre-de,ermined by Ihe manuleclurer. Under normal ridi ng conditiOns it is unlikely that these settings win require modification. If a change appears necessary. it is oh en because of an engine lault, or an alteration in the e~haust system eg; a leaky pipe connection or silencer. 2 Apart from alterations 01 the pilo t adjuster 5(:rews within t he specified limits. some alterations to the mid-range mi~Iure Slillng th can be made by raising or lowllring the jet needle (pist on needle), This is accomplished by changing the position of the needle ctip. Ra ising the needle will richen the mi~t ute and lowering the nlledl11 will weaklln it. 3 On US models the carbure ltors are manufactured to close tolllrtlnces to IInSlIfe th et EPA exhaust emission regUlations are complied with. Th e replaceable jets and needres are of the close 10ieranCil type which are marked In II different leiter and numera l style to aid idenl if ica tion when replacements become necessary. On lenewal 01 these components ensure that Ihe corre ct high -accuracy components are fitted . It should also be no ted that on US models th e pilot mi_lUre is presel at the fa ctory by means 01 thll pilot scrllW, using exhaust analyser equipment. Subsequen t adjustment of the pilot 5(:rew Should nO t be made unless suitable equipmen t is allailable to chllck tha t the e ~ haust emissions remain within the limi ts dicta ted by Ihe EPA. ThiS applies equally to any othllr carbure llor adjustments which might alter the exhaust emiSSion con tent.
11 Exhaust system ; generel 1 The exhaust system on a four · stroke motorcycle w i ll requ i,e lIery lillie attention. as. unlikll twO-stroke mechinilS. it IS not prone to Ihe accumulelion of cerbon. The only points requiring attention are thll genllral condition of the system. including mountings and prOtllct lve l inish. and IInsuring that the syS l em is kept eirtight. penicularly et Ihe exhaust port. 2 Air leaks et tha exheust porI , ie the joint between the e"heust pipe and the cylinder heed. will ceUSil mysterious baCkf iring when the mechine is on overrun. as air will be drawn in causing residual geses to De ignited in the exhaust pipil. To t his end. makll surll Ihel the sealing ring is renewed each t ime Ihe system is removed . 3 Do not run the machine with thll e~haust baffles removlld. or with a quile diffllrent type o f silencel finlld. The standard production silencers have been designed to g;lIe Ihe best possible performance. whilst subduing thll exh ausl nOl e to en ecceplable level. 4 Whi t$! therll are e number of good quelily afler-markel exheust systllms evailable. !here ere others which mey be of poor construc t ion and fit and which mey reduce performence ra ther than improve il. When porchasing such sySlilms it is hiliplul 10 Obtein recommendations Irom other owners who have hed time to evaluate the system under consideretion. 00 not forget that there ele noise limits which will be milt by the more rilPu table manufacturers. II is not advisee! Ihel a non sl anderd system '5 fitted during Ihe warranty period. be cause thiS could result In subsequllm claims being ,efut!!d
,08
Chapter 2 Fuel system and lubrication
2--j
9
6 12 13 Fig . 2 .4 Air filt ... u.emblv
by its retainer
I
A ir IIIle, hOUSing
2
Element
3
Pluric gfld
4 5 6 7
R ight-Mmd inlet hose Lef,·hltnd inlet hose Inlet hose clltmp 2 off Housing lid
8
D,"m pipe
9 /0 II 12 13
8ftlBrhe, pipe H ose chp Retaining clip · 2 off Grommer Spa cer
1O.Sb Loella Ih. elemenl reta iner beneath the loca ting spigots
Chapter 2 Fuel system and lubrication
10.5c Secure the ;:;'; '
h""";'Q
complete system from beIng allowed to impose an unacceptable strain on the cylinder head stud Threads once The rest o f the mounting pO,ntS are undone 2 On systems where the silencers are detachabte from the e~haust pipes, release the relaining clamps Which secure the e~haust pipes to the SIlencers. remove the twO batancer pipe to c.ankcase securIng bolts and pull Ihe pipe assemblv forward and down to clear Ihe machine. Ea ch silencer is retained to Its frame mounl ing bv a single bolt : once this bott is removed . the silence. may be lifted clear of the machrne Alternat ively. the exhaust pipe assemblv can be left attached to the machIne unTil ea ch silencer is .emoved 3 On e~haust systems where the silencers are permanentlv altached to the pipes. the sySTem must be removed from the machine in twO halves. With the cylinder head connections already detached as prevlouslv described. lullV loosen Ihe balance. pipe reta ining clampls! and w ith an assistanl support ing one side of Ihe system. support Ihe opposile side Release each silencer tram ils frame mounting bv removrng the secuflng bolt and move the complet e system lorward 10 clear the cylinder head before lowering it to cle ar the maChine. AI th is point. the two halves of the syslem may be separated by pulling them apart whiisl twiSling slightlv so that they separate at the balan cer p ipe conneCTion. 4 The exhaust SYSlem may be refitted 10 the machine bV usi"9 a .everse seQoence to that given lor removal whilst noting the torque loadif'lg tigores given in the Specifications Section 01 Chapter 1. Alwavs renew the sealing rings before inserl ing the e~haust pipe ends in to Ihe cvlinder head.
lid by sliding Ihe clips in to posil ion
12 Exhaust sy stam : .amOllal and refitting 1 Commence .emOllal of the exhaus t sys tem by lirst removing the bolts t hat secure t he exhaust pipe clamps to Ihe cylinder head : this must be done firSI as it prevents the weight of the
1
109
17
2
8 9 13 14
11
21
, 2 3 4
5
• 1
20
19
Fig. 2 .5 Exhau" sy"am - 250 modal s aasket - 2 off 8011 • 4 off Spring washer - 4 off El where they are passed into Ihe cylinder thus providing an oiltight system. 2 Th. oil pump is an Eaton trochoid twin rotor unil which is driven from a gear .ngaged With. and to the rear of. the clutch A gauze filter plate is fitted 10 Ihe inlake side of Ihe pump. which serves to prOIeCt the pump mechanism from impurities in the oil which might cause damage. 3 A COfrugated papar oil 'ilter is included in the system and is fitted within an enclosed chamber on the underside of the c rankcase. Access to the fil ler is made through a finned cover. As the oil filler unil becom.s clogged WIth impurities. ils abili ty 10 function corr.ctly is .educed, and if it becomes so clogged that il begins to impede the oil flow . a by-pass valv. opens. and rou tes the oil flow through the filter core. This results in un filtered oil being circulated th.oughool the .ngine. a condition which is avoided if the filter element is changed at regular intervals. 4 As previously m.nlioned. an oil b.eather is inCOfllOfaled inlO Ihe I~tem . It is mounted in Ihe lOP of the c.mshaft cover and is ,ssenlial 'or .n .ngine of Ihi, sile with so many moving parIS. It serves to minimise crankcase pr.ssure varhu lons due to piston and crankshaft mov.m.nl , and also helps Iow.r Ihe oil lemperature. by venling the crankc•••. Furthermore. this sY'tem reduces the escape of unburnt oil into the atmosphere and so allows use of the machine in counlfies where stringenl ant ipollution statuteS are in op8f1tion. Th. bJeather tube carTies the crankcase vapour. 10 Ihe air cleaner housing where they become mixed with the air drawn in lO the c.rburattors. 5 Excessive oil consumption is indicated by blue smoke being emin.d from the .~hauS! pipes. coupled wilh a poor performance and fouling of sparking plugs. II is caused by eilher an e_cessive oil build-up in Ihe oil breatner chamber, or by oil gellrng paS! the piston rings. FirS! c heck Ine oil braatner chamber and air eleane. for oil sludge build up If Ihis is Ihe fault . cheek Ihe passageway from Ihe air/oil separalor in the oil breather c hamber to Ihe lower half o f Ihe crankcase, Blockage her II will prevent oil flowing back into the c rankcase resu lling in ojl build-u p in Ihe breather cnamber and air cleaner lube. 6 Be sure 10 check the oil I.vel in the .ump before starting Ihe engine. IIlhe oillev.1 is seen 10 be below the upper (Ff mark on the filler ca p dipllick. replenl,h wilh Ih. corr.ct amount 01 oil of the specified visco,i ly.
driven out Use a parallel shanked punch of a suilable size whllll resting Ihe pump a cross IWO strips of wood of a thickness suHicienl 10 .lIse Ihe pump oH the workbench surface. 4 Separale the outer casIng freverse sidef from Ihe pump leaving the drivesnah and rotors in place at Ihis siage. Push OUI Ihe clrive snaft. together w ilh Ihe drNep," and Ihen li ft OUI the two rOlors. 5 Ainse all tne pump components in fuel wnilS! observing Ihe necessary safely precautions and al low Ihem 10 dry before carrying ou t a full elaminalion, Befor. part reassembling the pump for Ihe varIOus menurements to be made , check Ihe castings for cracks or o tner damage. eSPecialiv Ihe pump end covers. 6 Aeassemble the pump rotors and measure Ihe clearance belween the oUler rotor ancl Ih. pump body, using a fee ler gauge If the clea rance exceeds 0 25 mm (0.0 I 0 inJ the 'OIOr or Ihe body must be renewed. wh icheve r IS worn. Measure the clearance belween the OUler rOlor and Ihe inner rotor wilh a feeler gauge If Ihis clearance is g.ealer Ihan 0 .20 mm (0.008 inJ Ihe rOtOlS must be renewed as II sel 7 Using a small sheel 01 plate glass o. a slralghl edge placed a cross Ihe pump hOUSIng. Chec k the rOlor endfloal. If Ihe endlloat e~ceeds 0.15 mm (0,006 Int Ihe complete pump mUll be renewed. 8 Exam ine Ihe rOIOrs and the pump body for signs of scoring chipping or otner surface damage which will occur if metallic particleS find Iheir way into the oil pump nsembly. Renewal of Ihe aHecled pans is Ihe only remedy under these circumSlances. beating in mind tnal rot ors mUSI always be replaced as a matched sel. Take note of tn. punen man.. on .acn rOIO' these man..s mull be aligned dutlng reassembly. 9 Aeassemble the pump by reversing Ihe dismanlilng pro c edur • . Mak. sure all parts 01 tne pump are welllubJicaled with clean engine oil before Ihe end cove r is refilled and thai lhere is plenly of oil between the Inn.r and outer rOlors Degrease Ihe tnreads of lhe single locking screw before coatIng them in thread locking compound and fining and tighten ing Ihe screw Renew and lightly lubJicate witn cl.an .ngin. oil tn. two O· rings before filling Ine oil pump Into Ihe c asing. ROlale Ihe driveshaft as Ine screws .re light.ned down. 10 ch.ck Ihal Ihe oil pump r'VOlves freely, A binding pump may be caused by d irt on Ihe rotor fa ces or dislorlion o f Ihe cases. due 10 unequallv lightened scre~. II is recomm.nded Ihat a Ihread locking compound be used on Ihese screws, Check Ihat Ihe pump pln.on loca ting prn and lIS .elaimng cl relrp are bolh correcllv loc aled before refitllng Ihe clu leh assembly the primary dtlve cover and replenishing the engine oil. whilst refefflng 10 Ihe .elevant SeCllons of Chapler I .
to
14 Oi l pump : rem o va l. exem ination end refining 1 The oil pump is secured to the wall of ttle primary clrivtl chamber behind Ine clutch unit To gain access to the pump the engIne oil should be dr.ined. the primary driV1l cover delached and Ihe clu lch unil removed n described in tne r.levanl Sections of Chapl81 1. 2 To remove Ihe pump. unscrew tne three retaining screws and pull Ihe unrl from posillOn. DisPlace the IWO O-lings in the casIng wall Th. oil pump pinion is reta ined on the pump snail Remove Iha cuclip, lifl Ihe pInion oH Ihe shafl and push OUI lhe drive pin . J Remove Ine single screw from Ihe reverse side of the pump body The IWO halves of the pump body a.e located by two light fillIng dowel p'ns Ralher than levering the cases aparl. which would damage the mallng surfaces. Ihe dowels Should be
111
14 6a Measur. Ihe oil pump body to ou ter rotor clearance
14.6b .. Ihe OU ler rOlor 10 inner rOlorO ",,,,,,, ...
14 7 ... followed by the rOlor endflolll
14 B Check Ihe rOlor marks lI.e aligned ...
14 9a ... belore refilling Ihe pump end cove.
14 90 Lubr ic ale and iiI new O-rings inlO Ihe crankcne ...
14 10 ... belo.e littlng the 011pump nsembl\l
113
114
Chapter 2 Fuel system and lubrication
16
b
Fi g . 2 .8 Oil p u mp and filter
~7
I
2
3
1S
S
14
4 5
6 7
8 9 10 11 12 13 14 15
76
Oil filrer cover Oil fiI.er Spring O -ring Stud - 3 off Oil filter screen Screw · 3 off Nut · 3 off W/lsher . 3 off Oil pump O _ring . 2 off Screw·30ff Washer Localmg pm Oil pump pinion Clfcllp
8
16 Renewi ng the oil filler element and cleaning the oil stra iner
15 Chec king the oi l pressure 1
If ,\ is found Ih&t t he oil pressure warning light corl1inues 10
operate all er the machine has been started !ind fun for II 5ho" time or whilst the mach",e is being ridden, then the engine Should be swi tched oH immedlatelV. o therwise t here is II ris k of severe engine damage due !O lUbrication failu re. The fault mus t be located lind recti fied before (he engine is res tarted and run . even for II brief moment
M achines fitted w ith plain shell
bearings relv on high oil pressure to maintain a thin oil film between the bearing surfaces. Failure 01 the oil pressure w ill
cause the working surfaces !O come in lO direc t conlact. cavsil19 overheating lind eventual se,zurll. 2 Before suspec t ing low oil pressure due to a defective pump. check Ihe oil level WIth the t iller cap dipstick and inspec t t he englne/ gea.box unit fo. sIgns o f serious leakage. Check also the electrical circuit to the warning light for con tinuity and inspect all the connections tor signs of looseness and corlosion. 3 A blanking plug is fi u ed 10 the righ I-hand cran kcase cover. directly below the ignition pick -up assemblv housin g. This plug should be substi!uted by a suitable adaptor pieg before renewal '5 necessary If tn doubt as 10 the condition 01 the sprong ask th e advice of an oHicial SUluk, service agenT or compare I he Spl lng with iI new Item. 9 Closelv examine Ihe dust e.cluder for sphts 0' SIgns of de lerio/ alion. If de lec', ve. ,I must be renewed, as a ny Ingress of .oad grit wi n rapIdly aceeler8le Wflaf of the oil se al and fo,k 51!1nchlon It is advIs8ble 10 re new any gasket washers f illed
beneath screw heads as a millel of course, The same apphes 10 the O -tl ngs fitted beneath Ihe l Op c ap boll heild,. 10 Reilssemblv 01 the fOlk legs 15 essentially iI reve rsal of Ihe dIsmantling procedure whilst I'II)II"g Ihe following POints. II is essenlial Iha! all fork components I.e thoroughly wlI$hed In solvent and WIped c;lean wllh a lint -' ree c;loth before ISsembly lakes plac;e Anv I ral;ll 0 1 dIrt inSIde Ihe IOfk II!19 assemblv WIll QUlc;klV destroy the 011 se,1 or score Ihe st anc;hion 10 OUler fOl'k leg beam>g 5urfac;es 1 1 Belore filtlng Ihe new 011 seal. It should be ooated WIth the rec;ommended fork oil on its inner and o uler surfac;e,. This serves to make the fittIng o f Ihe seal In to Ihe lower fOlk leg easier and also reduc;es the l i,k 01 damage 10 the sea l whe n the fOlk . tanc; h ion is passed through i!. Great c;"e should be taken when f ilting the stanc;hion through the .eal. 12 Suwki lec;ommend the use 0 1 a servic;e tool I No 099 40-50 111 1 with wh ic;h to drive Ihe seal inl o the fork leg rec;ess. Wilh t he wac;er flng fitted the seal located pa rtiallv '" lIS rec;ess and Ihe fOl k . ta nc;hiof"l pas$lld through it the 1001. whic;h takes Ihe l orm 0 1 a short lerog th of me ta l tube aPOlO. imatelv 3 in long. WIth an inner dIameter JUSt gre81er th an the oute, diametel o f the stanch,on and an outer diameler just Ie.. than that 0 1 the ou l e' diamete ' o f the oil seal. may be passed ove, the s18nc;hlon and used to tap the seal home by using II as a lorm o f sl ide hammel If Ihls 1001 is f"lOt readilv available it can , of c;ou rse. be fablic; ated Irom a piec;e of metal tub ing of the appropria te dimensiOf"ls CI,e should be taken howeve!. 10 ensure that the end 0 1 the l ube that makes c;on tal;1 w ith the sell IS prOperlV c;ham fe red free 01 burrs and absolutelv square to the fork staf"lc;hion A lternatlvelv a sui table soc;ket ma~ be used to dflve the sea l '"to POSlhon before the S!ar"IC:hion is fItted . EnlJUre that the seal is driven home squarelv and IS properlv 'etllned in PO,itlon bv the Spflng c;hp 13 Refil the dampe, rod assemblV ,"10 Ihe sIar"IC:hlOn and relil the damper rod seat FIt the for k SPflrog(S) jand Spal;llr wherl filled ). lakirog call 10 Insert thlm wllh the c;oils in the same position as no ted dUflrog the dl,maf"llhng sequenc;e. On modlls WIth 8 single spllng fitted to elc h l ork leg. the smaUer diameter end o f the spring shou ld Iac;e the bottom of the lor k leg. Rlll t Ihe cap boll wllh ils O _lIng and tighten il fi nger-light This wilt serve 10 keep Ihe damper rod in pOsition during relitting o f the soc ket 5(;IIW InlO the wheel spIndle housing rel;llSS Insert the ."nc;hion into the fork lower leg and prep!lfe the soc;ke t screw lor insertion into the wheel spindle houSlrog 'e,," by degrellS irog ilS thre,d and filtlrog a new gasket wnher Rele. 10 the figure accompanying th IS lut and c;oa t the thread of Ihe sc;,ew WIth a thread locking c;ompOund and a 5ea!irog compound as shown before f illing It Into its ,ec;ess and lIghtenIng il 10 the spec;ified 10rQue loadIng 14 Re locate Ihe dUSI u c;lude, over the fork lower leg Refil the drain plug and gasket washer and unsoew the cap bolt Replenish the fork leg wllh t he correl;1 quanl itV o f l ork oil. Aele r to the Spec;ifications at the beginning 01 Ihis Chaplll. for bolh Ihe oil type and QUanlltv fo r lI&c; h model Ivpe. Fil the cap bolt and O-ring 10 the lork stanChion and nip it l ight The bol t s should be fullv t ighlllned to the spec;ified to'Que loading once th e fOl k legs have been refilled 10 Ihe mac;hine 15 The fork legs are now ready to be fitted 10 the mach,", but bel ore deong so. II IS worth ~U"rog II th is POinl 10 conside r Ihe advan tages o f fi llIng fOfk g'lters It IS a facI Ihal Ihe Iile of the oil le,' c;an be lenglhened conSlderabiv bv doing Ihll. w"h the aOdillof"l,1 adv,ntage thll Ihe lowel p,rt of Ihe IOfk s\tl nc;h,on is also oe cleaned of all grease by w'P'ng Ihem with a fuel soaked rag lak,ng the necessary fire precautions whilst doing so. If the bearings are see n to be breaking up 0' if they are cOfloded thlough ongress of waler due \0 lack o f lubrocal lon, Ihey may be d rifted oul o f pOsition. uSing a SUi table length of steel rod . 00 no t remove the bearings merely for inSpeCI IOn as The cages Will be damaged bV the drift. l ubrica te the ou lside 01 The new be aflng cages be fore driving them into place and ensure that they are filted With Ihe punCh marked lace oUl wa rds A sockel or short length of thick · walled me ta l tube with an e~ternal d'ameter which ,5 slightly less than Ihat of the bearmg Should be u ti lised to dllve the
134
Chapter 4 Frame and forks
bearing into place. This tool will serve 10 help keep the bearing SQuare 10 Ihe end 01 the swinging arm crossmemoor as it is fitted . 9 Check the pivot shaft for straightness bv rolling it on II flat surface such as a sheet of plllle glass. Alternative lv. place the shah on two V -blocks and measure the amoum of runout on Ihe sheft with 8 d ial gauge. lithe amount of runout found exceeds 0.3 mm (0. 012 inl. replace the shaft with a straight i18m. 10 Inspect the condition 01 the 1WO dust caps and thrust washe.s. if the caps show the slighlesl sign of damage o. deterioration then they must be renewed as they not onlv serve
10 keep grease in the bearings but wilter and road dirt oul. Worn bushes should also now bs .eplaced wilh new ilems.
11 Reassemble and .efO( ~he sWlOg lOg arm bV re\lers,ng Ihe remo\lal and dismantling procedures. A pply a molybdenum disulph ide g.ease 10 the cen ~ r a l space' the bearongs the bushes and Ihe inner edges o f the d",st caps as ~he ",no l is assembled Grease the leng th of the pi\lot shalt shank before Inse.tlng ,t an
-
17 18
(O..~
18
10 11
J... l
rill,a:'
4
7
8
s
b·
9
• •
Fig. 4 .5 Frama - 250 modal s
, 3
Frtlme Right-h lmd f,om mounting b'lIcker Left-hand f'om mounting
4
b,acker Bolt - 2 off
5
Spring wtlsher - 2 off
2
6 7
8 9 '0
""
M oumlng bracket 8 0lt - 2 off Spong washe, - 2 off Rea, moull/mg bracket 8 01/ 2 off Spring w asher - 2 off Tool roll tray
'3 Tool rOI/
.-
"'6
",.
Securing blind Scre w Screw - 2 off Sprmg washer _ 3 off Washer - 3 off
Chapter 4 Frame and forks
'35
21
o
10 11
14 13
~
12 HllbS,
I
2 3
, 5
• •• 7
10
/I
12 13
2
"16
Fig . 4 .6 Frame - 400 m odel '
9 .8. Clean and eumine The caged needle roller burings
f,lImtl Right ·h.nd I,ont mounting brllcket Ltllt·hllnd frOnt mounting brllck't Bolt - 4 off Spring wuhe, _ 4 off Mountmg brllcket Boft - 2 off Spring wilsher - 2 off R'II' mounting brllcket Bolt - 2 off Spring wilsher - 2 off PUSt!ngv g'lIb fllif Bolt
W.she,
15 Tool ,ofl rrll" SC,tlW 17 Scrt!w - 2 off 18 Spring wIIsh", - 3 off 19 Wuher - 3 off 20 Tool roll 21 S"curing S"IIP
9 8b Ulfla'englh oillee' rod 10 drill worn or damaged belltlngS
Irom POslIlon
9.8c ... and a leng th of
,.
bearings into poSItIon
;",,,,.,,,1, grease the beaflngs
9 . 11 d Grease and fIt serviceable thrust wasllers and duSt caps
9 . \ 1a Commence reassembly of the swinging arm by greaSing and inSerting lhe cenual space.
9 1 1C before inserting each bush into posi l On
;;, "h. torque arm to SWinging arm conneCllon to. secu flty .
Chapter 4 Frame and forks
1f ...b efo.e lilting the sw inging a.m fO.k int o position ...
9.11 h The fe ar suspen sion u nit re taining nu ts shoul d be t'ghlened 10 the correC t IOrQue loading
10 Rear refitting
suspension units -
137
w ith the p ivot shaft . p lain wa sh er and nUl
must be renewed. Th,s appl,es eQualiv If I he damper rod has become ben t or ,ts chromed surface badly corroded 0/ damaged Check also for delellOrat,on o f I he rubber mount,ng bush es and 0 1 the rubber bu ffer w, ' hln I he sprong The p,ston hOUSing mUSI be free 0 1 damage 'f ,t is to function correct ly 3 If necessary. the SUSpenSiOn unllS can be removed Irom the frame and swmging arm attachment studs simply by remOlilng Ihe upper and lowl!! c ap nUl and pl a,n washe rs and pulling Ihe un,t out away from the mach,ne 4 Refining 0 1 the unolS 's a . eversal 0 1 the removal proc edure whIlSt nOl lng the lollowing DO,n tS If ref illing the orogmal o r used unolS. take the opPOrtun, ty wh.lst they are removed from the mach.ne. to give them a thorough clean Do '101 under anv Clfcumst ances grease the chromed surface of Ihe damper rod Wi t h Ihe un, ' S f,ued to the machine torque load the ret aining nu ts to the figure g,-..en In the Specif ications Section o f this ChaDler 5 Note Ihal on t he inl eres ts of good loadhold,ng ,t is essential tha t both suspens,on unllS have the same load selling If renewal ,5 necessary. the un'I S muSI be replaced as a ma tched pa, r.
e>camination. ,emolill Ind
1 Rea. suspenSIon unots o f t he hydraulically damped type are l,ueellO Ihe SU i ulr., GS and GSX models cOllered in th,s M anual Each unll Comprises a hvdraulrc damper effec l 'lie promaroly on rebound and a concen ,roc sprong It is secured to the f rame and sWinging arm bv means 01 rubber-bushed lugs 81 each end of tile un,1 The un,ts are prollided With an adjustment of the sprIng lension g.v,ng five senrngs The settings can be easliv allered w, t hou t . emov,ng the unotS from the machine by uSIng a tommv bal ,n the hole drrectly below t he sprongs Turnong cloc kwise will increase the sprong tenSIon and Sl iff en Ihe rear suspension. lurning anll clock Wise Will lessen the sprong tens,on and t here lore soften the rode As a general gUide Ihe softest setting is recommended when no pillion passenger is camed The hardest sewng should be used when a heavy load is camed . and during IHgh -slleed riding The inl ermedllte POs,t,ons m ay be used as conditIons dic t ate. 2 Th ere is no means o f draln,ng the un,IS o r l opping up. because l he dampers are buil l as a sealed unit If Ihe damping fa ils a. li lho Unil S start 10 leak. the complete damper assembly
11 Centre stand . ellamlnalion and sarvici ng 1 The cen tre Stand IS ,el aoned to I he underSide 01 the frame by two bol ts wh,ch serve 8S p,vo t shaft s. Each of I hese bol t s has a sprong washer located beneath liS head and is preven tOO hom leav'ng 115 re taIning nu t by a sprong clip wh,ch passes Ihrough the end of ,' s threaded sec t ,on A bush ,s filled between each plllOI shaft and ,tS con"e sl and re t a,ning lube 2 The PIVOt assembly on c entre stands is olten neglected w,th regard to lubrical,on and Ih,s w,1I even t uallv lead to wear It is prUde'l l to remove the p,wo t bushes from t,me to t,me and grease them tho,oughly ThIS w,1I prolong the effecl've life of the stand Check bef ore 'e l ,lI,ng the PlliOt shahs that the Spring washers are '101 flallened and are on good condition. they must be ,enewed ,I thev no longe, serve therr locking lunC loon Do not om,t to refit the sprong clops J Chec k thaI the re turn spllng is in good cond'tlon A broken or wea k spllng may cause Ihe stand to l all Whilst the machIne is ,n mOI,on with the resul t ,ng danger that once ,t ca tChes in some obstacle Ihe balance of the machone w ill be dras t ically affec ted
,~----------------------------------------~
Fig . 4 .7 Swinging .rm - all m odel.
,
S wmging .rm feulf
2
Bnlke torque .rm
3
Splicer
4
Needle roller be"ring - 2 off
5
Bush- 20ff
6 7 8
Thrust wuhv - 2 o ff DuS I up - 2 off
9 10 " ,2 13 14 /5 /6 17 18 19
22
WIIsn'r N", Pivot bolt Boll - 2off Spring wuhllr - 2 off "'ul - 20ff R.p,il - 2ofl R ighf·h 'IrId suspf!nsian un;l Lefr-hlmd suspension unit PlISSflngtJr 9rllb ' IIi/ NUl 4 off W.sher - 2 off
10 W"sne, - 5 off 21 W asher
4 off 22 W"sher - 4 off
•
"--
11
'\
"- -/
""
3
'\
6 7
9
10
5
17
.f ~ .. ~.
Chapter 4 Frame and forks
139
12 Prop stand : examination and s.rvicing 1 The prop st(lnd bolts to (I lug (I\t(lched to the rear 01 the left · hand lower frame lube A n e_lension sprong ensures tha t I he stand is re lracled when Ihe weight of the machine is taken off the st(lnd. When properly retraCled . t he st(lnd should be light against i ts SlOp and well ou t o f Ihe way 2 Check th(l t the pivot bol t is seCUIe (lnd th(lt Ihe pivot surfaces are well lubrica ted wilh either grease or mo tor oil. The e_tension spring must be free from fstigue snd in good con dition A serious sccident is almost inevilable if the stand ex tends whils t Ihe machine is on th e move.
10. 1 Ro tate the (ldjuster to aller Ihe spring selting
13
10 .4 Note the posi t ion 01 the pivot washers and grab rail end
Footr.sts : examination and r.novation
1 The front foo tre sts fi lted to the 250 modelS a.e o f Ihe borl~ on metal bracket type wilh renewab le rubber pads. If they are ben l in a spiu or I hrough Ihl machine fa lling ave •. they can be removed and straightened in a vice whilst he(lted to a dull red with a blow lamp. or welding torch. 2 The lronl loo lre sl s lined 10 Ihe 4 00 models and the p iUion footrests fitted to all models are pivoted on cl evis pins. Ihe fronl footrests only being spring loaded in t he down posit ion. If an accid ent occurs. It is probable th,u the lootrest peg w ill move against Ihe sp ring loading and remain und amaged. A bent peg may be detached from the mounting. efter removing the clevis pin secu ri ng spli l pin and Ihe tlevis p in itself The damaged peg can be str aighlened in a vice . uling a blowlamp fla me to apply heat at Ihe area wher e the bend occu rs. The l oo trest rubbe, will . of cou rse . h(lve to be removed as Ihe heal will render it unfi t 10' service. J NOle that If there '5 evidence 01 fa ilure 01 the metal ei ther bel ore 0' after straigh teni ng 11 is advised tha t the d(lmsged component is re newed. II a footrests breaks in service. los5 of machine control ;5 almost inevil able. 4 When refitt ing the cleVIS pin 10 a pwot,ng type 01 footrest assembly. ensure Ihst . where f,tted. the retum spring ,s correCI 1'1' located (lnd thai a new split- pin ;s used to reta in the cl evis pin ,n posi l ion .
14 R.ar b,aka pad.l.nd sh.ft .... mbfy : .xamination and ,.nov.tion
11 . 1 InSpeCI the cen tre stand spring and pivot points
1 Th. rea ' b rake ped.1 is secured bv a single pin ch bolt to the splined brake pivot sha fl . In Ihe evant 01 dam.ge. Ihe pedal mav be removed snd treated simi larly 10 a bent footrest I I describe
,40
Chapter 4 Frame and fork s
2 The ploch boll should be removed completely be fore pulling !he pwal off li S shalt. Note the spring washer located Dene81h the bolt head and detach the pedal return spring from 115 attachment POints. Check \hal the wilshe. has not flattened and is in good condi tion : ,t must be renewed if it no longer serves its locking f unc t ion. Inspect Ihe return spring for signs o f f at igue Of failufe and renew It il necessary. 3 Once straighHlned. the pedal should be refitted 10 it s shaft in a simIlar position to that noted be fore removal. Suwki provide an aid to COHect pedal posi tioning by punch marking the rea, edge of the pedal shalt end; the punCh mark should align with the gap in Ihe pedal boss through which the pinch bol l passes. 4 The w arning rela t ing to foo tr est breakage applies equally to the brake pedal because i t follows that failure is mos t likely to occur when the brake is applied firmly. which is when it is required most. S It is advisable. if the brake pedal has been in any way damaged. to cheCk t he condition of its pivot shaft. This is als.o the case if operat ion of the ped al is noticed to be stiff and the ped al lails to re t urn immedia tely when released . 6 Wi th the pedal removed. the sha ft arm mus t be discon nected f rom t he bra ke oper ating rod and the stop lamp swit ch opera t ing spring , Detach the rod by removing the split-pin aod plain washer from the end of the clevis pin. Remove the clevis pin aod de tach the rod end from the shalt arm. Wi t h the rod thus released it is a simple ope ration to unhook the eod of the switch spring from il s location on the shalt arm , 7 Push the shalt ou t of il s localion in the frame. If the shaft has become seized in posilion il can be removed by placing the end of a large lommy bar against il s eod and tappi ng the end 01 the bar with a hammer, II e~ cessive torce is required 10 I ree the shah. ta ke great care to supporllhe frame members around Ihe shaft be fore t apping it free and be very care ful no t to damage the Shaft splines. It may be found necessary to apply pen· etra t ing oil around the shaft 10 Irame boss mating surfaces in order to help f ree a sei l ed shalt. Wi th t he shaft removed. inspect its length for straightness a using a st raigh t edge placed alongside it for comparison. II bent. the Shah mus t be renewed . If the shalt was found to have seiled t hrough lack of lubrication or if the bea ring surlaces are found to be corroded. clean the bearing face of the shalt and 01 the frame boss with fine grade emery paper bef ore ref illing the shaft in to the boss and checking lor e~cessive play be tween the twO components . II the shalt is thought 10 be eKcessively worn then it mus t be rene w ed. 9 Grease the length of the shaft wi t h a high qu ality lithium based lubricant and insert the shalt into lIS frame loca t ion. Reconnect the brake operating rod and the stop lamp switch opera ting spring: use a new spli t -pin on t he end of the rod clevis pm. Lighlly g rease the brake pedal re t urn spring to lessen the risk o f it s being corroded by road salts and iiI it and the bra ke pedal to the splined end of the shalt. Before ,iding the machine. carry out a final check to ensure that both the rear b rake and the SlOP lamp are in cOllect adjus tment anti are functioning correctly .
14 .3 Nottl t he sha ft end punch mark : :: :;-;;;; pedal
16 Speed o met er an d t ac ho m et er heads : remova l. ins pec tion and f itting 1 The speedometer and tachometer are mounted together in a single console which is si ted on lOP of t he Meellng head assembly. They are secured in position by two crosshead screws whiCh pass through the base 01 the console c asmg and ,nto the base of each instrument. 2 The InStruments may be dtltac hed from Ihtl machine by removing the above menl ioned screws With thei r associated washers. detaching the tOP of the console by removing its four seCUring screws and disconnec ting the driVtl cables to allow the instruments to be pulled far enough out of the console to dela ch any elec l rical connections from its base 3 If either ins trument fails to re cord , check the drive cable lirst be fore sUSPecting the head, If the instrument gives a jerky resoonse it is probably due to a dry cable . or one that IS trapped or kinked. 4 The speedometer and tachometer heads canno t be repalled by the privattl owner and if a defec l occu rs a new ,n strument has 10 be fitted Remember that a speedom(l1er ,n corre ct wor k ing ordtlr is reQulled bv taw o n a ma Chlfle in the UK and also Ifl many o ther counmes
1 5 Oualselt : remova l an d r ef itting I Removal 01 the dualseat is achieved by releasing the sea t from ils (tlar mounting points and pulling the seat up to clear the moun t ings and then rearwardS to felease it 'rom the forward flame mountlflg 2 On machines e
-
151
fa tlure of the syStem 10 When ,eassembling eod ,efittlng the master cylinder. follow the ,emoval and dIsmantling procedures in the reverse order whilsl paytng particu1 •• ettenloon 10 the fotlowing POints. Make sure 11'111 Ihe PtstOn compOnents are filled the correc t way ,ound and tn the correct orde, Immerse all of these components tn new brake fluid prior 10 assembly 11 When ,efitting the un,t to the haodlebers. note that the upper clamp botl muSI be tighlened fully belate the lowe' clamp bolt. so thll Ihere tl no gap 11 the top of lhe clamp. A small clearance should be present II the bottom of the clemp: say 2 mm 10.0 8 in!. NOle also the latQue figuru given in the SpecIfications Section 101 both the clamp bolts and the hose union bott . 12 Bleed Ihe sys lem alter refilling the ,eservoir with new hyd,aullc b,eke fluid . Ihen check for leekege while applying the b.ake lellll. Push Ihe machine lorwerd and bring it to a haU by applying the b,ake. Do this seve,al times to ensure 11'111 the brake IS opel8ling correctly before laking the machine for a le&t run . During the . un . use the b,akes as often as possible and on comple tion. recheck for signs of fluid loss. 13 The tamponenl pans 0 1 the master cylinder assembly (and the celipe, essembly) may wllr 0' deteriorale in function over • long period 01 U$8 II i, however. generatty difficult to foresee how long each component witt work w ith prOpe' efficiencY and from a safety point 01 view it is besl to change all the expendable pert' ellery two yea" on a machine th81 has covered I normal miteage.
17
FiV. 5 .4 Fro nt brake ma".r cyli ndar - E m o d.l.
,
Rasarvolr cap 2 Diaphragm 3 Reservol' 4 O·ring 5 Spring 6 Pis/on cup 7 Piston 8 Circlip 9 Rubber boo/ '0 Mastar cr/indar bocJr Pillo/ boh WlIShar . 2 off Handlabar clamp WlIShar - 2 off 80/f · 2 off No' n Scr~w · 4 off D.aphrllgm pili.
" "" ,.,."
12
,.
16~ 1
152
Chapter 5 Wheels. brakes and tyrss
I
Res.n,Otr CliP
2
DI~phr.gm
3
Reserl/otr O _rillg
4
5
•
Spring Piston cup
7
PiSton 8 W.uher Circlip 10 Rubber boor
•
19~
1--2
10
5
/I
Hlmdleb8' c1IJmp
12 Hose umon boss 13 W,uher . 2 off 14 UniOIl bolt 15 DIIJpll'egm M.ster crlmder body 17 " W.uhltr 2," 18 80ft 2,"
" 20
Screw
11
16
15
D'lIp"regm pllJre
128
Front brake hydrllul lc hose : ell.minetion
1 An e~tero.1 brake hose IS used to transmit hydraulic pressure to the calip(l' uni t once Ihe front brake lever is applied. Thi, hose " of the flulble type . its lower h811 being fined with
an armoured surround 2 When the blake nsembly is being olle/hauled. or 81 anv time dUllng II routIne main tenlnce or cleaning procedu ••. chec k
the condillon of Ihe hose for signs of leakage, damage. detenOfllllon o. scuffing 8gl,nst Iny cycle components The union connections at eI ther end 01 the hose must also be In good condition w'th no stripped threads or damaged sealmg washers Adhere stllctly to the torQue figure QUOted when tighten,ng the!Se boilS as they life ells,ly sheared If oYertightened
9
Ble ed in g the fr o nt breke hydraulic s ys tem
1 As mentioned eartier. brake action IS impaired or eyen rendered moperatlye if III is ,nllodu ced inl O the hydraulic system ThiS can occur ,f the !Seals leak . the re!ServOlr ,$ allowed to run dry or if the syStem is drained prior to the dismantling of any component part 0 1 the system EYen when the system IS refilled With hydraulic ftuld. air pOCkets w ill remain ~lr'Id becau!Se air will compress. the hydraulic aCI,on is loS! 2 Check the lIuld content Of the reservoir and till almOSI to the lOP. Remember Ihlll hydrauhc brake flwd is an excellent plllnt stllpper. so beware o f spillage. especially near the Petroll8nk 00 nOt om,t 10 refit Ihe reservolf cap 10 preyent dirt entellng Ihe
system 3 Place a clean glass lar below Ihe brake caliper unl! and at1ach a clear plastic lube from the caloper bleed screw 10 Ihe contamer Pla ce some clean hvdraulic lIuld in the con ta iner so Ihal the p'pe " alwaY$ immersed belOW the surface of Ihe lIu,d 4 Pump the brake leyer seyeral I ,mes In rlOld successIon. f,nally holding the leyer in the fu lly on poSition loosen the bleed screw one Querter of a turn so Ih,11 Ihe brake fluid '5 seen 10 run down Ihe lube Into the containe r ThIS Will cause Ihe prenure Within Ihe Sysiem to be released Ihereby causing Ihe brake leyer to moYe fr om its fully on POSilion 10 touch Ihe IhrOl1le IWISlgliO Direclly Ihls haPOens nlO Ihe bleed screw Shut. As Ihe fluid is elecled from the bleed sClew Ihe leyel m Ihe reservo .. Will fall . Ta~e care Ihllt Ihe leyel does 1'101 drop 100 low whlisl the OPeration conllnues olherwlse alf will re ·enter Ihe s~tem neCeSSl!1II1nr;J iii Iresh start 5 Repellt the above procedure until no f urther a" bubbles eme rge from the end of Ihe 01a5l'c Olp' H okl the brake lever .g.,n$l the IWlSlgl1P and toghten Ihe cahper bleed sClew Remoye Ihe plastic lube att ar Ihe bleed screw IS closed 6 Check Ihe brake actoOll lor soonglness which usually denotes Ihe.e .s stili a" ,n Ihe syslem II Ihe aClion IS soongy. conhnue the bl~dlng opera lIOn rn Ihe same mann" unl ll all Ifaces o f a" are remOYed 7 8"ng Ihe re!Servolf up to the COrreCI leyel 01 lIuld and refl! Ihe d,aphragm sealing gll$kel and cap Check the entlff! system for leaks Rechec~ Ihe brake aClion lind check Ihe SlOP lamo for correC I operation 8 NOle lhal fluid from Ihe conlarner placed belOW Ihe bra~e cahper un'l whllS! Ihe system IS bled should 1'101 be reused as II w,!! heye become aerated lind mav have absorbed mOisture
Chapter 5 Wheels. brakes and tyres
10 Fr o nt brake dille: 8IIamination. rem oya l and fitti ng 1 The brake disc can be checked for wear and for warpage whilst Ihe from wheel is sl ill in Ihe machine Using a micrometer measure the Ihickness of Ihe disc al Ihe poinl of greatest Weal, If the measuremenl is mUCh less Ihan the recommended service limil given in Ihe Specifical ions seClion o f Ihis Chapter. Ihe disc should be renewed. Check Ihe warpage (run OUI) of Ihe disc by selling up a suilable pointer close to the ou ler periphery o f the disc and spinning Ihe from wheel slowly If Ihe 10lal warpage is more Ihan 0.30 mm (0.012 in!. the disc should be renewed . A warped disc. apan from reducing Ihe braking efficiency. is likely to cause juddering during brak ing and will also cause Ihe brake 10 billd when II is not in use. 2 The disc should also be checked fOl bad scoring 011 its COl1 l aCI alea wilh the brake pads. If al1y o f the above mentioned laulls are foul1o . then Ihe disc should be lemoved from Ihe wheel fa. rel1ewal. 3 To delach Ihe disc. first remove Ihe wheel as described in Section 3 01 Ihis Chaple r The d isc is letained by siK bolts screwed into Ihe hub. which are linked il1 pairs by tab washers. Bend down the earS of Ihe tab waShers and remO\le the boilS. The disc can then be eased off t he hub boss, 4 Fit the disc by l eversil1g the remO\lal procedure, Ensure that the si~ boi l S are tigh l el1ed evenly and in a diagonal sequence 10 the recommended l orque loading. Do no t reuse Ihe same labs at t he lab washer ends. renew the washers if necessary.
11 Rear wheel refitt i ng
examination. remov al. ren O\la ti o n and
1 Pla ce the machine on its cenlre stand so Ihat the rear wheel is raised clear of the groul1d. Check the condition of the wheel as described in Sec tion 2 of this Chapter. 2 Before attempting wheel removal. it is f irst necessary 10 gain access 10 Ihe ends of the wheel spindle. This ca n be achieved by two methods. the firSI being to detaCh both silel1cers. or in the case 01 machines fitted wi t h a system where the silencers are welded 10 the pipes. the complete elthaus t system. Alternat ivel". posi t ion a jack beneath the rear wheel and eKtend it just enough to ta ke the weight of the wheel. Remove the cap nUl and plain washer f rom the lower atta chment point of each rear su spension unit and pull each unil ou twardS to release it from its mounting stud. Once the torque
9 .3 Atta ch a bleed t ube to the calipe r bleed screw
'53
arm and brake operating rad are detached from the brake assembly. I he wheel may be steadily Jacked UP so Ihal the ends of the wheel sprndle appear above the lOPS of the SIlencers. 3 Detach the torque arm by removing the spli t-oin which passes through I he end of I he bolt re lainrng Ihe arm to Ihe brake ba c kplate. Remove the .etallllng nut and sprrng washer and wrthdraw the bol t 10 release the arm Detach the brake rod by removing the adjuster nut and depreSSIng Ihe brake pedal so Ihal Ihe rod leaves Ihe Irunnlon In the brake operatlllg arm. Relit Ihe nul to secure the rod SOling 4 If a final dllve chaIn which incorporales a sprrng link IS f iued place a lenglh o f clean rag o. paper benea th Ihe machIne in line wiTh the charn run to prevent Ihe challl coming Inl O direct contact with the glound once ,T IS released from Ihe wheel sproc ket. Turn Ihe rear wheel unl il Ihe joinlllg hnk in Ihe drive charn is accessible then. using pOinted -nose phers prrse off Ihe spring link. and separale the chaIn Loosely reassemble the jOllllng link and SlOre II salely 10 avoid loss LIft Ihe charn o ff the wheel sprocket and lay the ends on the leng \ h of rag or pape •. 5 Rem ove the wheel spIndle nut afte r displacing the split-prn. Withdraw Ihe wheel spindle from Ihe lelt-hand side and calch the right -hllnd spacer IIS ;t falls free , Where an endless cha,n is fitted . Ihe sprocket. s l ill meshed WIth the Chai n. can be pulled out. awa" Irom Ihe hub to tree the wheel The cush dllve hub will come IIway with the SprOCkel. leaving Ihe cush dri\le rubber inserts In position. Tilt the whee l shghtl" and remove It from belween the fork arms. 6 Once Ihe faults lound in the wheel are rectified . Ihe wheel mlly be refilled by reversing the removal procedure. Ensure Ihal the wheel spacers are correct '" pOsitioned be fo.e inserl ing the wheel spindle: if in doubt as \0 the posiTion of any of The wheel components . reler 10 the figure accompanYlllg th,s te ~ t 7 Fit the spindle retalnlllg nut finger- tlghl Where a cha,n incorpora t ing a spring link is fitted . move the wheel fully forward ref it Ihe chain over the rear wheel sprocket and connec t the ends by Inserling the jOllling link NOle th lll Ihe link securing clip mus t be fitted WIth t he closed end faclllg Ihe direction of Ihe chain 8 Feed the rear b.ake Operatlllg rod through Ihe brake lever trunnion and fit the adjusting nut onto Ihe end of the rod 10 retam It in position. Ensure thai Ihe spring is corre ctl" posrtioned between the bull lIange on t he opera ting rod and the forward la cing lace 01 Ihe le\ler lIunnion 9 RelocaTe the 10rQue arm re tarnrng bolt in the brake backplate and relil the arm over i l s end. Re lain the arm III posi tion by fitt ing and IIghlenlllg Ihe retaining nut 10 Ihe recommended l orque and lo cking it in pOsition by litting a new
10.4 The brake d isc secuflng bolts mUSI be locked in posllion w i lh the lab washer ends as sho wn
154
Chapter 5 Wheels, brakes and tyres
Split·p,n The torque arm must be property "nached 10 the brake backplate. Failure to ensur, Ihi, will mean Ihal on the fi.st
tightened to Ihe COffllCI torque loading before adjusting Ihe fin •• drive cha,n tension IS described in Section 17 of Ihis Chapter '1 Tighten the wheel spindle ,elalnlng nul to the torque "gure gille" in the Specifica tions Section of th is Chap te r and fil the new split-pin 10 relam it in position. Finally. adjust the rllr brake pedal free pl.V as described in Seclion 14 of Ihis Chapter.
appliclinio" of the reef brake. the wheel wiUlock . with disastrous
consequences. 10 II the rear wheel hn been raised to accommodate removal
01 the spindle. the rllr sUSpension uf'lilIJ should be refined to thelf swinging arm ""lehmenl points and ,h, cap nUl.
I
2 3 4 5
19
17~~
fI
18
J.:$l
•
20
@
7
8 9 10
21
rf,
--
/I
12 13 14 15
10
15 14
"
17
Relt, wheel Ty,e Inne, tube 8.'.nce weight Cenr,e sp,ce' Right -htlnd betlfmg ShOe - 2 off Sp,mg - 2 off 8,.lIe b.ckpltlle 8,.lr.e ope,./ing t1fm RIght -lI.nd $ptIce' Right -h.nd ch.in tldius/e' WtlSlI., C,s/el/tlled nUl Spilr pm Adjull/mg botr - 2 off Lodnu/ - 2 off
4
22
23
28
, 8 8,.lIe
o~"'1llng
.,m
19 CI.mp bol/
20
WtIS~,
2' S•• /Ing ring 22 Lefr-h.nd be.,ing 23 CUllh d,ive rubNr - 6 off 24 Col/., 25 8 011 - 6 off 26 Shocll .bllo,be, hub
32
27 8e.,log 28 29 30 31 32 33 34
Oil lIetlll SplOt;kt!/ L.fl·lI.od SplC.' L.ll-h.nd t;h.In tIIdjull ler Spindle T.b W.IIMI' - 3 off NUl - 60ff
33 34 Fig. 5.8 A•• r wh ••I - GSX 400 E model'
11 .6a lift the rear wheel assemblv Into the swi nging arm l ork
11 .6b Check the posi tion of the rear wheel soaeers...
.,
1 1.9 Lock the torque Irm re taining nut in position bV l ining a new SOh! pin
11 11 FIt a new spli t -pin through the re taimng nut to lock it In position
Chapter 5 Wheels, brakes and tyres
'56
Fig . 5 .7 Reef wheel - GS250 T mod,1
I 2 3 4 5
f ~'8
6 7
19
8
9 10 11 12 13 14 15 16
16
I7 18
,9 20 21
22 23
24
,
25
i
!
11
~I
13
26 27 28
Cham adJvSler· 2 o ff Left ·hand space, 8ear"'9 Sprocket Shock absorber hub ColIll' Cush d,ive rubber - 6 off Left ·hand bea,ing Cent,e spacer Right _hand bea,mg Shoe 2 off 8rake ope'llIing cam Brake backplate O" lng 8rltke ope'''t'''g lI'm Right "lind SPliCer Spill die Lockllul · 2 off Ad,uStmg bolt - 2 off Spring - 2 off CllImp bolt H ub Tyre Inner wbe Spoke IIipple 801t 4 off T8b w ashtu - 2 off Nut - 4 o ff
29 WUM' 30 Cutel18ted nvl 31 Spilt pm
/
16
l
--!...://.'0 -, . c::-,
•
Tacho~r ligh t
~
a,l light
~ '(W
'(W
G.
G.
•
• ~• II I
0
-
•0
>
0
I II
l
•
~
I I
f ig . 6 .7 Instrument console resistance test connections - 250 m odals
Chapter 6 Electrical system
y
Y~lfow
0 G,
Ofllng~
B
BIIJc/c Blue Whire
8i W
R G
Gear pOsition indicator
Gr~'1
,
I
R,d
B,
WV
Brown Ughr green
t,
0
,
Oil pr~55ur~ lamp High b~lJm IlJmp Indica/or wlJmmg lamp NeurrlJ/lIJmp
H
T N
R8
Gre~n
•
•
177
,
,
V" LO A 0" 8, A J
4
,
6
Speedometer
TlJchomete r
..--
\ \
I
\
/
(
V
O,v
8 8 IW
I •
81W
°'1
,
•
"
ro, BlW
,
Fig . 6 .8 In l trument co nl ol. r.,I.Ulnc. te. t c onnectiolll - 4 00 m o d • ••
27 In. trumenl con. o t. . . . . mbly : bu lb r.n.WII 1 Access mly be gained 10 Ihe various wlrning. glllr in _ diCIJ lor .where lill ed) and ins trument Iliuminalion bulbs by removing Ihe inSIIument console top section and withdrlJwlng the vII/ious bulb holders conllJined within. The top section of the console I, retlJined by four crosshelJd securing screws. The rubber holder containing the valious walmng bulb, i, contained w,lhin a plastic moulding which ilself il lJ\lached to the underside of the tOP section of the console. With the rubber holder unplugged Irom ils local ion in the plastic moulding. each warning bulb may be removed lor inSpect ion or renewal 2 The insIIumen l Iliuminllion bulbs are contained with in the blse of each instrumenl In order to effeci the" removil. each Instrumenl will halle to be detached from the console casing by first unscrewing the knurl.d "ng retainIng the d""e cable to the inSllumenl base and then remOlling each 01 the IWO crosshead screws which pass through the console casing in lO Ihe base of each instrument J On machines where a gear indicator assambly is fined to the tOp section of the console. remove the two acrews 'atain ing the cover to the blJck 01 the unIt In order to enlJble withd"wIII o f the bulb holder located beneath i\ 4 TtJ~e glelJt call. when attempting to remOlle the various bulbs Irom the ir hOlders. to detelmine wheth.. Ihe type of bulbs lilled lI.e 01 Ihe earlier bayonel-litting type Ihat IS with ill melilll Clp 1,IIIng 01 01 the latlf capless Iype The difference belween the.e two types of bulb is that wheleas is n.cessary 10 push In Ind turn the blyonet type 01 bulb ,n order \0 Iree it lrom it
holde •. il 11 only neces51,., to pull Ihe clpless type '" order to effect lIS IImovll Allempllng to push In Ind 101lle I CIIpless type 01 bulb will not necesslJ"'Y ClUse il Iny dlJmage but Illempting to pull a blyone! Iype 01 bulb directly out 01 its holder will not only prove very diffi cu lc but IJlso e~pensille in terms 01 lenewing dlmlged bulbS or hOlders
28 Inllrume nl console .ssembly · lem ova' Ind refining 1 II 101 Iny leillSOr'!. it is found necessary 10 llmove thl .nlllument console Issembly .n order to replir or renew the electlical compOnents conllined Wllhrn II. Ihen commence Ihe ,emOIl,1 plocedule by gl,"ing access 10 the conneClor terminlJl lor Ihe electficil wiles whi ch is IOCIJled benlath the lue l tank Full de'l iis 10< sell and tank removal ale given in Section 1501 Chaptar 4 and SeClion 2 of Chlp,el 2 respecllvely 2 Separate the 18,""nal hlJllles Ind th,eld ,he wiles lorw8ld until they are free 10 hlng below the consoli. Oisconnec\ Ihe speedomeler Ind 18chometer clbles Irom the blse of Ihe console by unscrewing thell knurled lellmlng rings 3 The InSlrumenl console may now be freed Irom 115 mounl '"g' on the Uppel 'o
12 13 14
15
Rim Headlamp reflec/Of Bulb Bulb holder Pilol lamp bllib Pilol lamp bulb holder Ret/Jill/flg clip Screw 2 off Head/amp shell Boll - 2 off Washer - 2 Off Sprmg w asher 2 off NIlI - 2 off Grammer - 2 o ff Cable grommer
2
Collar
Rim 4 Screw - 2 off 5 Screw - 2 off 6 Sp'ing washer - 2 off 7 Retaining clip 8 Terminlll cover 9 AdjuSfing screw 10 Spring 1/ Nut
11 I 2 3 4
HetJdlamp unit
3
11
r
/
1
'f5
f" 7
U'-lB
14
1
3
Fig . 6 .13 Headlamp _ GSX250 lind 400 models
,
2 3
, 5 6
Helld/amp reflector
Rim COl/HI
7
Bulb Bulb hOlder
7
Pilot lamp bulb holder Pilot lamp bulb
8
Screw - 3 off
9 Spring washer · 3 '0 Nut - 30ft
"12 '3 "'5
off
Hedlamp shell
2 off W8sher • 2 off Spacer - 2 off WlI$her · 2 off NUl -
16 Spring washe, . 2 off Boll · 2 off 18 Screw · 3 off /9 Spring w8sher - 3 off 20 WIIsher . 2 off
"
2
10
'),
6
Chapter 6 Electrical system
'83
32 St o p and ta il lamp : bulb renewa l 1 There are two basic tvpes of stop/ta il lamp unit s l itted to Ihe lIilrious models COlltired w it hin th is Manuat; the main difference b-eing Ihat one Iype of unit has only the onll Iwin Wament bulb liued. whereas thll o ther IYPII o f unit has two twin filamenl bulbs f ined. The procedure for changing t he bulbS in bolh Iypes of unit IS essentially the same 2 The bulb ratings are listed in the Specificalions SeClion of this Chapte r One filament of Ihe bulb(s) will serve to illumrn ate Ihll rtlar of Ihe m aChine inclu ding the number plale whllsl Ihll ot her filament serves as a warnIng that I he rea r brake has been applied On some models Ihe stop lamp also operatlls in coniunctlon with the front brakll; a Slop lamp swit Ch may b-e Incorpora ted in the Iront brake lelle. 10 meet the statutory requirements o f the countrv or st ate 10 which the machine is e ~ DOlted.
3
31 .2c UK models have II pilot
To gain access t o the bulblsl. unscrew the crosshead screws whi ch serve 10 re tain the plastic lens cOlier 10 Ihe lamp unit and remOlle the lens whilsl laking care not to lear the se aling gasket loc ated between the lens and its baseplate. This gasket is essential to keep moisture and dirt from entering the lIarious electrical conta cts w ith in Ihe uni! and to stop corrosion o. dulling of the reflector plate These screws w ill have their heads facing eil hllr 10 Ihe rllar or 10 the fron t of thll machine and be two o r fOUf rn number depending on the Ivpe o f lamp unit "tted. 4 Each bul b has a bayone l lilllng with offset pins so Ihat Ihe StOp lamp lilament canno t be Inadvertenl ly connected w ith the tail lamp and vice lIersa Th e bulb mav be rele ased bv preSSIng inwards and turning anti -clOCkwISe : once fully turned the bulb will come OUI o f it s hOlder 5 RetitlIng of Ihe bulb and lens is a reversal o f the removal prOCe
33 Fl ash ing Indic ato r lamp : bu lb re n ewel Flilshlng indlcato, lamps are fitled to Ihe front and rear of th e machrne Thev are mounted on short stalkS through which t he wiles pass Access to each bulb IS gamed bv removing t he two screws holdIng the plas t IC lens cover 2 The bulb s !rl1ed are o f Ihe bavonet type and m ay b-e released by pushltlg rn turnltlg anti -clockw ise and pulling OUI o f t hl holder 3 Relining 0 1 the bulbs and lens is a ,eversal of the rllm oval plocedUle Check Ihe inSIde of the bulb holder for any signs of corrosion or mOIs ture ensullng Ihal Ihe con l aCt 1s free 10 move when depressed Take greal care nOI to overtIgh te n the lens securing screws as it IS POSSIble 10 crack t he lens by doing so 1
31 .2d The Ollo t bulb IS a bayonet f illing In Its holder
34 W i ling ' la yo ut and 8!1amination 1
31 4 LoostI" eo,,' mo"" shell
bol t bll lorlllli l lng t htl headtamp
The wIling harness IS colou r-coded and will corr espond with Ihtl accom panying dlag'ams Where soc ket connectors are used they are deSIgned so Ihat reconn8C llon can be made onlv ,n the one corr ect poSl t 'on 2 V,sual inspectIon will show whether anv brllaks or irayed outer covellngs are gIvIng rise 10 short Ci rcuit s A nOlher source o f Irouble may be the snap connectors and sockets while the conn ector has not been pushed home fully In the outer housrng 3 Intermmenl short cllcui t S can of len be traced 10 a cha fed wi'e Ihal passes through or is close 10 a melal componen t suc h as fI f rame member Avo,d l Igh t bends in I he wife or situations whele thll wile c an oecome Itapped between c asings
'84
"
"
Fig . 6 .14 hit 'amp - GS250 US mode. I
L~ns
1
Sell/ing 'ing
3
Bulb Rel/ec lor M oun ting bUJ(;itel 801/ • 3 off
• 5
•
3 off 8 Grommet - 3 off 9 Splicer . 3 off 10 WlIs~r - 3 off WllSh~r ·
7
/I NUI - Jaff
13
"15 "17
"
• 2 off WUher · 2 off
SPitc~r
Screw · 2 off
Sp""g
WIlShe-f •
2 off
Screw · 2 off
11 Cllble grommet
Fig. 6 .15 Taillemp - GSX250 end GSX400 E mod,I' I
LilliS
7
Mountmg "'"cklf
11 Wilsher - 2 off
1
5"lIl1ng ,ing Screw - 4 off WUhllf ' 4 off Bulb · 2 off
8
Rubbllf cushion
13 Spring WUMf - 2 off I • Screw - 2 off 15 Spring WlIsh,u 3 off 3 off
3
• 5
•
811:111pllUII
9 SplICllr - 2 off 10 Rubber ("shion /I Refleelor hOllsmB
" N",
•
Chapter 6 Electrical system
'85
plaslic lens cover
36 F.ult di.gnosis : electric.1 .....t.m
S ... mptom
C.u • •
R.medy
Complele electrical failure
Blown fuse
Check wiring and electrical component fOf Short circuil before filling new luse. Check battery conneClions. also whelher con· neclions show signs of corrosron
lsoleted bettery
Dim lights. horn lind Slarlltr inoperative
Drscharged battery
Remove ballery and charge wllh bane", charger. Check generalor oulput and voltage regulator senings.
ConSlantlV blowing Iwlbs
Vibration Of poor eanh connection
Check security of Iwlb holders. Check earth return connections.
Starter motor sluggish
Worn brushes
Remove Ilarter motor. Renew brushes
Parking lights dims rapidly
Battery will not hold charge
Renew battery al earliest opportunity.
Flashing indicalOfs do not operate
Blown bulb Damaged flasher unil
Renew bulb Renew flasher unit
186 ------------------------------------------------------"
The GSX250 EZ UK model
The GS450 LF US model
Chapter 7 The UK GSX250/400 EZ and US GS450 models Contenl$ Int roduc t ion ...... ,............................................................................
1
Cylinder head : remov al - 4 50 models .................................... Cylinder head : instaUation and valve tim i ng - 4 50 mo dals ...............................................................................•............ Valve clearance adjustmen t: 4 50 models ..............................
2
Refill ing the clu tch and "llemator covers: aU models ......... Cylinder head modification : GS X4 00 EZ model .................... Valve roc ker arm modification : GS X4 00 EZ model .............. Big-end bearings: examina tion and renova tion GS X250!400E Z models ............................................................ Cranksh aft main bearing journal code location : GS X250! 400 EZ models ..................................... ,...................... Alterna tor ro tor remova!: aU GS X4 00 models ....................... Clu tch modifications: GS X4 00 EZ model ............................... Gearbox modifications: GSX2 50/400 EZ models ................. Carbure ttOr modi fications: GSX400 EZ model ...................... Ignition system modi fications: GS X250/400 EZ and GS 4 50 EO. LO, LF, TXO models .............................................. Fron t forks: general ... ..................................................................
5 6 7
J 4
8 9 10 1I 12 13 14 15
n,
FrOnt for ks: overhaul - GS 4 50 EZ. TXZ and LZ modelS ............................................................................................ Front forks: overhaul - GS4 50 LO, TXO and LF models .... Front forks: overhaul - GSX250/4 oo EZ ................................ Changing the fork oil: GSX250/4 oo EZ and GS4 50 EZ. TXZ. LO. LF. 1)(0 models .................................................. Checking and adjusting fork air pressure: GS 4 50 EZ. EO. TXO. TZ. TXZ. LZ. LO. LF models ..................................... Handlebar fairing. removal and refitting - GS 4 50 S models ............................................................................................ Front drum brake ; GS 450 TXO model .................................... Instrument panel assembly: GS4 50 TXO model ................... Instrument panel assembly: GS 4 50 LO and LF models ...... Instrument panel assembly: GS 4 50 ED model ..................... Instrument panel assembly: GSX250/4 00 EZ models ......... Fuel gauge: examina tion and renova tion - GSX250/4 00 EZ and GS 4 50 LO. LF. ED models ................................................ Headlamp bulb renewaL Ouafll halogen type - all models ............................................................................................ Electri cal sys tem detail changes: all models ......................
n.
Specifica tions
UK GSX250 EZ model Note : Specifications are
ttS
given for the GSX250 model ttl Ihe beginning of ellch Chllpl er unless shown below
Specificat io ns 'elat ing t o Chapta' 1
Valves Stem to guide clearance - service limit : Inlet ....................................................................................... Exhaus t ....................................................................................
0 .35 mm (0 .01 4 in) 0 .35 mm 1001 4 in)
Valve springs Free length service limit ......... ..................................................... .
28.0 mm (1 102 in)
Camshafts Bearing surface 10 ...... .............. ...... ............................................ ..
22012 - 22025 mm (0.8666 - 0.867 1 ,"'
Clutch Spring free length service limit ................................................ Friction pla te tongue width (servi ce limit I ............................... . Plain plate thi ckness ................................................................... .
401 mm (1 578 in) 11 .2 mm (0 44 in) 1.55 - 165 mm (0061 - 0065 in)
16 17 18 19 20 21 22 23 24 25 26 27 28 29
,••
Chapter 7 The UK GSX250! 400 EZ and US GS450 mode ls
Torque wrench settings Co mponent Cylinder head boll ................................................... , ............... . C,{linde. head COVII' boll .................... Cam chllin tensioner shall assembly
....................... ........... .
..... "
Camshall sprocket retaining boles . ", ................... . Rocke •• rm shaft stopper boils .... .... , M._ Primary drive gear pinion nUl ,....... . .............. .
_. . ............. , ,.... ".
.. ....................
Starter clut Ch A Uen boils .
Clu tch cent,. re taining nut ....... _. .........
Al temator rOlor retaining bolt ,.......................... ............. . GearbOK SprOCket retaining nul ....................................... _....... .
Sump cover boils ................................................................ " E~hausl pipe clamp boils .......... .. ..................... .. Power chamber bolt ................ .......... _............... _._ E~hausl pipe/.ilencer clamp boll .... ____ .... , .. _..._
Fuel tank Overall capacily .................................................................... . Reserve capacily................. . . _........ .. '.......
Make ................................... . ..... . . ........ ..... Type ......................................................................... . Bore si~e .......................... .............................................................. . Fuel level .................................................................................. " . Float heighl ................................................................ .... ....... . M aln · lei . ............................................................... ,...................... . Main a" lei _...................................... .. Jel needle ...................................... ........................... ...... .... . Needle chp poS,lion ...................... Needle jel .............................. .............................................. .. . Thronle valve ............................. ,................................................... . Pilot jet ......................................................................... ,.................. . Bypass .................... ,...... ............................................................ . Pilot outlet .................................. ,..................................... . Float valve seat ........................ . ................................... .. . Starter jet ..................................... .. ........... . Pilot tcrew ................................... ...................... ........... . p.,'olalllel . . ..............................., ...... ............. .. . Thron le cable free play ...................................... ,~ ... . Idle speed .................................. . ......................... .. ..... N ...................................
....
..
.
lubrication Type ......................................... . .. ......... ... . Eng ine oil capacily: At oil change .................... . Oil and filter change . ... .... After eng ine overhaul ... ........ 'M······ ..................._ ... ..
..
....
~
Oil pump Pump drive reduction ratio ... ........ . ............................. Oil p.essure 8\ 60"C (140 oFI M ·,n,mum . ................................ ,.. . ..... ... ,........ . Ma~'mum ................................................................. . Pump in ternal clearances .... ..................................
Pulse generator c oil Re s,stance .... .. ............................ ..
-.
......... ....... .
...........
...........................
m - 12 - 12 - 35 -1 9 -12 -1 10 - 28 - 60 - 100 - 10.0 - 12 - 16 - 30 - 14
Mikum B30SS 30 mm 4 .0 ± 0.5 mm 10. 16 + 0 .02 inl 214 ± 10 mm (084 ± 0 .04 in ) 11 7.5 , 0 5DfT76 3rd from toP p. ,
.,
17 .5 0.9.0 9.0 8
0.'
20
J5 P.eset ( 1112 turns ou t) 132.5 0 .5 - 10 mm 1250±50.pm
Wei sump. pumped 2.0 lit (36 Imp pint) 2.6 ht (4 6 Imp pint ) 2.6 ht (4.6 Imp pint)
1.905
....
-.. .
1 (75/24
......
~
25/411
1.5 kolcm' (21 4 psil .. 3000 .prn 5.0 kolcml (71 2 psi) .. 3000 rpm NOl 8ction cove. to the right-hand side of tha crankcase . lilting the cover away 10 expose the ignition pickup assembly Have ready a 19 mm. socket or ring spanner with which tha cranksha fl can be rotated via Ihe IlIrge hexagon provided for this purpose, Note thaI on no account should any allempt be made 10 turn the crankshaft by means of the 12 mm retaining boll. 5 Lift the bar supporling the cam chllin until any slack has been removed. This will obviate any risk of the chain's bunching and jamming the crankshaft sprocket. Rotate the crankShaft clockwise until the T mark is aligned with the fixed pointer. This can be viewed through the inspection window in thll backplate. The cran kshllft must remain in this position wh ile the camshafts are fi11ed , If al any stage there is some reason to suspect Ihllt it has moved, SlOp and fe -check the se11ing, 6 Each camSha ft has iden t ification marks cast into it, the inlet shalt being marked 'IN ', ' L' and ' A' lind the exhaust shaft being marked 'EX ', 'L' and 'A', In addition, Ihl.l I.IMhau$t c amshaft can be identified by its intl.lgral tachometer d rive gear. When filling Ihl.l shafts check that the 'l ' and ' A' marks are on Ihe lelt afld right respectively. COllt 1111 camshaft bearing su rfa ces with mOlybdenum disulphide grease prior to instllilat ion.
2.6 Removmg the cyli nder head
7 Fit the exhaust camshaft first. As it is positioned, pull the cam chain ta u t between it and the cranksh aft sprocket. When ' illed, the ' , . mark on the camshaft sprocket must point forward and pa,allel to the gasket face , The '2 ' mark will point direclly upwards. NOte the cam chain roller pin at Which the '2 ' arrow is pointing, If possible. this should be marked using II spirit-base fell mllrker or similar. Count the pins along the chain towards the inlet camShaft a.ea, and mark the 18th one. Engage the inlet camShaf t sprocket in the chain, ensuring that the '3' arrow points towards this pin, The inlet camshaft can now be loc ated in its recess in the cylinder head. Note that the rectangular not ches in the right -hand end o f Ihe two camsha fts should fa ce each other and lie parallel with the gasket fa ce. Aecheck each l iming mark, .eferring to Fig. 7 . 1 to confirm that everything has been aligned proper'y. 8 Fit the camsha ft bellring caps, nOling that the leller in Ihe cast -in triangle on each one must correspond with that cast in to the cyliflde. head nearby. Note also thaI the point of Ihe triangle Should face forward. Orop the camshaft cap bolts into positon, chec king that each has a '9 ' on its head, This Indicates that Ihe bolts are the correct high lensile type ; do not use any o ther bolt to retain the caps or breakage may occu r, When tightening Ihe boilS. make su'e that the caps are drawn down evenly and progressively to avoid any risk o f distortion. The correct torque salting for the bolts is 0 .8 - 1.2 kgf m (6 ,0 - 8 ,5 Ibf ft ). 9 The tensione. unit should now be set up ready for installa t ion. Holding the end o f the plunger to prevent it from fly ing out 01 the body, slacken the locknu t and stop screw, The plunger will be under pressure from I he mechanism afld will move ou tward s if it is allowed to. To retrac t the plunger, turn the large knurled knob anticlockwise against spring pressure, The plunger should now be pushed inwards and held in this position. Tighten the stop S(:rew to retalfl the plunger in the retracted posilion. Do not release the stop screw until the tensione, has been inStalled. 10 Fit the cam chain guide at the f.ont of the tunnel , making sure that it locates cOffeet ly. Check that the slaCk run in t he cam chain is neal the back of the chain tu nnel so Ihal the tensioner assembly can be instailed. II nec essary, rotate the crankShaft slowly until slack IIppearS. Fit the tensione. body using a new gasket and ligh ten its retaining bolts. '1 Slacken the SlOp bolt by t lurn . An audible click should Indicate thaI Ihe plunger has moved forward to take up slack in Ihe chain , Hold the Sl OP bolt Ifl Ihis poSition With a S(:rewdrive. , and secu.e Ihe locknu t. Check the operation 01 the tensioner mechanism by turning the knurled wheel anticlockwise. Holding this poSition, turn the crankshaft an ticlockwise so that the cam
Chapter 7 The UK GSX250/ 400 EZ and US GS450 modell chlin il pulled tlut ,t the r.ar of the tunnel. thus pushing the plunger into the housing. ReleaH the knurled wheel ,nd then turn the cranksh.ft clockwiH whilst watching the knurled wheel. What ..nould happen il that the wheel should rotate slowly indicating that the plunger il moving inwlrdl to take up $lack in Ihe chain. If the wheel s ticks or moves jerkily it will be neceuary to remove and check the opera tion of the ten$loner mechanilm before proceedirlg further. Note that once Ihe mechanilm hili been set up and checked IS described aboYe. Ihe knurled wheel lhould be left undi51urbed until the ten$loner is neltt dismantled. 12 Check. and where necessery adjust. Ihe lIalve clear,nces lIS described in Section 4 of thil Chapter. Fit the tachometer drive
gearbox into itl rece" in the cylinder head. retaining it wilh its locat ing pille ,nd bolt. It should be noted th't installation hIS been left unt il now to obviate eny rilk of damege to the gear teeth during camshaft in51allalion. II i. far easier to ensure that the teeth me.h property by fitting the gearbox with the camshaft a lready in position. 13 Before fiu ing the cylinder head cover. poor, sm,lI quanlity of eng ine oil into the camshaft lobe recessel to ensure lubricltion of the cams and lIatve gear when the engine il fint stlrted. Check Ihll lhe galket f,cel ere clean ,nd dry. Ihen fit and secure the cylinder head cover followed by lhe camshaft end caps. Use new semi-circular end seals ,nd a new gasket. ensuring that both locate correctly.
Fig . 7.1 Val v e tim ing ali g nment m . rks A
'99
Correct camsh,ft notch poSitions
Chapter 7 The UK GSX250/ 4QO EZ and US GS450 modals
200
" . new coppe. wisher, oyer Ine "'iI"t hoiolOg stuas
4
Veh". clearance adjustm."t : 450 model '
1
Unlike Ihll models featured in the earlier Chapters of th"
manuet, IIlIlve clearance adjustment on the GS450 models involves the remOllll1 and fitl ing of shims. or adj uster pads. between Ihe Cllm tlnd urn lollower or I.ppet. 2 To gam Iccess 10 Ihe clmshafts 800 cern lollowe., Ihe peliOI link must be removed and Ihe camshaft cover detlched After remova' of the cover bolls. the seal between the cOlier and the gasket may be broken by Ihe judiciotJs use of 8 rawhide mellet Strike only Ihose p8r1l 01 the cover which are well
supported bv lugs. 3
Unscrew the !!park plugs end remove Ihe inspection COVII'
fr om Ihe righI -hand side 01 Ihtl engine. The clearance between ellch Cllm and cam lollowar mUSI btl c hecked and il necessary
Idjustad by ramoval of the axisting adjuster pad and replacamenl ola pad 0 1 suitable thickness. Make Ihe clearance check and adjustment 0 1 each valva in sequence and then continue with the nellt valve Commence by rotllling the engine so Ihal the exhauSt camshaft righI-hand lobe is pointing vartically up. The 111'10 exhaust valve claarances can now be checked. Having done Ihis rOlate the engine a lurthar 180 0 unti l the Inlel camshaft lelt-hand lobe i, poinling vertically up. The two Inlet valve clearances ca n now be c hecked. Rotate Ihe engine in a forward direction by means 01 Ihe engin e turning hexagon on the right -hand end of the crankshaft using a 19 mm socket or ring spanner. 4 Using a feeler gauge delermine and record Ihe clearance It the lirst valve. II the clea rance is incorrect. not being within the range 01 0.03 - 0.08 mm (0.001 - 0.003 inl, the adjulter pad muSt be removed and replaced by one 01 suitable thickness. A special 1001 is available (Suluki pan No. 09916 - 645101which may be pushed belween Ihe camshaft adjacenl 10 Ina cam lobe and Ihe ra iHd edge of Ihe cam follower. to allow removal of the shim. IIlhe I()8cial 1001 is nOI available. a simple subslitute may be labncaled from a portion 0 1 Iteel plate. The final lorm 01 the tool which has a handle about 6 inches long. can be seen In the accompanying photograph. 5 The SUluki 1001 may be pushed inlO position. depressing the cam lollower and securing it in a depressed position. in one operalion. Where a home-mede 1001 is used. the cam tollower may be depressed using a suitable lever placed between tha Idluster pad and the cam lobe. The tool may Ihen be insened 10 secure Ihe cam follower whiisl Ihe adjusler pad is removed. Bafore installing ellher Iype of tool. rOllte Ihe cam tollower so that Ih' 1101 In the raised edge Is nol obscured by the camshaft.
Insert a small screwd river through Ihe slol 10 displace Ihe adjuster shim 6 Adjustment pads are available in 20 siles ranging Irom 2 15 mm to 3 10 mm in incremenlS of 0 .05 mm. Each pad is IdentIfied by a three dlgll number etched on the rever58 face The number (eg. 235) Indiutes Ihal Ihe pad thickness is 2 35 mm thick. To selecllhe correcl pad subl/acl 0 03 mm I.om the measured clearance and add the .esultant figure to that of the existing pad Select the largest available pad whose Ihickness is slighlly smaller Ihan the linal figure Refer to the accompanying IIble for thl selectIOn of available pads 1 Although the adjuster pads ale available as a complele sel Ihe lr prICe II prohibItive It is suggested thaI pads are purchased individually. alter an accurate assessmenl of requirement has been made II is POSSible Ihat some SUluki seNice agenl5 Will be prepared to uchange needed pads lor others 0 1 Ihe correc t sile. providIng Ihal the orig inal pads are nOI worn. 8 Sefore Installing a replacemenl pad. lubricate bolh sides thoroughly wilh engine oil. Always fil Ihe pad with the identificalion number downwards. so Ihal it does nol become obliteraled by Ihe action of the cam. After lill ing new adjUSler pads. roUile the engine forwalds a number 01 limes and Ihen recheCk the clea rances 10 verify Ihal no errors have occurred. 9 Before refitting Ihe cam cover. together with a new gasket. lubr icate Ihe camshaflS with copious quanlities of clean engine oil
A
EX. ,
••
,•
•,
B
• •
Fig . 7 .2 Correct ca m , ha ft po,it ion, fo r va lve c lea rance c hec k
Move camShafts to POSitions A or B /0 checlr (he clelr.nce and /tJmov. the shim
4.4a Checking the va'v, c'earance
4 4b Fabricaled 100' 10 remove ad/ustmenl shim
4 5a Oepl'ess the cam follower to permit
4 5b ... removal 01 shim
• 1
-
3
---~,
Fig . 7 .3 Manufac turer. tappet .him removal tool in u .. 4.6 Ad/uslman! shims
'18 ;;;;;;;;~
, 2
Tool (pI no 09916·64510) Shim
3
Cam follower
202
Chapter 7 The UK GSX250/ 400 EZ and US G8450 models
.M"
NU"'~R
PRUOH
_ PREF' X 1282
so.,.. son _ '""'
," .... . -_.'_c ___ ..... ..
'"
·1iNC".f .. COlD
....... , ....-,-~ __ '" _._ coo_ ...... "'_, ...... ~ ..
. _._"" -.....
'-'---"..
-,-~ SIo ........... _ ~
_
Fig . 7 ,4 Tappet shim •• Iaction chart
5
Refining the clutch and alternator
COy.~ :
.11 model.
1 To eliminate any possibility of oil leakage, Suzuki recommend Ihat the following points are noted when refining the engine side covers: Always use new g&Skats 8S • matter of course. Apply. good quality sealant across the crankcase joint area. The seal,nl should be applied in .trips about 20 - 30 mm (0. 8 - 1.2 in! in length to ensure 8 good seal. Use SUluki 80nd No. 4 or sn RTV silicone-rubber se,lent.
e
Cylinder h •• d modification : GSX400 EZ model
1 There was II minor change 10 thelayou1 01 the cylinder head cover retaining bol ts effective from Engine No. GSX400 128131 onwards. This was designed to improve sealing between the twO components. WhilS! this has liule effec t Ofl the procedure for remov ing or refilling the cove r. note that if at some stage the new type head is fined 10 an older model. it wi ll also be necessary to fit the new type cover. Details of the changes are shown in the accom panying line drawing.
T
30mm
20 - 30
20 - 30mm A ltemst or side
Clutch side
Fig . 7.5 Appl y . eal ant to specified area s of crankcase joint
Chapter 7 The UK GSX250/ 400 EZ and US G5450 models
New t ype
203
Old type
Fig . 7 .6 Modified cv linder head and cover bolt positions - GSX400 EZ model
7
undersizes can be obtained. Big·end bearing ..... ear can be assessed as described in Chapter 1. Section 17. noting I he following points. 2 Check the crankpin Journals visually. noting thaI scoring or other damage .....ill necessitate renew al of the crankshaft. Measure the clearance bet ..... een the bearing surface and Ihe crankpin using Plastigage. this being supplied by Suzuki dealer5 as part number 09900-22301 . Tighten the bearing caps do .....n in \..... 0 stages. first \0 1.2 - 1.8 kgf m 18.7 - 13.0 Ibl hI. and finally 10 3.0 - 3.4 kgf m (21.7 - 24.61bf ftl . Remove Ihe cap and measure the compressed Plastigage Strip al its ..... idest point agains t Ihe scale on the envelope. Note th8\ I he service limil is 0 .080 mm 10.003 in!. 3 II the clearance exceeds Ihis figure. check the connecting rod 10 code ..... hich is printed across the machined face ollhe rod and cap and .....hich .....ill be either 1 or 2. Check the COffeSPQnding crankpin 00 code ..... hich is marked on the crankshaft in , he position sho ..... n in the accompanying line dra ..... ing. Select ne..... shells according to Ihe accompanying table. AI ..... ays replace bearings as a set. never singly. 4 Note that ..... hen assembling the connec ting rods the bearing shells Should be coated .....ith a thin lilm of molybdenum disulphide grease The oil hole in the connecting rod should face lo..... afds the fear of the engine. To allo ..... the ne ..... shells to bed rn correctly. keep the engrne speed belo ..... 4000 rpm lor che first 1000 km (620 miles) and 5000 rpm up 10 2000 km 11240 miles).
Valve rocker arm modification : GSX400 El model
1 The later model GSX400 engine employed a revised exhal.ls t valve rocker arm in ..... hich the oil groove on Ihe I.lpper lace ..... as omin ed. The pl ain rocker arm fiued on the laler machines is identical to Ihe inle t rocker. The modification ..... as effective from Engine No. 128037 on ..... ards. 2 W hen fitting ne..... exhaus t rockers to the earlie, engine. the later pl ain type should be fined. these being supplied as standard by Suzuki. Note that the t ..... o rockers are inte, changeable ..... ithout modifical ion.
8 Big- end bearings : examination GSX250/ 400 El models
and
ranovatiof't
-
I The big-end bearing shells ..... ere modified in the case ollhe models covered by this update. Ihis being effective for the GS X400 lrom Engine No. 102254 on ..... ards and for all GS X250 EZ models. The earlier models made use of an aluminil.lm -based shell material ...... hilsl on laler machines Ihis ..... as changed to a copper -based type. The ne..... type shells can be identil ied by the light silver-coloured plating on their outer surf aces. Four alternate standard size shells are available to match crankshafts 01 various tolerances. and in addition. t..... o
Oil groove
\
e Fig . 7.7 M o dified e.haust vallie roc ker arm
Ne ..... type
Old
ty~
204
Chapter 7 The UK GSX250/ 400 EZ and US GS450 models
Bearing selection table
9
CrBnkshafl
main
bearing
j o urnal
c ode
10Clltion :
GSX250/400 EZ m odels
Cran k pin
Cod.
I
2
3
I
Green
Black
Brown
2
Black
Brown
Yellow
Conrad
1 The code leners indicating the diameter 01 each main bearing journal will be found stamped in a line along the left hand crankshaft web as shown in the acc ompanying illustration. On the earlier models the code for 8ach journa l was located adjacent \0 it (see Fig. 1.61.
10 Alternat o r rotor femoval : ,u GSX400 model.
Oil clearaneil
I
Standard
0.024 - 0.048 mm
I
Conrod 1.0. specification
Cod.
1. 0 . Specificat ion
I
35.000 - 35.008 mm
2
35.008 - 35.016 mm
Crank pin 0 ,0. specification
The deSIgn of the rOlor holding bolt was changed from
Engine No. 127536 onwards. The old arrangement used a conventional he xagon -headed boll with a spring washer This was changed to a flange bolt used without a spri ng washer The ro tor bolt torque setting was inc.eased 10' both types from 9 .0 - 10.0 kgl m 165 - 72 Ibt tt ) to \ 1.0 - 13 .0 kgf m (80 - 94 Ibl ttl. The new type bolt should be fined to all models If it or the roto. are renewed . and the new torque seni ng shou ld be use
11 Clutc h modifi cati ons : GSX400
Cod.
0 .0 . Specificat ion
I
31 .992 - 32.000 mm
2
31 .984 - 31 .992 mm
3
31 .976 - 31.984 mm
Cflnk pi n 0 .0 . Code
1
__ Righi side
•• •
~.
ez
1 The clutch push rod. pushrod oil seal and release mechanism were modified from EngIne No. 128041 onwards. The original 251 mm one -piece pushrod was repla ced by a twopiece arrangemen t. the longer ( 151 mm) part being fitled on the clutch side and the shoner (100 mm l section towards the release mechanism. Note that the longer SectiOn is filled from the clutch side 01 the shaft and thus mUSt be installed before the clutch pressure plate is lined. 2 The oil seal was changed to a type havirtg a spring band around the lip to ensure an oil -tight seal on the push rod . The later pallern seal was supplied as the standard replacement part for all models. the earlier type being replaced by il. The clutch release mechanism adjuster screw was changed Irom 6.5 mm to 6 .2 mm i n diameter. 3 W ith the e~ceplion of the oil seal. there is no interchangeability of parts between the early and later panern clutches. and dealers stock. or can order. parts for ei ther type . If it becomes necessary 10 renew a complete clutCh release assembly on an early ma chine it may be worthwhile filling the la ter type complete If only some parts a.e required . the original type must be ordered. Note that when ordering pa.ts it is particularly important to specify the engi ne number and whether a one-piece or two-piece pushrod is fi tled.
Bearing thickneu Color (Part No.)
Green (12164-33210·010) Black
(12164 ·33210·020) Brown
(12164 ·33210·030) Yellow
(12164 ·33210·040 )
Thickness
1.484 - 1.488 mm 1.488 - 1.492 mm 1.492 - 1.496 mm 1.496 - 1.500 mm
Fig . 7 .8 B ig - end bearing shell selecti on tables - GSX250 and 400 EZ mOdels
Fig . 7.9 Loc ation of crankshaft main bearing jo urnal c o de - GSX250 and 400 EZ models
r--------------------------------------------------------------
205
Fig _7 .10 Modified clu t ch operating mechanism - GS)(400 ez model
, 2 3 4
Long pushrod Short pushrod Oil seal Refellse mechlm;sm
OLO
No.
NEW
1-----,:-::-- 151 mm- - ---4 7.5 mm
41
CD @
_ _ _ 100 mm' ------;
The push·rod is modified to a two-piece type. Part number unchanged.
@
A spring has been installed inside the main lip to ensure tight fit ness.
E
screw
E
~
,.;
The release screw's internal diameter las illustrated above) has been changed .
206
Chapter 7 The UK GSX250/ 400 EZ and US GS450 models
@
2nd
fI~.r
pinion
r:
OLD
NEW
(j)
54
mm
56mm
@
34.5 mm
36mm
@
33.5 mm
35mm
@
50
mm
51 mm
@
36
mm
37 mm
o Old type
New type
Fig . 7.11 G•• rbox modification - GSX250 a nd 400 EZ model'
12 G.arbox modification. : 05X250/ 400 EZ model,
I In the cu. oll hl G5X4 00 EZ moda', the output Ihah 2nd end lop get' pinions .re modified, effective from Engine No.127534 onw.rd •. The modifiC8Iion. relate 10 Ih' engagemint dog. 01 Ihe two geer. and are d"igned 10 improve gellr .election. The dimension, 01 Iha two pinions were .ll lred. and this i, shown In Ih" accompany ing line drawing. 2. Another change 10 Ihe 2t1d gear pinion was the adoption 01 • headed bu.n In place of • plain bush and se~rlte thrust wlShe. , th i, c hanoe ,Iso being epplicable to '"8 G5)(250 EZ model.
14 Ignillon IYllem modificulon. : GS450 ED. LD, LF, TXD modell
GS)(250/ 400 E2 .
1 The ignillOfl pickup llsembly WII modified on Ihe .bove models. The mechanical,ulOmalic liming unit (ATU ) uled on all previous models w.s omitted.nd. fi.led ' Olor. o r relu CIO .....l /J'i:/o
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