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The XS 650 engine

Structure and function

Hans Joachim Pahl



First Edition 2008 © Hans Joachim Pahl Envelope, design and layout: Udo country ([email protected]) All rights reserved. The work may - in part - only be reproduced with the permission of the author.

Hans Joachim Pahl - Engineering Services for Automotive Engineering Vehicle Technical Report commissioned by courts and insurance companies

Contact: Hans Joachim Pahl, Anton-Bruckner-Strasse 9, 30952 Ronnenberg Tel: (51 09 0) 6 46 01 27 - Fax: (0 51 09) 35 31 - E-mail: [email protected] Web: www.hjpahl.com



CONTENTS

Foreword 6

First Functional Description .................................................. ................................... 8 1.1 Engine 12 1.1.1 crankshaft, pistons .................................................. .......................................... 12 1.1.2 timing chain, camshaft .................................................. ................................. 18 1.1.3 Valve Train 23 1.2 Transmission 26 1.2.1 Primary drive 26 1.2.2 Coupling 26 1.2.3 clutch .................................................. ....................................... 31 1.2.4 Gear 32 1.2.5 Translations .................................................. ................................................. 32 1.2.6 Structure 34 1.2.7 Power Flow 35 1.2.8 Switching Mechanism .................................................. ......................................... 38 1.2.8.1 idle position .................................................. .................................. 40 1.2.9 Kick Starter 43 1.3 Oil circulation 45 1.3.1 Oil Filters 45 1.3.2 Oil pump 47 1.3.3 lubrication of the engine .................................................. ............................... 48 1.3.3.1 crankshaft, connecting rod bearings .................................................. ...............50

1.3.3.2 rocker arms, valves .................................................. ................................ 50 1.3.4 Lubrication of the switching mechanism and transmission mounts .................................................. ...................................... 53

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Second Tools 55

Third Removing the engine from the frame .................................................. ... 59

4th Components 62 4.1 64

5th Disassembly of the engine.................................................. .................................... 70 5.1 Dismantling of cylinder head .................................................. ................................... 72 5.1.1 Disassembly of the breaker plate and of the governor .................................................. .................................. 72 5.1.2 Removing the cylinder head cover .................................................. .................. 73 5.2 Dismantling the 76 5.3 Dismantling of the alternator .................................................. .................................... 77 5.4 Removing the clutch .................................................. ........................................... 78 5.5 Separate the case halves .................................................. ....................................... 81 5.6 Dismantling the crankshaft and transmission .................................................. ........... 84

6th Assembly of the engine .................................................. ............................ 86 6.1 crankshaft, switching mechanism, gears and kick starter .......................................... 88 6.2 Closing the housing .................................................. ............................................. 94 6.3 Installation of the control shaft and the clutch .................................................. ................ 98 6.3.1 Stem 98 6.3.2 99 6.4 Installation of the right housing cover .................................................. ...................... 105 6.5 Mounting the clutch push rod and the drive pinion ...................................... 108 6.6 Mounting the alternator .................................................. ...................................... 110 6.7 Installation of the piston and cylinder .................................................. .............................. 113

6.8 Mounting the cylinder head and camshaft .................................................. .... 117 6.9 riveting the timing chain .................................................. ......................................... 121 6:10 mounting the cylinder head cover .................................................. ........................... 122 6:11 timing chain tensioner mount .................................................. .............................. 125 6:12 Torques 126

7th Typical damage .................................................. ............................................. 128 7.1 Engine 129 7.1.1 Crankshaft 129 7.1.2 129 7.1.3 valve train, timing chain tensioning rail .................................................. .......... 130

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7.1.4 camshaft 130 7.1.5 Valves 131 7.2 Coupling 132 7.3 Gear 134 7.3.1 Gears 134 7.3.1.1 tooth flanks .................................................. ....................................... 134 7.3.1.2 Switching claws .................................................. ...................................... 134 7.3.1.3 grooves of the shift forks .................................................. ...................... 136 7.3.2 shift forks 136 7.4 Oil circulation 137 7.4.1 Oil Filters 137 7.4.2 Oil pump 138 7.5 retract 139

8th Electrical 140 8.1 Simplified schematic .................................................. ........................................... 140 8.1.1 load circuit .................................................. .................................... 141 8.1.2 Charging Circuit .................................................. ............................................... 144 8.2. Function of the components of the charging circuit .................................................. ............ 147

8.2.1 The alternator .................................................. ........................................... 148 8.2.2 The Stand 151 8.2.3 The rotor 152 8.2.4 The carbon brushes .................................................. ............................................. 153 8.2.5 The rectifier .................................................. ............................................. 154 8.2.6 The controller 155 8.2.7 The ignition switch .................................................. ............................................. 158 8.3 Testing of the components of the charging circuit .................................................. .............. 159

8.3.1 Necessary measuring instruments ..................................................

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

159

8.3.2 Testing for leakage .................................................. ................................ 160 8.3.3 Examination of the charging circuit .................................................. ........................ 161 8.3.4 Examination of the rotor .................................................. .......................................... 162

8.3.5 The Stand 164 8.3.6 Examination of the carbon brushes .................................................. ................................

164

8.3.6.1 original coals properly installed .................................................. .......... 165 8.3.6.2 Breakdown fix .................................................. .................................. 166 8.3.6.3 Reproduction coals properly solder .................................................. ........... 167 8.3.7 Examination of the rectifier .................................................. .............................. 167 8.3.8 Examination of the controller .................................................. ........................................ 168

8.3.9 Examination of the ignition .................................................. ............................. 170 8.4 The ignition circuit .................................................. ................................................. 171

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Foreword

FOREWORD

ieses is not a separate workshop manual, but it is intended as a supplement to the original workshop manual, which is now available online, the- . NEN All information in the original workshop manual, such as technical data, the differences between the various versions, wear limits, etc.-the not repeated here. In the individual chapters, where necessary, on the original workshop manual referenced.

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This development is therefore also not for the experienced wrenches made, of course, makes do with the workshop manual alone, but they should help those without much experience repairing their own motor want / need and the basic maintenance, such as ignition and valve beherschen tile set. This applies first of all, the threshold to overcome to open an unknown engine. The original workshop manual contains few illustrations, which are not to color, against which it slightly difficult may be difficult in the construction and operation of the engine to present. Therefore in the present formulation is also how each Assemblies in Chapter 1 and described in great detail with lots of graphics and Photos shows. I have this to show the structure of the assemblies, partially exploded out of the spare parts list and detailed photos of a Section model used, that the German importer for training purposes be- was used.

The original workshop manual assumes that one on an engine in the Ori- ginalzustand work. If today, almost 30 years after they built engines were so open an engine, you can hardly safe to assume a motor found on such original condition. Some parts, like for example the coupling or the Timing chain tensioner were changed in some cases more than once. If one of these parts an engine that is now gone, has expanded, then they can also be as- the fit. However you build mismatched parts of different Origin, such as the timing chain tensioner parts together, it may damage come by the timing chain either too tight or not at all excited is, if one follows the description in the original workshop manual.

Before you start to assemble an engine, you should be aware of the Function of all assemblies and always be clear - even during the co- menbaus - Check whether the module is working properly.

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Foreword

The necessary tools and resources are described in Chapter 2. To repair ture of the XS 650 engine no expensive special tools are required. So you move out, for example, the piston pin with warmed bulb without tools. Also, the piston rings can be customized with some skill without special pliers differences and draw the piston without piston ring scuff bands in the bushes . ben One should be aware, however, before you begin a repair, which Tools are required to do so. Part is the production of aids also much faster than the actual repair without these devices. Helpful is definitely a mounting bracket, as described in Chapter 2, with which one the engine can always bring in the best position to work.

In Chapter 3 deals with the removal of the engine from the frame. Here is a pre- hen with a tool developed by Reiner Althaus, with one engine can expand alone and without effort, as described.

Some time ago I had the opportunity to the individual steps of the disassembly an engine at Reiner Althaus to photograph in detail. The procedure is described in Chapter 5.

Although this is basically in reverse order, is in Chapter 6 of the Assembly of the engine described. Photographs of the components of the engine the type of exploded drawings can be found in Chapter 4

In Chapter 7, the XS 650 engine for the typical damage, as determined by normal arise paint wear, improper maintenance or improper operation may be- wrote. Ulli Lötzsch this has been damaged parts are available.

In the section "Typical damage" of course, only such damages are described, as for the XS 650 engine are typical. In the most common engine damage over- ever, the piston seizure, I'm not so received, as it and its Causes for example in the book "engine failure" by Ernst Greuter (ISBN 3-8023-1515-4) and publications described in detail by piston manufacturers.

Who does not want to just replace parts, but understand the electrics of the XS 650 wants to find in Chapter 8 is a detailed description of the function and the audit- examination of the individual components of the power supply and the consumer. In hi- Naus is the production of a greatly simplified wiring harness, but all the contains the necessary functions described.

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First Structure and function

First FUNCTIONAL DESCRIPTION

S o as in Germany of an engine- nes "big bike", a two- cylinder boxer engine was, as it appears in the KS 601, the "green elephant" of BMW and Zundapp known in many len models built was this in England, the country with the leading motorcycle industry in the sixties, the parallel twin. He by the three major brands triumph, BSA and Norton, but also of A few people here in Germany be- known, e.g. Royal Enfield built.

A parallel twin is, as the name signifies says a two-cylinder engine, whose Piston moves up and down simultaneously be- because. This has the advantage of a high torque at low Speeds, with the disadvantage of the strong vibrations throughout the entire Speed range is bought.

At low speeds this Vibrations of some drivers still as "meaty" feel, while in higher speed ranges quite can be distracting. Other Paral- leltwins, e.g. Kawasaki Z 750, had Therefore, balancing shafts, the vibration- tions to reduce to an acceptable level decorate.

Occurred in the sixties, the Change of use of the motorcycle- vehicle, as it only when police

remained, for the recreational vehicle. Here there was less to longevity and reliability than on performance and technical sophistication with which one in front of his friends impression ma- Chen could. Four cylinders with equally many exhaust pipes were standard. The traffic density was not as higher than today and there was no general my Geschwindigkeitsbeschränkun- gene on country roads, so that the existing power-quite einset zen could.

The XS 650 or XS 1 and XS 2, as the first models were called, ten- consolidated even more towards utility vehicle. The engine was a conscious- repeatedly held, no balance shafts, the first model series even without Starter.

From the outside it was the classic tight- metallic motorcycle engine, inside However, there were significant differences: Engine and transmission are in a com- common housing that can be that in contrast to the British Pa- ralleltwins is divided horizontally. This Construction ensures that the engines at least to some extent in the state of oil-tight. The overhead cam- wave is indicated by a roller chain exaggerated, the stroke / bore ratio 74/75 is not more pronounced

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long excursion. Compared to for example The Triumph Bonneville is hereby lost some of torque, which However, the longevity of the motor- is good.

Vehicle drives consist of follow- the functional groups: the drive motor, the connection between the Engine and transmission (primary drive

common housing. Such cases are usually divided horizontally, with the crankshaft and transmission shafts in the joint between the two Halves of the housing is located.

Figure 1-2 shows a schematic representation between the modules of the XS 650 engine. Here he is Term "engine" for both the entire

Figure 1-1: Cutaway model of the engine

and coupling), the gearbox for adaptation measurement of engine speed on the chassis- speed and the driving resistance, and the secondary drive.

Is for car and truck it drives This is separate Assemblies, often as an independent Aggregates of different suppliers be obtained.

In modern motorcycle engines - and this includes in this sense, the Mon- tor of the XS 650 - are all com- components of the drive in a common-

Unit as well as from the crankshaft and Camshaft, piston and valve tiltrieb existing unit used. The actual engine is through a marked blue color marking. The gearbox and Schaltmechanis- mechanism are connected by a green-color marker tion highlighted.

The XS 650 engine is basically very simple design and - with the exception me the starter - on the essentials reduced engine. Thus, for example no training same wave available to the non-

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Rocker arm Camshaft

Carburetor

Valves Throttle

Shift drum

Piston Shift forks

Transmission Rods

Output shaft

Input shaft Crankshaft

Stem

Oil Filters Figure 1-2: Schematic representation of the components of the engine

Starter gear

vibrations of a preventable Parallelt- mitigate wins.

Contrary to the fashion in the 70 years Ren, there is only one overhead Camshaft. As a concession to the Contemporary taste was subsequently one Starter constructed into which the over-costly version of its tragungsteile in contradiction to the otherwise clear and assigned construction- tion of the motor is.

During the entire construction of the Engine durability and repair friendliness is designed to conceal- need to transfer parts of the starter very quickly and pull through this resulting chips are other Components affected.

What is the longevity and repair As options, the XS 650 Mon- tor designed to be very costly. So all moving parts, with the exception

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Primary drive

Crankshaft with rods

Coupling

Shift drum

Chain sprocket for the timing chain Shift forks

Transmission output shaft

Crankshaft bearings

Transmission bearings

Truncated to Receiving the rotor

Transmission input shaft

Clutch push rod

Stem

Figure 1-3: Crankshaft, primary drive, clutch, shift mechanism and transmission

me the kick starter shaft in bearings stored. Mileage of 200,000 km without in-depth repairs are With regular maintenance and possible a possible overhaul of the engine worthwhile in any case, because all one Wear-out parts of the underlying can be exchanged and then a like new restored is.

The Figure 1-3 shows the crankshaft, the primary drive with the clutch, and the transmission with the Schaltmechanis- mus after lifting the upper part of the Motor housing.

The crankshaft with a total of four Main bearings located in a line with the two transmission shafts, each with an- NP-hard and floating bearings.

The primary drive and the clutch and the oil pump on the right are Mon- Tor site arranged. The end of the switch- wave, which carries the shifter is - unlike British motorcycles specified on the left side of engine - tries orders, while the actual Switching mechanism on the right-Mo Tor site is located. Centrally above the Ge- waves is the shift gear shaft with the Shift forks in a needle bearing on the left motor and a ball bearing vertically mounted in the upper Motor housing portion stored.

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1.1 Engine

Below are the individual building groups of the engine, whose design and Operation described in detail.

Components of the "engine", the crank- wave with the four main camps, the Connecting rods and pistons, the Ven- valves and the valve train (Figure 1-4).

depicted. Disassembly and re- Assemble the crankshaft is possible only with a press, as in Engine rebuilders to Is available. Since the cutting and Assemble with a usual Chen automobile workshop available to ste- existing resources is not possible, let I can not detail here on the matter. Informa- tion on the crankshaft can be found in the original workshop manual from Be- te 154th

The crankshaft is in four main bearings stored, of which the right, driven- sided camp with a backup ring axially secured in the housing sphere stock is. The other three main bearings are axially movable roller bearings, the outer rings by single-pin are positioned fixed so that the oil holes of the bearing outer rings with the Oil drilling in the lower housing part are aligned.

1.1.1 CRANKSHAFT, PISTONS

The crankshaft is a so-called "Built", consisting of individual parts, separable crankshaft. In the Figure tions 1-5 and 1-6 on the following Sides of the crankshaft is in pieces the basis of an exploded view of the spare parts list together and in- assembled state on the basis of a photo

Figure 1-4: Crankshaft with connecting rods and pistons, rocker arms and right inlet valve

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Figures 1-7 and 1-8 on the next two pages show the medium- sized main bearings of the crankshaft with the drive sprocket of the timing chain in the

The middle. The roles are performed in cages and compared to the inner rings of the La- ger in the axial direction can not be displaced Lich, while the outer rings on the

Figure 1-5: Crankshaft and pistons

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The crankshaft main bearing, floating bearing

The crankshaft main bearings, bearing The timing chain sprocket Figure 1-6: Crankshaft

Roles in the axial direction to various ben, are the thermal expansion of the Crankshaft offset.

Is on the left of Figure 1-9 Main bearing crankshaft with the completed outer ring and made a part the tapered crankshaft stump to Recording of the alternator rotor to . see The inner ring of the bearing is in the axial direction by a snap ring

Floating bearing

fixes. Furthermore, in the picture 1-9 of the pressed-in crankpin of the lin- ken to see connecting rod, and two facili- deterioration holes, through which the Weight of the crank pin caused Compensate for imbalance.

The two figures 1-10 and 1-11 show the output side of the crankshaft with the gear of the starter gear (Item 1 in Figure 1-11). To see clearly

Figure 1-7: Mean bearing the KW The cam chain drive sprocket

Figure 1-8: Mean bearing the KW shifted the outer ring of the right camp

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Floating bearing Relief holes

Figure 1-9: The generator side of the crankshaft

is already here by the meshing of of the pinion when starting process caused gently wear on the front edges th of the teeth. With the 2-position on Figure 1-11 of the pinion of the primary drive and with the item 3 of Antriebsrit- zel shown the oil pump. Figure 1-10 shows the running as a ball bearing right main bearing crankshaft with a retaining ring for the axial fixation tion in the housing (item 4).

The connecting rod bearings (Figure 1-12 and the pos 7 and 8 on Figure 1-5) are as Na- dellager with thrust washers between the side surfaces of the connecting rod and the Flywheels running. The connecting rod eye (Figure 1-13) is not a se- preparations bearing i.e. the piston pin is directly stored in the connecting rod.

Other versions of crankshaft and wear limits, and the description ambient measurements, can be found on the

Item 4 Item 1 Item 4

Bearing Item 3 Item 2 Figure 1-10: Output side of the crankshaft with right main bearing

Figure 1-11: Output side of the crankshaft primary gear

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Figure 1-12: Connecting rod bearings

Figure 1-13: Connecting rod

Pages 153 to 156 in the original factory- service manual.

In the Figure 1-14, the piston with two compression rings and an- NEM oil ring to see. Figure 1-15 shows the removed piston rings (com- pressions, medium-and oil control).

The cylinders are made of an aluminum miniumgehäuse, in the run-cast iron bushings are pressed. At ex- Figure 1-18 on the right is a piston ring inserted into a sleeve. By the an arrow mark pointed up the gap

may on the one side 139 of the original Workshop manual described in more detail nes measure does not exceed. When a determined to large degree, they must the pistons and liners, as in the ori- inal Workshop Manual describes measured and excessive Ver- wear are revised. The through- diameter of the liner is then an in- repair heated motors operating on The next largest increases after grind and larger pistons with new, this pas- Send piston rings installed.

With the dismantling of Piston, only the per- because external backup ring to be removed the piston pin and verify the . hen A retaining ring, the ever-mon benefits was should wherever possible with- sensitivity to be replaced.

Figure 1-14: Piston with piston pin and snap ring inserted

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Figure 1-15: Piston Rings

The upper compression ring is flat and narrow- faster than the lower. In the vicinity of the impact of Letter "B" imprinted top of the mark- draws. In addition, it contains a characteristic- drawing in the form of a two-digit Ziffernkom combination. The numbers show the first 25 after grind of 75.25 mm. In Figures 1-16 and 1-17 are the piston ring and piston rings

GE documented in detail. The upper ring on the Figure 1-17 is flatter and the cross section narrow ring of the upper piston ring GE- listens.

Further information can be found on the piston on pages 130 to 137 of the original work- Workshop Manual.

Figure 1-16: Piston ring Figure 1-17: Identification of piston rings

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Figure 1-18: Cylinder

1.1.2 TIMING CHAIN, CAMSHAFT

The Figure 1-19 shows the timing chain with its clamping mechanism and the Camshaft. The timing chain is a endless roller chain used in the assembly was riveted at the factory. A clamping device (fig. 1-20 and 1-21), it is necessary because the operation of a certain Preload the necessary timing chain dig, and the chain over the Time elongates wear. Out and is biased by the timing chain two clamps, one of which pre- more (item 25 on the Figure 1-19) with fixed the cylinder housing is screwed. The fitting of the front clamping rail is the key 26 and 27 Figure 1-19 shows the set. The to- further clamping rail with its lower End rotation in the upper part of the motor- supported housing. The pivot point is on Figures 1-20 and 1-21, the

Clamps in the form of a graph and a photo exhibit by Pfeilmarkie- demonstrated changes. Both clamps are made of aluminum, which with an overlay for the timing chain from Plastic is occupied. The rotatably loaded siege tensioning rail has on the back a formation in which the Spannme- mechanism, as shown on the Figure 1-22 played, intervenes. This clamping mechanism consists of a housing seteil with internal thread that has six M 6 bolts to the cylinder housing is connected.

The actual clamping element is from a hollowed-out bolt with Male thread and a hex on one end (item 1 on the Figure 1-22), with the internal thread in the housing has been fitted. The thread is for adjusting the tension of the tax erkette. Is in a stretched state, the Timing chain by a compression spring (item 2 charged in Figure 1-22).

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Sprocket the crankshaft (See Figures 3 and 6)

Figure 1-19: Camshaft and timing chain

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Housing with Female

Clamping element

Pivot Pivot

Figure 1-20: The timing chain tensioning mechanism Figure 1-21: Timing chain tensioning rail

It transfers its power in a the hollowed bolt mounted Pin (item 3 on Figure 1-22) with a mushroom- shaped formation at the end, which in a corresponding shaping of the rear-mounted rotatably Steuerket tenspannschiene intervenes. Between the Spring and the bolt hole drilled There is a rubber-coated Washer (Item 4 on Figure 1-22), which prevent countries is that of the control chain induced noise on the housing be transferred. This disc can be omitted, or is possibly no longer exists. A one- provide the control voltage according to Kattenberg described in the Workshop Manual is then no longer possible.

A preload of the timing chain is necessary because the crankshaft, and in particularly at low speeds, not a constant speed turns, which in the unstrained chain Hitting the chain leads. A too tight stretched timing chain, but leads to excessive wear on the Steuerket- tenspannschienen and the timing chain itself as a reference value for the voltage the timing chain is in original factory- described service manual for the pin (Item 3) is flush with the hexagon of Bolt to finish. Since the Fe- the (item 2), however, sets the time, can be the only one reference value. Is better it, the timing chain by screwing to tighten the bolt, while simultaneously with the fingertip

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End of the stylus touches. If the pin still pulsates slightly, the timing chain correctly tensioned. You should be here absolutely rely on his instincts. As for the counter-attack the pin, There are various types of Clamping mechanism, the func- onsweise but the same.

There are valve actuators with a translation tion of 17 to 34 teeth and those with a ratio of 18 to 36 teeth , NEN with translation 18 to 36 Teeth with model year 1974 (TX 650 A was introduced). To the individual have three different versions belonging to chains different divisions, so that a Interchange is not possible.

The driven via the timing chain overhead camshaft four-fold in ball bearings mounted in the cylinder head. The cylinder head consists of a Upper and a lower part. In the lower part the cylinder head are the Valves and the bottom half of the camp- seat of the camshaft bearings. In the upper Are part of the rocker shaft with the rocker arms and the upper half- te of the bearing seat of Nockenwellenla- ger. In the Figure 1-23, is based

a cutaway model of the motor in the Middle of the timing chain on the sprocket the camshaft to be seen. Right and left of this is seen in about the middle image of the cams of the camshaft with the ends of the rocker and soft- ter below the rear rocker shafts. Below the picture are the valve plate, the Valve springs and the other ends of the With the rocker-Ventilspieleinstell to see the screws. In the upper part of the Picture you see the connection of oil riser for supplying lubrication make the valve train.

The camshaft (fig. 1-24) is a GE- forged hollow shaft running. To Recording of the as-groove ball bearings Camshaft bearings are guided her The cylindrical shape.

Are respectively located further inside the Cams for operating the on and off- exhaust valves of the right and left-Zy cylinder. In the middle is the sprocket the timing chain is shrunk. On the right there is a thread for inclusion of the governor of Ignition, a hohlge-in drilled camshaft guided wave with the base plate of the contact set

Item 1 Item 4 Item 2 Item 3 Figure 1-22: Clamping mechanism

21




Figure 1-23: Camshaft and valve train valves

Bearing seat of the camshaft bearing

Bearing seat of the camshaft bearing

Figure 1-24: Camshaft

22




Storage the rocker

Valve springs with different Winding sense Inlet Outlet

Outlet Inlet Figure 1-25: Valvetrain

in housing on the left side of the Cylinder head is connected. More Information to the camshaft is one on pages 105-109 in the origina- len Workshop Manual.

1.1.3 VALVE TRAIN

The valves are at an angle approximately 80 ° hanging in the cylinder head arranged net. The larger intake valve has a Diameter of 41 mm, while the

Exhaust valve diameter Is 36 mm. Each valve are two as spi- ralf octahedra running springs ago- seen the opposite with each other in directed winding sense installed are. Located under the valve springs a steel plate, a familiarization th of the valve springs in the aluminum prevents the cylinder head. At the upper Ren one end by the valves Valve plate with GE typical valve wedges . keep The Figure 1-25 shows the val-

Figure 1-26: Storage of the rocker shaft

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Figure 1-27: Valve springs

tile along with the rocker arms and the rocker shafts.

The bearing of the rocker arms in the upper part the cylinder head is in the picture 1-26 shown by circles.

The Figure 1-27 shows the two Valve springs per valve with its under- differently wound coils, so- as the valve by the valve wedges left and right image in a pane, an incorporation of the valve springs

Outlet valve

the material of the aluminum cylinder preventing head. In the picture 1-28, the various sizes Valves - above the smaller exhaust valve and below the larger intake valve - to . see Right next to Figure 1-29 shows an assembled valve with valve plate unit faster and the valve collars.

On Figure 1-30 is a rocker with a Ventileinstellschraube in Shown from the top and side view.

Intake valve

Figure 1-28: Valves Figure 1-29: Valve plate valve wedges

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Figure 1-30: Rocker with Ventileinstellschraube

There are different types of input , adjusting screws with square or in- hexagon socket, the forth of the function However, the same.

The views in the upper and lower part the cylinder head are on the Figure tions 1-31 and 1-32 playing. Figure 1-31 shows the lower part of the Cylinder head with still mounted Camshaft and valves, with the

Timing chain is already open. Right beside it, on the Figure 1-32, is the Upper part of the cylinder head with the La- gersitzen the camshaft bearings and the rocker arms shown.

Figure 1-33 shows the left using a Cutaway model of the front left valve tildeckels the upper part of a valve (Ven- tilteller) and the end of a rocker arm with the adjustment screw to adjust the valve clearance.

Figure 1-31: View of the lower part of the cylinder head

Adjustment

Figure 1-32: View in the upper part of the cylinder head

Figure 1-33: Insight into the left Auslaßventilgehäuse

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1.2 POWER ON-

ORDERED

The rotation of the crankshaft is on the primary drive, clutch, Gearbox and chain drive to the Rear transfer. In the following, who- the components to the chain sprocket Drive chain described.

the larger with 72 teeth on the back side of the clutch basket loaded rotatable gert's. The smaller gear of the Primary drive to the larger transmitted Torque is about 6 in peripheral direction-arranged Ruckdämpferfe countries (Figure 1-37 and 1-38) on the coupling ment transfer basket.

1.2.2 CLUTCH

The coupling consists of an outer in part, the clutch basket, the six circumferentially arranged jerk torsion damper spring with the big- must spur connected the primary drive is. Is on the transmission input shaft of the

1.2.1 PRIMARY DRIVE

The primary drive consists of geradver- toothed spur gears, of which the small nere with 27 teeth with a spline fit (Fig. 1-10 and 1-11) on the right Crankshaft stub is attached,

Figure 1-34: Primary drive

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Figure 1-35: Coupling

Clutch basket by a brass bushing rotatably mounted.

The inner part of the coupling with the Transmission input shaft with an Au- toothing is provided on the Internal teeth of the inner part are rotatably connected. In the outer part, the Clutch basket, is the inner part with a radial bearing rotatably mounted. The blue arrow on the Figure 1-35 shows the gearing of the transmission input wave and the green arrow shows the outer re of the radial bearing thrust washer.

There are couplings with 6 and 7 friction , the discs of the function and its construction, however, are the same. The Friction of the clutch engage with circumferentially disposed outside spigot corresponding column in the clutch cally in (yellow arrow in Figure 1-35). Are between the friction plate washers with internal teeth to- arranged in the outer teeth the inner part of the clutch engaged (Turquoise arrows in Figure 1-35). The power circuit is made by the clutch springs (orangefar-

bene arrows on fig 1-35), the friction and the metal discs discs together . menpressen

The individual parts of the clutch are at- hand of an exploded view of the Parts list on the Figure 1-36 played back. An explosion in this onszeichnung missing thrust washer Figures 1-38 and is on an in- Ner chart on page 100 reproduced.

Figure 1-37 shows the rear of the- te with the clutch basket in the Circumferentially arranged jerk and the brass bush damper springs, with the rotation of the clutch basket on the transmission input shaft is mounted.

The Figure 1-37 to be seen on the Tin plate with recesses for arranged in the circumferential direction Damper springs by means of the three sighted in the image to rivet firmly attached to the outer clutch hub connected. Between the plate washer and the the outer clutch basket can be rotated The primary drive gear mounted.

27




This lack of spare parts list A thrust washer ø ø 51 x 36 x 1 see Figures 6-51 to 6-56


28




Looking at the front end of a spring, then find the upper third of the Damper spring in the recess on Figure 1-37 to the sighted Plate glass. The middle third of Damper spring from a right- square cutout in the face of the The primary drive gear umschlos- . sen The lower third of Ruckdämp- ferfeder is then returned to a corresponding recess of the outer clutch basket.

Figure 1-38 is on the func- of operation of the clutch based on a Section drawing explained. The front faces te a shock absorber spring and its above-described arrangement is by a red paint mark highlighted . ben

The up-through blue color marking showed clutch basket by the Driven primary drive. Which also blue are the friction Clutch rotate together with the clutch basket. The inner part of the Coupling (yellow paint) is determined marked with orange Transmission input shaft.

Separately, the coupling by the Clutch push rod (light green color mark), located within the hollow- transmission input shaft drilled-being det, from left to right towards the yellow marked inner part of the coup- ment and thereby pushes the clutch compression springs and spans the same Pressure between the friction and picks up the sheet metal plates so that the clutch basket to the Can turn the inside of the clutch.

Brass bushing

Damper springs

Tin plate with recesses

Rivet

The primary drive gear

Figure 1-37: Outer clutch basket with 6 shock absorber springs

29




Primary drive

Tin plate

Damper springs Left engine cover

Clutch springs

Locknut Adjustment

Getriebeein-

output shaft

Pressure fungal

Printing plate

Operating lever with male thread Rivet

Housing with Female

Tin plate

Clutch basket

Figure 1-38: Clutch operation

30




1.2.3 CLUTCH CONTROL

With the hand lever on the left handlebar end is one of a Bowden cable Lever behind the left side of engine- nickel (Figure 1-39) twisted. A thread Long lead (red-Pfeilmarkie tion on the Figure 1-40) turns on actuation of the clutch lever in a parent thread, which in the lin- ken side engine cover is mounted (green- ne arrow mark). The blue arrow on Figure 1-39 shows the storage the clutch push rod in the lock-out mechanism.

Since the clutch push rod one fixed part (Ausrückmechanis- mus) is a rotating part (Print fungus) are connected between the pressure and the mushroom-Ausrückme mechanism as well as between the parts the clutch push rod balls in- assigns, the end faces of the rods point-like touch.

Some drivers will of the two-part celled clutch push rod against a one-piece replaced, so that one find one of two variants may, if one uses on a GE bought motor works. When the clutch ment does not separate properly, it is often a Bowden cable or sluggishness to an incorrect setting of the win- in Article between Bowden and the Lever of the release mechanism. Since the Force to disengage the clutch

increasing road will also be greater, , the translation between the Hand lever and the Ausrückmechanis- mechanism with increasing path of the hand- lever "favorable" and are in very be drawn on the best hand lever. This is achieved when the angle between between Bowden and lever off back mechanism at all drawn Lever on the handlebars about 90 °.

drawn at 90 ° coupling

Figure 1-39: Disengaging the clutch in the built-in State

Figure 1-40: Disengaging the clutch in the dismantled State

31




1.2.4 GEAR

The Figure 1-41 shows the Fünfgangge- together with the gear-Schaltmecha mechanism, the primary drive, clutch and to the kick-starter in the built was a cut-away model.

that the motorcycle at the standard Secondary transmission of 17 to 33 and the standard tires in the first Cycle at the rated speed of the engine of 7000 r / min, a speed of about 66 km / h, as in the Transition diagram in Figure 1-42 to see. The jump to second gear

First Response: 2.462

1.2.5 TRANSLATIONS

The following table shows the transla- gene in each of the transmission gears, the gene again. The numbers are with identification deposited colors, in the following Description of the gear carried be used starting. The first course is translated with 1:2,462 quite long, so

Shift drum

Second Response: 1.588 Third Response: 1.300 4th Response: 1.095 5th Response: 0.957

(1:1,588), which at the rated speed the engine over 100 km / h who- the, in comparison to the distance between between the second and third

Primary drive

Coupling

Transmission

Kick-starter Stem

Figure 1-41: Transmission with shift drum and shift forks

32




Transition diagram

First Course 200 180 160

Speed [km / h] 140

120 100 80 60 40 20 0 2000 3000 4000

Motor speed [r / min] 5000 6000 7000

Second Course Third Course 4th Course 5th Course

Figure 1-42: Transition diagram

Course and between the other gears, the relatively large gene.

Figure 1-43 shows the comparison the transition diagrams of older German Motorbikes.

The left diagram in Figure shows the gradation of Gangübersetzun- gene of a BMW R 25 / 3 from the 50 years ren. Here is the distance between the transla- tween the different courses of Four-speed gearbox nearly constant,

Figure 1-43: Comparison resonse elderly German motorcycles

33




What especially when driving in city transport is an advantage. In the right Transition diagram of Figure 1-43 on (Maico MD 250), the gradation of Transitions as in the transmission of the XS 650 close up, what kind of sporty Driving at higher speed limits is advantageous enough.

on the side surface mounted Zap Fen in the recesses of a gear of switched passage intervenes.

The four outside on the transmission input and output shaft positioned teeth wheels of the first and second gear are in the axial direction is not displaceable Lich.

Are on the transmission input shaft, two Gears, the gear for the 4th Course (Blue color code) and for the fifth Response (red color code) rotatably mounted. Are on the transmission output shaft three Gears, the gear for the second Course (Green color code), the third for the Course (Turquoise color code) and the Gear for the first Response (yellow-Kennfar be) rotatably mounted.

1.2.6 CONSTRUCTION The Figure 1-44 shows the schematic- diagram of the five-speed gearbox. Of the gear pairs of single- NEN gears, each gear is on the Transmission input or Ausgangswel- le pivoted so that it is free to the shaft can rotate. The power circuit is produced by the gear-an nes another gear in the longitudinal direction moved on the shaft and

Figure 1-44: Assignment of transitions to the gear pairs, switching operations, schematic representation

34




1.2.7 POWER FLOW

Basically, the power flow thus produced provides that one of the on one of the at- the rotatable shaft of the gear loaded siege gears with the help of a on the same shaft arranged next Gear of another gear, wel- Che's movable but not rotatable mounted on this shaft, form- sig is connected.

In particular, the transitions as follows switched:

Gears of the fourth and 5 On the Ganges Transmission input shaft intervene and a shift fork, which revolves in one Groove of the gear of the third On the Ganges Gearbox output shaft intervenes. The Shifter forks move the gears in the axial direction of the respective Waves represent and, by this in the Shift dogs (cones) of the shifted- NEN gear wheel in the appropriate training recesses of a gear wheel to switching gear, push the power- her conclusion.

First Response: The gear of the fourth Ganges on the transmission output shaft is in the direction the yellow arrow in Figure 45 moves and engages with its no- bridges in the grooves of the gear for the first Transitional one. Second Response: The gear of the fifth Ganges on the transmission output shaft is in the direction the green arrow on Figure 45 and moved with his snaps Cam grooves in the gear for the second Transitional one. Third Response: The gear of the fifth Ganges on the transmission output shaft is in the direction the turquoise arrow on Figure 45 and engages with the move- sen cam grooves in the gear for the third Transitional one. 4th Response: The gear of the third Ganges on the transmission input shaft in the direction the blue arrow on Figure 45 shifted so that the cams of the Gear of the fourth Passage into the grooves of the gear of the third Ganges into place. 5th Response: The gear of the third Ganges on the transmission input shaft in the direction the red arrow on Figure 45 shifted so that the cams of the Gear of the third Passage into the grooves of the gear of the 5th Ganges into place.

In this manner, rotating charged siege to a shaft by gears not rotatable but movable on the same Chen shaft mounted gears reversion fixed connected to the shaft.

To change gears, be a total together with three shift forks needed by de- , within two in the circumferential grooves of the

Are in Figs 1-46 and 1-47 the Shift forks in a position to Transmission shafts (Figure 1-46) and inserted in- whether or not incorporating state in the upper housing half of the motor housing to be seen. The Arrows illustrate the shift forks the movement direction of the shift forks and the characteristic colors of the arrows to the

35




Figure 1-45: Assignment of transitions to the gear pairs, switching operations induced switching of gears, the individual GE.

Figure 1-48 is on the tooth wheel of the first Ganges, on the rotation of the Output shaft is mounted with grooves and the gear of the fourth Ganges, the

movable but not rotatable on The output shaft is supported, with no- bridges in the transmission output shaft the neutral position shown. Figure 1-49 shows the gear of the First Ganges in the switched state with latched switching claw.

Figure 1-46: Assignment of the shift forks to the switching operations

Figure 1-47: Assignment of the shift forks to the switching operations

Figure 1-48: Grooves of the gear First Ganges Cams of the gear 4th Ganges

Figure 1-49: 1 Course switched

36




Guide

Shift drum

Guide pin

big hole

small hole

Shift fork

mounted in the casing pipe

Figure 1-50: Shift drum

37




1.2.8 SWITCHING MECHANISM

On the Figure 1-50, the components the switching mechanism - the Schaltwal- ze - From an exploded view the spare parts list to see.

The switching mechanism is used, the On-and-down movement of the Fußschalthe bels in the sliding movements of Schaltga- Belnem implement.

The shift forks are at their upper End of a large and a small bore tion. The small hole slides over an- NEM both sides in the case stored Tube (item 14 on the Figure 1-50). Inner- half of the large-bore is the actual chemical shift drum (item 1 on the Figure 1-50) out. Located on the shift drum the guiding grooves, the at certain points on the circumference the shift drum run arc (Arrow markings on the figure 1-51).

large Drilling

small hole

Figure 1-51: Shift drum

38




Pins slide into the groove

Figure 1-52: A shift fork guide pin Figure 1-53: Guide to the shift drum

Stem with welded arm Star of the shift drum

Figure 1-54: Stem

Reach into the guide grooves guiding pins (item 12 on the Figure 1-50), which with one end in the grooves of Shift drum and the other end holes provided in the

Shift forks are, like the ex- 1-52 and 1-53 formations played. A shift fork is in the axial direction processing and thus a delayed response switched when a guide pin

Figure 1-55: Upshift Figure 1-56: Downshift

39




Eccentric

Spring

Figure 1-57: Setting the selector shaft

within the arc-shaped course the guide grooves on the shift drum is located.

On the Figure 1-54 is the Stem welded arm, with the the upper fork in the Star of the Shift drum intervenes in a total View and reproduced in detail. Figure 1-41 is on the Schaltwal- ze from the back of the engine in one- assembled state to see.

The Stem serves the construction and Down movement of the pedal in Rotational movements of the Shift drum re- set (see also page 39, Figure 1-54).

By operating the Fußschalthe- bels, the selector shaft is connected with the Welded arm is pivoted so that the at its upper end attached to Ga- bel the shift drum on the star wheel for high-and downshifting (as on Figures 1-55 and 1-56 shown) twisted.

The welded with the shift drum Arm by a spring in Central held position, so that the high-and Turn down the same path of the switching fork available.

By Figure 1-57 on the one Arrow showed up with a set screw Eccentric is used to set the co- center position of the selector shaft is connected Arms welded.

1.2.8.1 IDLE POSITION

At the top of the upper housing partly located on the left side an electric switch that a on the shift drum mounted Zap Fen is closed (Figure 1-60). On the left side of Figure 1-59 is A spring-loaded pin, the one in Recess of the shift drum intervenes, if they are in the idle position is located. Figure 1-58 is on the switch-

40




Spring-loaded bolt Idle switch

Figure 1-58: Stem in neutral

Leerlaufarretierung "Spring-loaded pin" Idle switch

Figure 1-59: Neutral switch and Leerlaufarretierung

41




Idle switch (Cones)

Leerlaufarretierung (recess)

Figure 1-60: Cam switch with actuation for idle switch for deepening and bolts for Leerlaufarretierung

roll in the neutral position with actuated system idle switch and eingerastetem spring-loaded pin to see. Figure tion 1-59 shows the idle switch and the spring-loaded pin-out for builds control roll. Figure 1-60 shows the operation of the Leerlaufschalterzap- fens on the shift shaft and the recess- determination, in which the spring-loaded bolt engages in idle.

Behind the star wheel of the shift drum are cylindrical pins (arrows on the Figure 1-61 and Figure 1-62), between between where a spring be- overloaded with gear wheel snaps into place, like on the picture to 1-62 . see If the idle switch, is the disc on a pen. The pin on the disc inserted in the blank

round pins

half round pin

is running is not round, but semi- round, with the flat side of the disc touches of the pen, as shown on the Figure tion to see 1-61. When switching from a walk to the next "rolls" the Washer over the round pins - in no- running "stands" on these flattened Side of the semi-circular pin.

If the idle insert is poorly leaves, i.e. if the idle circuit when th is skipped in the state, the To cause a slight bias the spring-loaded bolt to empty laufarretierung. Is the bias of the Spring washers in the latched Relationship between the holding pens to low, there is a risk that the gears, the ge - in particular, already worn out- th shift forks - jump out.

Disk between two pins latched

by spring-loaded disc

Figure 1-61: Neutral Figure 1-62: Gear is engaged

42




1.2.9 KICK STARTER

On the Figure 1-63, the components Kick starter mechanism on the basis of an- Ner exploded from the spare- illustrated parts list.

The kick starter mechanism consists of the kick starter shaft, which in the lower part of the Motor housing and motor-side in the left tendeckel is stored. On the shaft be- there is a coiled spring (key 7 on Figure 1-63), the Kickstarterhe- bel-back to its original position

Clip coiled spring

Kick Start Shaft

Figure 1-63: Kick-starter

43





brings. On the kick starter shaft (item 1 on Figure 1-63) is a tooth- rad, which through with the kick starter shaft helical teeth - or a "Ge- thread with a very large pitch "- ver- is connected. If the kick starter shaft rotated so the gear is shifted in the axial direction on the kick starter wave. For this purpose, the gear by an- NEN clip (item 5 on the Figure 1-63) on rotation with the kick starter shaft unless prevented from so it is on the

Helical gears in the axial direction the wave in the direction of the gear first gear is moved until the Gear into the teeth of the gear wheels of the first gear on the transmission- input shaft from engaging.

The Figure 1-64 shows the Kick Starter mechanism when installed a cutaway model.

Figure 1-65 shows the clip (yellow Arrow mark on the figure and item 5 1-63)


44




1.3 Oil CIRCUIT

The XS 650 is a motor-Druckum continuous lubrication with an oil pump in the right side engine cover fitted driven by the crankshaft is. Engine and transmission are in a common household oil. The Oil Pump (item 3 on the Figure 1-66) sucks the engine oil in through a filter which is at the lowest point of the Mon- torgehäuses below the crankshaft is located. In flow direction behind the oil pump is another Screen filter (position 1 in figure 1-66) which is equipped with a bypass (item 2) is prepared. Is behind the screen filter

the engine oil through oil passages in the upper Part of the motor housing and separate Lines the points of lubrication fed to in detail below are described.

Since no hydrodynamic sliding storage are available, builds in No pressure on the oil circuit, with the an- NEM commercial oil pressure gauge would be measurable.

1.3.1 OIL FILTER

Figure 1-67 shows the location of the Oil filter at the lowest point of the motor- housing below the crankshaft. On Figure 1-68 is the oil filter with

Figure 1-66: Schematic representation of the oil circuit from the original workshop manual

45




Figure 1-67: Installation of oil filter Figure 1-68: Oil filter bolted to the baseplate

a typical damage - a eingerissenem strainer - screw-in To see state on the base plate.

Behind the oil filter, the oil flows through a channel in the base plate in a Opening on the underside of the lower Motor housing portion (arrows on Figure tions 1-69 and 1-70.

Due to the figure of 1-71 to channel is seeing oil from oil Oil pump in the right side engine cover sucked. From the outlet of the lower crankcase half (Figure 1-72), the oil flows into a Eintrittsöff- tion in the right side engine cover (Ab- Figure 1-73).

Figure 1-69: Base plate with oil line Figure 1-70: Oil inlet opening in the engine housing

Figure 1-71: Oil passage between the oil filter base plate and right side cover

Figure 1-72: Outlet in lower engine housing section

46




Figure 1-73: Inlet opening in the right side engine cover

Figure 1-74: Installation of oil pump and second Oil filter in the right side engine cover

Figures 1-73 and 1-74 show the oil passages and the oil pump in the right- th engine side cover.

Seen from the inside. On the Figure 1-79 is the drive shaft with Pass a wedge to connect with Seen driving gear.

On the inner and outer rotor There are arrows at the assembly must be reconciled.

The arrows on the Figure 1-78 show the path of oil through the oil pump and the second oil filter.

The oil pump is driven by Figures on the 1-80 and 1 - 81 gear shown that with a other gear on the crankshaft is engaged. Together with the

1.3.2 OIL PUMP

The components of the oil pump, consisting from the housing, the outer and the inner rotor and the drive wave, the one on the inner rotor Pen drives are on the Figure 1 - See 75th Figures 1-76 to 1 - 79, the oil pump built-in show State a cut-away model and in an assembled state

Figure 1-75: Components of the oil pump

47




Figure 1-76: View of the oil pump, outside Figure 1-76: View of the oil pump, inside

Drive gear is located on the The oil pump drive shaft and a Snail, the tachometer to- drives.

On the Figure 1-86, the second To see behind the oil filter oil pump, the hollow with a bolt in the A bypass valve (Figure 1-87) lie det, in the right side engine cover be- is consolidating.

From the second oil filter from the oil flows in the upper crankcase half, where it to the individual lubrication points distributed.

1.3.3 LUBRICATION POINTS THE ENGINE Figure 1-88 is on the outlet opening of the engine oil from the right Engine side cover and on Figure 1 - 89, the inlet opening in the upper Mon- torgehäusehälfte seen.

First, the engine oil flows into an transversely-front of the engine housing the oil channel (Figure 1-90), from which the two middle and the left crank shaft bearing (Fig. 1-91 and 1-92), and The oil jets that lubricate the rod bearings Ren will be supplied. In the middle of the

Figure 1-78: Oil pump and oil filter in assembled condition

Figure 1-79: Oil pump drive shaft with wedge

48




Figure 1-80: The oil pump drive gear and Screw drive the tachometer

Figure 1-81: In the assembled condition

Figure 1-82: Tachometer drive Figure 1-83: Oil filter in the right side engine cover

Figure 1-84: Right side engine cover with opening for the oil filter Figure 1-85: Opening for the oil f ilter in detail

49




Figure 1-86: Second oil filter behind the oil pump Figure 1-87: Bypass valve

horizontally extending oil duct branches the front of the cylinders arranged oil- riser for supplying lubrication put in the cylinder head. The right Crankshaft bearing (bearing) is the oil mist in the right engine side- greased lid.

1.3.3.2 FITTINGS, VALVES

The branch of the oil in the riser Middle of the cross in front of the motor housing extending oil passage is on the Figure tion to see 1-95, while at ex- Figure 1-96 Connection of the oil-gate line is shown on the cylinder head.

Is in the pictures 1-97 to 1-102 the path of the engine oil to the lubrication put the rocker arm and from there to the cams of the camshaft by arrows le shown.

The four camshaft bearings (Rillenku- lar contact ball bearings) and the valve stems are by the oil mist in the cylinder head GE smears.

1.3.3.1 CRANKSHAFT, ROD

The oil nozzle and by the GE- rod bearings are lubricated at the ex- 1-93 and 1-94 show formations.

Figure 1-88: Outlet Figure 1-89: Inlet

50




Horizontally extending oil passage

Oil nozzle Oil nozzle

Openings to lubricate the crankshaft bearings

Figure 1-90: Cross in front of the motor housing extending oil passage

Figure 1-91: Oil outlet from the motor housing Figure 1-92: Oil inlet opening in a crankshaft bearing

Figure 1-93: Oil nozzle Figure 1-94: Connecting rod bearings

51




Figure 1-95: Diversion of oil riser Figure 1-96: Connection oil riser / cylinder head

Figure 1-97: Riser connections of oil Figure 1-98: Oil passages to the rocker shafts

Figure 1-99: Outlet of the oil from the housing Figure 1-100: Oil entering the rocker shaft

Figure 1-101: Storage of the rocker shaft in the housing Figure 1-102: Oil outlet and Sliding surface of the rocker arm

52




Figure 1-103: Oil drain holes in the cylinder head Figure 1-104: Vent hole in the cylinder head

From the housing occurs on the engine oil the face of the rocker shaft in this one and then flows through a Groove (Figure 1-101) in the rocker arms. The rocker arms have a Austrittsöff- tion in the vicinity of the sliding surfaces, by these are lubricated.

Figures 1-103 and 1-104 show the drain holes of the engine oil from the cylinder head in the direction of the control erkettenschachtes.

The vent holes that the volume men of the motor housing to the ambient combine advertising, are in the picture See 1-103. Oil mist from the inner Ren is the engine of the purchase here suction air supplied.

Oil channel to the left crankshaft bearings

1.3.4 LUBRICATION THE SWITCHING MECHANISM AND TRANSMISSION OF STOCK From across the front of the engine housing running on the oil duct branches left side of the upper motor housing partly an oil channel to the left crankshaft and roller bearing in the direction of the needle bearing the transmission input shaft (Figure 1-105).

The bearing of the gear shafts (ball- stock) by the oil mist in the motor encoder lubricated housing.

Channel oil to the needle bearings the transmission input shaft

Figure 1-105: Channels to the oil lubrication of the gear

53




Figure 1-106: Needle bearing lubrication of the gearbox input shaft

Figure 1-107: Needle bearing gearbox input shaft Figure 1-108: Oil pipeline through the Guide tube of the shift forks

From the needle bearings of the gearbox input wave branches off an oil channel (Figure 1 - 108) to the guide tube of the shift forks off. The guide tube has on the bottom

side holes (yellow-Pfeilmarkierun gene in the figure 1-109). The forth- ejaculate oil conducts the heat of and lubricates the gears from them.

Guide tube, the shaft forks

Figure 1-109: Details: oil pipeline through the Guide tube of the shift forks

Figure 1-110: Detail: bearing seat of the gearing input shaft with oil outlet

54



Second Tools

Second TOOLS

Z for disassembly and assembly of XS 650 engine, a closed Space and common tools like a Set fork and key ring, a Knar- renkasten, a torque wrench, a set of screwdrivers, a mean Pipe wrench, a string trimmer, a set By drivers and grains, a locksmith hammer and a hammer to Belzerit Are available.

If the valves are removed, you need a valve spring press. To remove the alternator rotor you need a puller (Figure 2-6).

A piston ring and piston ring pliers straps are not absolutely neces- manoeuvrable.

Unless the transmission shafts broken should be, you need a Seeger ring pliers. For this purpose, a simple Universal pliers, as on the Figure tion is shown 2-7.

Before dismantling the engine must thoroughly be cleaned. This goes on best with mineral spirits and a pin- sel, but you should an out- have sufficiently large tub to the catch running gasoline.

Figure 2-1: Mounting bracket

55



Second Tools

To separate the housing halves have about 20 mm thick logs and Wooden wedges made of ash wood proved how they are for the installation of doors in construction markets can buy.

Basically you do not need spe- alwerkzeuge to the XS 650 engine to and subsequently to dismantle these sequent re-assemble when time apart from work, anyway only in Motoreninstandsetzungsbetrie- can be carried out ben. One However, the work can be considerably facilitated Tern and runs less risk of something damaging, if you look at Tools making it, in the following are described.

Figure 2-2: Engine mounting bracket to hang

The cleaning of the engine, depending on Degree of contamination and equipment two hours or more in claim . take Also you should have a Opportunity available to all individual parts le in the engine thoroughly cleaning solvent to clean and dry with compressed air to blow. Compressed air is also needed, the oil passages before assembling to check on and around this passage to clean.

The utilities are not aware of- technical drawings by hand, but described with photos. One here should improvise quiet and the Use material that is just available bar is. The time taken for making need of tools, saves you Experience has shown that later in the actual union work again. He ever-less as you drive wrench is, the better these should be the equipment. While someone with considerable experience an engine maybe fix "roadside"

Figure 2-3: Tool for holding the chain sprocket

56



Second Tools

can, should, when the engine opens for the first time, this only optimum condition and do it be- to think that parts become damaged the, most often in such an old engine not be procured without further re- can be.

With the homemade jig leaves on the figures 2-1 and 2-2 the engine by 360 ° around its longitudinal spin axis. Serve as a pivot bearing here two 12 mm thick plates, the together by an M 16 bolt be maintained.

Figure 2-3 is on the one owner-occupied to see canned tool to to the chain sprocket to loosen the Mother can hold. The distance between the Bolt was originally for a 17er Sprocket designed. After the filing of the

Bolt it also fits into a 18er Rit- zel.

Figure 2-4 shows a self-made Tool for holding the clutch basket in solving the central nut. The relevant dimensions are regis- gen I have the tool while I an engine broke down, made from material that was actually in place. Later I have the tools then - to- Together with other parts - galvanize . let

The apparatus of Figure 2-5 is with the long screws M8 the upper attachment points of Engine bolted. The device can be used as a tool to the engine from the frame and one- expand, or on the motor to the Mounting bracket to attach. To expand is the engine from the frame ever-

5

Œ49

108

Figure 2-4: Tool for holding the clutch basket

57



Second Tools

Figure 2-5: Device for lifting the motor with a pulley

But even a more suitable apparatus processing based on the figures 3-1 to 3-4 is shown in the following chapter.

The XS 650 engine is pretty simple set- building, a repair is appropriate for the preparation by people with little experience of screwdrivers "artfrem- the "Called to overcome.

If, however, two things - little he- experience and poor working conditions gen - come together, can hardly a good result to come out.

Is as an example here the method called, as in some Workshop manuals (Bucheli, page 27) the expansion of the alternator rotors and the loosening of the pinion nut

described without proper tools is. In this way are probably already some rotors and engine housing destruction been disturbing.

The equipment described thus far sufficient to complete the engine to to decompose against defective parts replacement parts are le sharing and around the engine reassemble. I think However, it absolutely necessary for the Minimum. Someone who is a him unusual work approach should stabilize, they can concentrate solely on and not with inadequate work- convincing, poor lighting or unheated work space to fight have.

Figure 2-6: Puller for the generator rotor Figure 2-7: Universal Seegeringzange

58



Third Removal of the engine

Third REMOVAL OF

Engine from the frame

he primary drive, the oil pump and the including the entire clutch Stem-and Kickstartermecha mechanism is built-in motor de- mountable. For repair and Demon- days of all other components must Engine from the frame expanded who- the. Are as preparatory work of the Tank, the exhaust manifold, the horn and reducing adapters in. The chain must be removed and to pulled back to the rocker-who

D the. The carburetor can basically remain in place. As space in the frame- men but is very tight, it is recommended that also expand the carburetor. The cable from the alternator to the rectifier ter and control of the ignition contacts to the ignition coils and - if available the - to the starter are separate.

The engine is quite heavy and may without the aid of a suitable Person to be handled only with difficulty. At the bottom of the motor-being

last release

Figure 3-1: Attachment points of the engine under

59




in the acorn, the easily understood be scratched when the engine placing them on a stone floor. The Acorn nuts are used to seal the Studs of the lower motor housing second half. If the "hat part" of the nuts is frayed, here comes from oil. New cap nuts are not as standard to procure original spare part and as- some quite expensive. The upgraded engine should therefore never easy on the Bo- to be sold, but always a retaining bracket, which can easily be can make angle iron, or a soft surface.

Figure 3-1 are on the fixing branching points of the engine under shown by arrows. Finally the

lower attachment (arrow mark) GE solves the pin-out but not yet drawn.

Figures 3-2 and is on a 3-3 Device with which the engine without physi- Perlich effort by one person with the help of a bottle or Chain hoist lifted from the frame is to see. The suspension of Hoist should be paid in the transverse direction processing is not perpendicular to the sus- Polka Dot the device are, but from the frame as seen on the outside. The distance between the point of suspension Device and the hoist should be as large (high area), so that the motor in a horizontal and not arcuate motion pulled out of the frame first, the can. First, with the help of a Bottles or chain hoist motor raised so far - while the Handles of the device simultaneously pushing down, that the lower-Bol zen can easily pull out.

When you lift the engine now to grow and tilt it using the handles of the pre- direction slightly forward, then swings the motor by itself from the frame out when the suspension point of the Hoist outside the center of the frame was chosen.

Figures 3-4 and 3-5 show an- NEN hanger bracket on the completed engine should be set. This can also be Mounting bracket to serve, if-only revision th at the cylinder head or cylinder

Figure 3-2: Auxiliary device for engine removal

Figure 3-3: Lifting the engine

60




Figure 3-4: Stripping to the hanger bracket

Figure 3-5: Hanger bracket

and pistons are planned. Should the Crankshaft to be removed or is a transmission repair provided, This support bracket is not suitable. The off- formed hanger bracket is quite stable and is also used as a mounting bracket. The motor should only be parked on it and be kept, so rich and two 400 mm long tubes with a Diameter of 40-50 mm, as shown in Figure 3-6. By the Holes and the lower-Motorbefesti tion, a threaded rod is inserted. Then at the tightened nuts a flat-iron from about 185 mm length

welded between the angle iron. This flat iron is then with the back- Teren, lower engine mount connected the. Because certainly no one of such a hanger bracket material specifically kau- Fen is, but uses what is here right now, I do not use a de- Description waisted. Here it should be quietly improvise. Never a But the engine simply not backed sit on the floor, because below the Motors located acorn nuts - such as already mentioned - who damaged- the can, which also used to seal The threaded studs are used.

Figure 3-6: From pipes-built engine stand

61



4th Components

4th COMPONENTS

Figure 4-1: Housing halves, cylinder and cylinder head with camshaft

A n the following figures are the components of the XS 650 motors, generators assigned to units - similar to which exploded in the He- spare parts list - to see. The illustrations to the procurement of spare parts hel- Fen, assign the parts and to identi- . Fizi

There are basically two types of Er- , spare parts standard parts, "quasi-standard parts," Parts in other models of Vehicle manufacturer can use and supplies specifically for the type of vehicle down parts that nowhere else in- DERS occur.

Particularly in the last genus, the see pre-designed for the type of vehicle NEN parts that nowhere else occur, you should never be a "buy- mercial 'decision, if you have the choice between refurbishing and When buying a used or nearly has nearly new replacement part. Is currently it will always be cheaper, such as a use- tes or a used transmission To buy switching mechanism, as a shift fork and worn-verschlis Sene shift dogs on one gear wheel- work. Under no circumstances should you those parts of their processing

62



4th Components

Figure 4-2: Crankshaft, pistons, timing chain and camshaft

"Commercial perspective" is now not worth throwing away, when a repair principle be possible.

Then there are "quasi-standard parts" as Col- ben, piston rings and valves of Parts of this specialized production learning in standardized sizes offered be th. These parts may be over The dealers listed below relate These parts in unlimited human GE are available and not to it is expected that prices in the future will increase significantly.

Standard parts are for example all screws Most shaft seals and some La- ger. With the exception of the screws and the paper seals, which even can cut out paper gasket, not worth it, however, standard parts such as bearings and shaft seals differently- where as in the below mentioned To buy spare parts dealers, as storage and shaft seals in general only on the wholesale and packaging ckungseinheiten be sold.

63



4th Components

4.1 Replacement SITUATION PART


The description of the current replacement some situations a vehicle type may only ever be a snapshot, since this is constantly changing. First the supply of spare parts by the The manufacturer's dealer network ensured is. This is about up to 10 years after production of Case.

Then, still in existence Ersat- zeilbestände usually sold cheap and some are consistent therewith.

Below is the Ersatzteilsituati- On the XS 650 described in the autumn of 2008 . ben The XS was 650 in their last Version of the XS 650 SE Heritage, to 1984 built. Spare parts, there was until the mid- 90s at Yamaha dealers, the Repairs also exported.

64



4th Components

In the 90 years that spare parts were the part of dealers and classifieds of newspapers offered cheap. So you could then complete one- th engine including the framework for an- Nige hundred DM get.

Overall, the supply of spare parts XS 650 models with restrictions as been good. With restrictions because many have the right, to use only original parts, and particularly original exhaust parts and paint just and conse- accordingly expensive.

On the other hand, needs no Afraid that he has a season can not continue because a required Replacement part is not to obtain. It

are dealers like e.g. the XS-shop keel Twins and Inn, on the sale of Parts and accessories for the XS 650 spe- cialised are. In addition, care around these dealers reproduction and improvements such as electronic Scheme charge controller.

In the 650-XS scene there are essentially union two groups of drivers - such surface, the XS 650 already in the one-class siker see the original as possible should be restored and those that the individual motorcycle-sheep Fen want. There are currently both in "non-rigged" originals offered itself as the restoration project own, and already more or- niger or rebuilt with parts


65



4th Components

Figure 4-5: Bearing of the crankshaft

roadworthy held specimens as Chopper-cafe racer or otherwise as to- be built without doing a good Restoration base is lost.

Of the two o.g. Dealers are Therefore, parts for rebuilding, as moved back and footrests, tanks etc. are offered.

Another commonly used possibility speed to spare parts procurement is the Internet auction site eBay, where both Motorcycle spare parts used on spe-

cialised dealers and private individuals Spare parts to offer.

One should not be executed, the illusion ben, that an XS 650 is a cheap old Motorcycle is that you can as cheaply on Can keep running like an old VW Golf. There has been little nachgefertig- large parts, and if so, in the Quantities produced, with which no prices below normal replacement are some prices can be realized. It There is no reason why replacement parts, used by professional traders

66



4th Components

be kept available to be cheaper intended as spare parts of new motorcycles.

At the moment it looks like that the XS 650 increasing in popularity. So e.g. Carburetor diaphragms, gearbox bezahnräder, silencers, and elec- electronic load controller for the electrical system, as Nachfertigunsteile offered.

How has the situation in spare parts to- future will continue to develop, is all- However not in sight.

It is conceivable that - as with many al- German motorcycles of the 50 th years re - almost all spare parts available again will be, if the Yamaha XS 650 developed a classic.

Figure 4-6: Timing chain with cam chain tensioner

Figure 4-7: Switching mechanism

67



4th Components

Figure 4-8: Switching mechanism

Figure 4-9: Switching mechanism, partially

68



4th Components

Figure 4-10: Transmission

69



5th Disassembly of the engine

5th REMOVING THE ENGINE

Figure 5-1: Motors on mounting brackets

G rundsätzlich, the disassembly the engine from both directions, from below, the transmission side, or by above, the cylinder head started her be. If only the clutch repaired be, is a separation of the housing halves is not necessary. Even the no- camshaft can be removed at Cylinder head cover to be removed, without separating the timing chain. As well can the camshaft bearing gewech- are rare.

The following is based on photos the removal from the cylinder head ago described. If only one gear- bereparatur planned, the Ar-

beitsschritte to disassemble the cylinder cylinder head, the cylinder and the piston skipped and you start with the same separating the housing halves. As- with the housing halves are not different- be drawn when loosening the bolts, the housing halves connect, a comply with certain order. The engine and all components have to subsequent assembly absolutely clean be, therefore, the engine should already before dismantling has been cleaned. This prevents one from that dirt the outside - particularly from the Area of the chain sprocket - the Motorin- nere come.

70




It should also be sure that all of the planned repair work required- tools are available, or at Tools that make it even can (see Figures 2-3 to 2-5), the beno- saturated material is available.

Who for the first time an engine de- installed, which should ensure the time required at least a complete weekends de plan - by removing the engine from the frame until the cleaned Parts of the engine in an orderly Order is placed. Are helpful purpose storage bins, as they are in construction markets can buy cheap and many

lettered plastic bags (Gefrierbeu- tel), for the small parts. The more minor one the parts stores, the easier the subsequent assembly.

If you look at the previous Chapter described how has become familiar, the Demon- days, and especially the assembly much easier.

Below is the order of Dismantling - starting with the Zy- cylinder head - in the form of photos, the represent individual steps, with Captions described.

Figure 5-2: Motor to mounting bracket Figure 5-3: Removing the lid of the Contact set and of the governor

Figure 5-4: Contact set Figure 5-5: Governor

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5.1 Dismantling of cylinder head

5.1.1 REMOVING THE BREAKER BASE AND THE CENTRIFUGAL GOVERNOR

Figure 5-6: M6 nut Figure 5-7: Wave knock out

Figure 5-8: Remove breaker plate Figure 5-9: Governor to expand

Figure 5-10: Parts of the interrupter and governor

72




5.1.2 REMOVING THE CYLINDER HEAD COVER

The order to loosen and tighten the housing screws is described in Figure 5-15. Important: All screws must be loosened evenly, ie each screw is first order 0.5 turns solved and then the other screws are loosened. This may especially Figure 5-20 on the bolt between the carburetor to be seen not forgotten in order to avoid damage to the nut thread.

Figure 5-11: Reduce housing Figure 5-12: Reduced housing

Figure 5-13: Remove oil riser - first loosen up and make sure that the oil riser is not twisted and damaged.

Figure 5-14: Cylinder head screws Figure 5-15: Order to solve the cylinder head bolts

73




Figure 5-16: Cylinder head screws Figure 5-17: The outer plates are gummed

Figure 5-18: Screws near the spark plug solved Figure 5-19: Cylinder head cover

Figure 5-20: Screw between the CARBURETTOR solve

Figure 5-21: Separate timing chain

The motor should not be completely dismantled, may not chips fall into the crankcase. If you turn the motor on the side, this can avoid the most.

74




Figure 5-22: Timing chain tensioners reduce Figure 5-23: Timing chain tensioners reduce

Figure 5-24: Timing chain secure, so that they do not slide off

Figure 5-25: Remove the cylinder head

Figure 5-26: Cylinder with cylinder head removed Figure 5-27: Cylinder head and combustion chambers

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5.2 Dismantling THE PISTONS

Figure 5-28: Remove the cylinder block Figure 5-29: Piston heat

It is advisable to turn the engine on the page, then the backup can not ring in the spa crankcases fall. The center of the engine facing the single piston retaining rings need will not be dismantled.

If possible, add a new backup each piston ring may be used.

Figure 5-30: Remove the retainer ring Figure 5-31: Pull out the piston pin

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5.3 Dismantling of the alternator

Figure 5-32: Loosen the screws Figure 5-33: Stator reduced

Figure 5-34: Remove rotor Figure 5-35: Remove rotor

Never use a two-arm puller.

Figure 5-36: Remove rotor Figure 5-37: Rotor removed

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5.4 Removing THE CLUTCH

Figure 5-38: Remove right side cover Figure 5-39: Right side cover from the inside

Attention, kick starter mechanism to keep, so that this remains the case.

Figure 5-40: Oil pump and tachometer drive Figure 5-41: Kick starter and clutch mechanism

Figure 5-42: Pay attention to thrust washer, the kick starter shaft


78




Figure 5-44: Clutch springs dismantle Figure 5-45: Clutch springs dismantle (Detail)

Unscrew and evenly crosswise. Otherwise there is the danger to uproot the last threads of the last loosened screw.

Figure 5-46: Pressure plate Figure 5-47: Back of the plate

Figure 5-48: Friction found Figure 5-49: Metal discs found

79




Figure 5-50: Central nut Figure 5-51: Radial bearings and thrust washers removed

Only use a suitable tool for holding.

Radial bearings

Figure 5-52: Front and back of the clutch basket with a radial bearing

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5.5 SEPARATION OF HOUSING HALF

To separate the housing halves are total of 18 screws in a specific language voted in order that at ex- Figure 5-63 shows up on page 83, is to solve. The screws must be equal- be solved as standard, so that the Housing halves are not forgiven. A the screw is located behind the Clutch basket, so that the clutch In any case, before the separation of Ge-

häusehälften has to be dismantled. In the Near the casing screws are partly infused numbers, View the disassembly sequence. Depending on the condition of the housing the number is unreadable.

When the subsequent assembly Housing bolts in the reverse Order re-tightened.

Figure 5-53: Coupling reduced Figure 5-54: Kick starter mechanism pulled

Figure 5-55: Remove gearbox starter (holding plate) Figure 5-56: Remove gear

81




Figure 5-57: Loosen the screws Figure 5-58: Loosen the screw behind the clutch basket

Figure 5-59: These two screws Figure 5-60: Remove the starter gear

Figure 5-61: Housing halves separate Figure 5-62: Housing halves separate

82




Separating the housing halves requires great care and patience, because you, the sealing surfaces, the only means of very thin liquid applied gasket sealed against each other are very easily damaged. Damaged sealing surfaces is a reliable seal hardly to be achieved.

Solve Start at screw 18 and successively ½ turns.

12 16

Then start again with screw 18.

10 7

behind the Oleinfüllstutzen 18 8

2 4

1

6

3

5 17

15

13

11 14

Tightening Start with 1 screw and successively Tighten ½ turns. 9 Then start again with screw 1.

Figure 5-63: Tightening of the body screws

83




5.6 REMOVING THE CRANKSHAFT

AND TRANSMISSION

The two drive shafts can be single- fold-out from the upper housing be taken. If they are very stuck, they can be with slight Swings with a Belzerithhammer delete . sen Leaves in the same way, the Crankshaft from the upper housing part . found

This is followed by the dismantling of the switch- roller. First, the Schaltga- be dismantled Belnem. For this purpose, First, the pins (arrow mark on Figure 5-65) into the shift forks away. The pins can not as- be reused - therefore pinches they simply through a pincer and pulls the rest of the head of the pin out. The positioning of the pins is during reassembly important as a cotter pin mounted upside

the mean shift fork movement the shift fork disabled.

A little effort to dismantle the pins, the rotational movement of the Shift drum in a sliding motion implement the shift dogs, because the one Pens with a bad tool, such as e.g. a Pliers can grasp. One can here to help by putting a splint the same size as they apply to the Ar- retierung of the pins is used in the hole on the front page of the pins shifts (as in Figure 5-66 de- monstriert) and then with a splint- Ner thin blade screwdriver to below puffs, as in the illustration To see 5-67. Now there is a rub- connection between the Cotter pin and the pin and the pin can as Figure 5-67 on the right to se- hen, pull it out.

Figure 5-64: Crankshaft gear and the lower housing part

84




Now we have to spring (Figure 5-68) unmounted, and the two screws for locking the retaining plate of the Switch roller and the guide shaft of the Shift forks are resolved. The holding

sheet is removed to the bare- see Figure 5-69.

The shift drum and the shaft for guiding tion of the shift forks can now be used right side are pulled out.

Figure 5-65: Stem with shift forks Figure 5-66: Remove pins

Figure 5-67: Pull out the pins

Figure 5-68: Shift drum to expand Figure 5-69: Unhook spring and Remove safety plate

85



6th Assembly of the engine

6th ASSEMBLING THE ENGINE

Also out of respect for the old technology errors should be avoided, the the destruction of spare parts after to that purpose and not more than new designed to be. The assembly the motor should therefore only by someone to be started, which is safe, that he knows something. In general my skills, such as assembly of shaft seals (shaft seals) Use of paper seals, etc. I am therefore not elaborate.

Before the engine is assembled, All parts should carefully on their to- was to be examined. Particularly the oil passages have to Consistently- controlled speed. It must surely be that the error, the reason for the Repair was found and fixed and not just new parts installed are to be broken again soon, when the actual cause of the off- if - like for example a clogged oil duct - Was not removed.

Before the assembly of the Mon- tor starts, you control whether all Small items, e.g. Paper seals Shaft seals and standard components like Screws, nuts and washers ben in stock. But it is not necessary, after the dismantling of a In principle, all engine seals to . renew Should in any case, the

Figure 6-1: The mounted motor

I m below describes how a Engine that had broken down completely, as- is mounted.

In describing the assembly of the individual Modules I'm going back to their short Function, since under-elaboration of this processing is impossible, really all steps or graphically represent and enumerate the Assembly so that without an understanding of the radio- tion to take place.

To rule out errors, you should Chapter 1 is the basis of "functional description "with the function of building groups have made familiar.

86




Shaft sealing rings on the left crank blunt and the shaft oil seal who replaced the clutch push rod- the, as these on the outer circumference a holding nose and have therefore only in separate halves of the housing pro- WinCC, install. All other Shaft sealing rings can be assembled in- mengebautem and in the frame- assembled state of the engine change, so it is not absolutely necessary here dig is to replace these.

Paper seals can also re- be used if it is not- torn edges. You can paper seals but also very easy - and cheap - even from sealing paper, as is used in the known dealers buy accessories can produce.

You need some sealant for the Body parts, for which no paper gasket processing is provided. I've got good Experience with the red sealant from Dirko made. Paper seals Covers, the more often maintenance must be dismantled, you can the blue Hylomar thin . reap In this way, the stick-Papierdichtun gene does not tear-resistant and also when Do not remove the lid, so that I use the seals again can. This is often the fault-GE makes that the processing instructions be ignored by Hylomar and the sealant is applied too thick. This must be avoided at all-who the because of the swelling sealant Can clog oil passages.

To secure the piston pin needs one then new retaining rings, if the piston were removed and new cotter pins if the shift forks as- the need to be re-assembled.

I strongly recommend an assembly bock, as in Section 2 Tools be- attributed to use, in particular, if the removal without appropriate Problems are already mounting bracket has. It of course depends on the skill of From individual, if he possibly even without the Mon- bock is clear days. Who but the first bolted to an engine, should ensure that only under optimum len conditions and possibly begin Later, when the screws for routine has become, even under less than optimal paint work conditions.

As a rule, not always Neutei- le are available when an engine remounting. While compo- le of the actual engine such as pistons, Liners and the Crank a defect with new parts or reconditioned by a specialist Parts are replaced, according to a Transmission damage to almost always be carried needed spare parts, the one before the Installation must be carefully controlled to- re used to, not because new parts are available.

What I Should Look here, especially must, after that I'm in the individual Sections indicate. Examples will one also in the "Typical damage the ".

87




6.1 CRANKSHAFT, SWITCHING MECHANISM

GEAR AND KICK STARTER

Figure 6-2: Upper housing part Figure 6-3: Insert the crankshaft

When assembling the engine begins to with the upper housing portion in which the Crankshaft is inserted. It must we are careful that the Centering, the crankshafts- bearings in the motor housing in place, properly are positioned. The centering po- sitionieren the outer rings of the crankshaft bearing such that the engine oil in the bearing can get. Do wrong can be nothing here, if the storage

are not positioned properly, can not close the case halves.

If the crankshaft on the basis of Zen trier tap into the allocated La- gersitzen of the upper motor housing part positioned, the timing chain to- loose next to the gear of the crank- launched wave and the timing chain of the other side - eg with wire - secured chert.

Figure 6-4: Placing the control chain Figure 6-5: Upper half of the housing (transmission side)

88




Figure 6-6: Insert the shift forks Figure 6-7: Guide tube using

First, the shift forks in the correct order and orientation screwed into the upper crankcase part lays. (PICS 6-6). After that, the leadership extension tube through the sides of the upper Motor housing part is pushed, the Shift forks are "strung" (PICS 6-7). Previously, we verified that the guide tube perfectly clean, straight and free of scratches. Through the leadership extension tube for lubricating oil from entering and cooling to the gears and clutch side bearings of the gear- shafts. Contamination of the guide tube can obstruct the flow of oil, causing further damage.

Next, the drum controller by the large holes in the side panels of the upper motor housing part is pushed and the guide pins of the shift forks into the holes provided the shift forks inserted. The guide- tion pins are split pins (3.2 x 32 DIN 94 secured), in Figs To see 6-8 and 6-9.

Next, the drum controller by a crescent-shaped plate and two Skt-screws with lock washer or liquid thread lock secured are chert (Fig. 6-10 and mounted 6-11).

Figure 6-8: Stem Slide Figure 6-9: Cotter pins and use

Make sure that the pins do not hinder the movement of the shift forks.

89




Figure 6-10: Used gear drum Figure 6-11: Retaining bar mounted After that, the first-Gangarre tierrad (red arrow on image 6-12) is mounted. This should be after Offer a new spring (yellow arrow- Figure 6-12 mark in use), If you are not sure whether the existing spring lost tension has. Next, mount the empty laufarretierung (Figure 6-13). Here is the Same as in the spring for the course arretierrad. If there are doubts whether the Fe has enough tension, increases be better to use a new pen.

While there had been problems before, during running and the engine is warm To find neutral, then it was on to- Interaction of two springs. The

Figure 6-13 on spring holds the shift drum in neutral position while the spring Figure 6-12 on the shift drum in positions holds that the switching state transitions correspond to the individual. Is the bias of the spring-Gangar retierrades too low, the tooth- pairs of wheels is not the individual gears more secure in their positions on the each shaft of the gearbox kept. This involves the risk that the corresponding speaking courses "pop out". What happens so frequently, it is then not only with the replacement of Fe countries do, because every "Heraussprin- gene "of a gear, the shift dogs and the corresponding recesses of the Counter gear damaged.

Figure 6-12: Gangarretierrad and spring mount Figure 6-13: Plunger for first Transitional use

90




Functional test: Now you should try by turning the star wheel, whether shift drum can be rotated freely and whether can move the shift forks.

Figure 6-14: Insert the gear shafts

The gearbox is straightforward- sheet, since the gear shafts just one- be placed (Figure 6-14). In this respect you on the correct positioning of the Retaining rings on the clutch side the transmission input shaft (Pfeilmar- marking on Figure 6-15). Since almost no fa- brikneues gearbox is fitted, controlled one before installation, whether all gears freely and fairly play on the respective shaft rotate to look at whether the movable gear wheels can freely move and the front especially if the shift dogs and recess-

provisions in the Counter-Sirnseiten cogs are not worn. A For example, like worn shift dogs look can be found in Chapter 7, "Ty- scopic damage. "

The retaining ring on the fixed bearing side of the pinion-Getriebeausgangswel le consists of only one half, and must be inserted so that he in both genders häusehälften intervenes (Figures 6-16 and 6-17).

91




Figure 6-15: Bearing on the clutch side with locking ring

Figure 6-16: Bearing on the output side

Then, on the teeth of the output pinion gearing is on the input shaft, a ring (red-Pfeilmarkie tion to Figure 6-18) will be deferred. The Faces of the ring and the Au-

outer diameters must be absolutely clean be safe and free from marks a re proper seal. If the Ring already slightly broken in, as in The example in Figure 6-18 (yellow arrow-

Figure 6-17: Bearing on the output side with locking ring

Figure 6-18: Bearing of the gearbox output shaft

Figure 6-19: Bearing of the gearbox output shaft with shaft seal

Figure 6-20: Transmission input shaft with the sealing ring Clutch push rod

92




Figure 6-21: Kick starter mechanism used in the lower half of the housing

mark) to see, so you can the Ring mounted so that the sealing lip Simmering not on the already- overflowed land runs.

The next step is the Wellendichtrin- ge (oil seals) on the output side of the Gearbox output shaft is pushed (the blue Arrow markings on Figure 6-19) and the The clutch shaft seal pressure rod in the manner provided for these

Opening positioned (green-Pfeilmarkie changes in the images 6-19 and 6-20)

Since the kick starter mechanism (red Arrow on Figure 6-21) normal- was not removed as required, this only in the intended bore tion in the lower engine housing section one- be set. The spring before the Inserting at least one rotation increase preloaded.

Functional test: Now is your last chance, before closing the housing halves the function of the switching mechanism and to examine the gear. By turning the star wheel, shift shaft must be with some force resolu- wall, but still let alone by hand, rotate, whereby the shift forks in the axial direction move to the shift drum and the guide tube. The claws of the individual switching gears must completely into the appropriate recesses of the counter gears engage.

93




02.06 CLOSE OF THE CABINET

Figure 6-22: Lower half of the housing with sealant

If you are sure that the gear switching mechanism and function, The housing can be closed. Before assembling the housing part- le must have the shaft sealing ring (Sim- merring) on the generator side the crankshaft on the crankshaft be postponed blunt (red arrow- mark on Figure 6-23).

Since the bearing seats of the crankshaft and the transmission shafts for each one half- te in the upper and lower housing some are, here is to seal no paper gasket should be used.

The sealing compound (eg Dirko red) may on Do not be applied thick, be seen as on the Figure 6-22. For applying sealant cleans

94




Check before sealing the buffed surfaces, if the housing halves without Force are close to - if not, the correct fit of all parts, particularly the crankshaft bearings, check again.

be the first sealing surfaces with brake cleaners, and then carries the seal- mass with the finger tip, whereby they are simultaneously on the sealing surface even and especially different thin- shares. Excess sealant on the Must be inside before joining the Ge- häusehälften be completely removed (for Example, with a cotton swab).

The housing screws must be equal- required standard and in a Rei- henfolge (spiral from the inside

out) are tightened. Advantageous it is, if you are already at the Demon- days the numbers of the order of Loosening and tightening of the housing Screw in the vicinity of the screw has written, as in Figure 6-24 to see. It is important that any housing seschrauben be forgotten. Therefore are in the pictures 6-29 to 6-35 all Screws must be tightened sen, demonstrated.

Caution: Excess sealant can clog oil passages!

Figure 6-23: Lower half of the housing mounted Figure 6-24: Gehäusefuge and studs with attached signed numbers in Tightening

Figure 6-25: Clutch side Figure 6-26: Right crankshaft bearing with locking ring

95




Are in the pictures 6-25 to 6-28 on the clutch and the output side, the Shaft ends of the crankshaft, and the the transmission input and Ausgangswel- le and the sealing ring of the clutch pressure to see rod. Of the shaft sealing wrestle on the output side of the engine can the clutch push rod and the crankshaft (arrow marks on the Figure 6-27 and 6-28) because of a

Holding his nose with no extra effort only with removed engine and getrenn- th body parts to be replaced. When mounting the engine should These two seals (Simmer rings) is therefore always replaced, if the. All others are also incorporated in- To switch installed engine and can therefore be used again.

The order in which the housing screws are mounted, is also on the Figure 5-63 Demonstrated "Tightening the housing bolt" on page 83.

Figure 6-27: Transmission shafts with shaft sealing rings Figure 6-28: Crankshaft bearings with shaft sealing ring on the generator side

Figure 6-29: Studs with attached signed Numbers in the tightening sequence


96









Figure 6-36: Assembled housing halves

97




6.3 Installation of the control shaft

AND THE CLUTCH

6.3.1 STEM

The stem is of the clutch side of the engine in front of the pre-see ne hole in the lower engine housing section inserted (arrow mark on screen 6-37). With the teeth of the Schaltwel- le, with the shift lever is fixed, be damaged quite easily, the seal- lip of the shaft sealing ring (Pfeilmar- marking on Figure 6-38). Can prevent this one by the teeth with adhesive tape (for example, Scotch tape) abklebt.

If the shaft seal nevertheless be- have been damaged, which is not further ter bad. The shaft seal can be easily with built-in motor . change

On the output side of the engine then the stem with a slice and an E-clip in the axial direction secured (Figs. 6-38 and 6-39). To Finally, the upper fork of the Stem with welded Arms Star of the shift drum connected (Figures 6-40 and 6-41).

Figure 6-37: Assembly of the signal wave Figure 6-38: Axial securing the stem

Figure 6-39: E-mounted clip Figure 6-40: Shift fork and shift drum connect

98




A

B

Figure 6-41: Shift fork and shift drum connect Figure 6-42: Thrust washers of the clutch

The pins of the switch star must be located centrally between the arrows "A" indicated hook. If this is not the case, can the Excenterschraube "B" may be corrected.

6.3.2 CLUTCH

Next, the clutch is mounted (Figures 6-42 - 6-71). The graphics 6-45 "Rei- order of the disks and storage "shows basis of characteristic colors, the order the components from the inside out. The yellow / green progress symbolizes the outer clutch basket.

Before the outer clutch basket mon- benefits, will ensure that the An- wheel-running on the kick starter shaft is mounted (Figure 6-44).

Is on the pictures below, the Sun- days of the individual parts of the coupling in the Order of the steps documented mented.

Figure 6-43: Washers mounted the clutch Figure 6-44: Thrust washer on Kick starter mechanism set up

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Outer Clutch basket mount

Figure 6-45: Order of the disks and storage

Features, look out for would, it is in the assembly of Coupling with the exception of the orientation processing of the clutch discs (Figure 6-63) and the installation of the compression springs (Bil- of 6-69 and 6-70) do not.

For reaction of the central mother-different used, a suitable tool As with the disassembly (Figures 6-60 and 6-61).

During assembly, lubricate everything well.

Figure 6-46: Put sleeve on transmission input shaft Figure 6-47: Clutch basket on gear Put the input shaft

100




Figure 6-48: Clutch basket on Put gearbox input shaft

Figure 6-49: Clutch basket on Put gearbox input shaft

Figure 6-50: Clutch basket placed Figure 6-51: Insert bearings and thrust washer

Figure 6-52: Thrust bearing oil Figure 6-53: Insert bearings and thrust washer

101




Inner and outer part of the clutch basket have markings, which must be aligned.

Figure 6-54: Insert bearings and thrust washer Figure 6-55: Insert bearings and thrust washer

Figure 6-56: Thrust washers load Figure 6-57: Inner part of the coupling used

Figure 6-58: Interior part mounting Figure 6-59: Washers and nuts

102




Figure 6-60: Something to hold the inner clutch basket

Figure 6-61: Central nut (80 Nm) auxiliary tool to keep up with

Figure 6-62: Inner and outer part of the clutch Figure 6-63: Clutch plates, rounded side out

Figure 6-64: Insert the clutch plates Figure 6-65: Clutch plates inserted

103




The screws must evenly and are attracted by the cross - by pressure with the Screwdriver, one overcomes the spring tension, the pressure during the first Threads is maintained - the threads pull out otherwise.

Figure 6-66: Pressure of the clutch push rod fungus Figure 6-67: Pressure of the clutch push rod fungus

Figure 6-68: Pressure plate Figure 6-69: Compression springs installed

Figure 6-70: Compression springs installed

Figure 6-71: Clutch mounted

104




6.4 Mounting HOUSING COVER OF RIGHTS

The right side engine cover is the oil pump from the engine oil the oil sump in the lower-Motorgehäu seteil sucks, with one in the direction of Oil flow downstream from the oil pump arranged netem oil filters made of brass mesh, so- Like the engine, the tachometer. The drive of the oil pump via a cylindrical gear from the crankshaft , while the Drehzahlmesseran- driven by a worm drive of the oil pump is.

the right side engine cover, is Here is a paper seal design provided with a thickness of 0.5 mm.

Since the friction from the right Engine side covers covert coupling ment are wearing parts, which, without who-changed-consuming disassembly the can should be the right motor-side tendeckel easily - without tearing the paper seals - dismantling be. When changing the friction of

Figure 6-72: Right side engine cover on

Due to the intervention of the front wheels and guided by the sealing surface of the oil channel is an exact positioning of the right side engine cover necessary ensured by the fitting sleeves is.

Since the engine oil - unlike the Sealing surface between the upper and lower rem motor housing part - even with stand- the motor constantly on the sealing surface

Clutch, the engine oil in the engine that remain when the motorcycle an inclined position to the left brings. If the engine oil remain in the engine, However, in no case may the remains of a possibly torn seal of the Sealing surfaces must be scraped off, get into the oil.

105




You can prevent tearing of the Seal with a "Dichtungsverbesse- rer "e.g. the blue Hylomar, with However - if this is not true is applied - runs the risk that oil clogged channels.

Before sealing the buffed surfaces with Hylomar should definitely be- first check if the housing halves without Force close - if not the case, you have the proper fit Check all the parts again.

Properly applied, the sealant by the sealing surfaces with Bremsenrei- be thoroughly cleaned niger. Then the sealing means with the Fingerkup- pe brushed thinly and evenly and distributed.

On the inside of the excess must be Sealant before assembly of the motor-side tendeckels be carefully removed.

Once you have verified that the engine side cover without tension fits-all screws evenly dressed regularly and crosswise. In the origi- international workshop manual is on this one Specified torque of 20 Nm, when the "tightening by feel" with an- Allen NEM exceeded slightly is, the thread in the upper and lower engine housing section on motors, repaired on which was often already are damaged.

A repair of a damaged Ge- especially when the wind is threaded de-at the lower engine housing section half of the kick starter shaft difficult.

With enough undamaged sealing surfaces for sealing a pressure which is reach with Phillips screws can be completely out. Not only those who Lays emphasis on originality should perhaps an earlier-often vorgenom mene "improvement" - the retooling on Allen - undoing- . Chen

Damaged sealing surfaces using al- lerdings a higher pressure to Do not seal off. Here a just Reworking of the sealing surfaces with suitable suitable means such as grinding or Appropriate use of sealants, the fill minor irregularities.

106




The sealant must under any circumstances - particularly in the vicinity of the oil passages - to be applied thicker than seen in the pictures.

Figure 6-73: Liquid seal Figure 6-74: Liquid seal

Figure 6-75: Right side engine cover on Figure 6-76: Right side engine cover on

Caution: Do not forget passport sleeves!

107




6.5 Mounting the clutch push rod

AND THE DRIVE PINION

The clutch push rod transmits a pushing motion of a station- is stationary component - the Kupplungsschne- Bridge - the pressure on the mushroom clutch when rotating component. There are one-and two-piece clutch pressure rods, which is at the two-part time dealing with the original spare parts. If one uses the two-part couplings ment push rod, then first an

Ball (diameter 8 mm) by the seal of the Clutch push rod (arrow mark on image 6-77) pushed. Then the longer part of the two-part coupling push rod and then nachgeschoben again a sphere. Comes as the last shorter part of the clutch push rod.

The mounting of the drive pinion required hundred some care. The pinion has to as far as the teeth of the gear-

Figure 6-77: Clutch push rod insert Figure 6-78: Sprocket mount

Figure 6-79: Sprocket mount Figure 6-80: Locking plate used

108




output shaft can slide that Teeth protrude a bit, as to see in the picture 6-79.

Even when mounting the backup plate must be on the right seat eighth (Figure 6-80).

Is 6-81 and 6-82 in the pictures shown is how the mother is mounted so, that their union over the teeth of the Gearbox output shaft engages. For Ge-

genhalten when tightening the courage- ter (100 - 120 Nm) using a one Tool, as described in "tools" described (Figure 6-83). By no means one should, as in some manuals Described to block the pinion, in- this one it means the chain with the Clutch pushrod stuck.

Finally the locking plate, as to see in the picture 6-84, bent over.

The locking plate can not move when tightening the nut.

Figure 6-81: Pinion nut Figure 6-82: Pinion nut installed properly

Figure 6-83: Pinion nut Figure 6-84: Locking plate bend

109




6.6 Mounting the alternator

The generator consists of two Parts, the rotor on the left Crankshaft stub with a washer benfeder twist and with a Nut with fine thread attached axially and is the stator with the Ge- housing is screwed. First, the disc spring into the groove of the crank- wave blunt inserted (pictures 6-85 and 6-86).

Then the rotor is placed, followed of a lock washer and nut (Figures 6-87 and 6-88). Before the mother assembled, there is some liquid Threadlocker to the threads the crankshaft stump (Figure 6-89).

Since one of the rotor when tightening the Mother can hold bad, different- it turns to tighten the nut at best an impact wrench, as to see in the picture 6-91.

If the rotor is mounted, the stator put on. Here, care is taken that a Passtift in the motor housing in a designated gap of the Sta- torgehäuses intervenes (Figures 6-92 and 6 - 93).

Then the pipe is laid, how to to see the pictures 6-94 to 6-96, with the last slide of Sekundärket- te is installed (Figure 6-96).

Figure 6-85: Rotor for disc spring into the groove in left crankshaft stump use

Figure 6-86: Rotor with groove set up to Woodruff

110




Figure 6-87: Rotor with groove set up on a stretcher

Figure 6-88: Rotor with spring washer and nut

Figure 6-89: Apply liquid gasket Figure 6-90: Mother begin

Figure 6-91: Tighten the nut Figure 6-92: Put stator

111




Figure 6-93: Ensure dowel pin Figure 6-94: Grommet

Figure 6-95: Route cable properly Figure 6-96: Kettengleitschiene mount

112




6.7 INSTALLING THE PISTON AND CYLINDER

The assembly of pistons and cylinders is much easier if the This engine - such as the following To see pictures - turn the page can.

To assemble the piston and cylinder No special tools like a Piston ring pliers, a piston ring tension band is necessary. With some skill, read- mon-sen, the piston rings by hand pets and the piston in the cylinder liners

. introduce The thrust of the piston rings to be offset with respect to approximately 120 °.

The pistons are far in the run- jacks inserted, the hole for the piston pin free (still images 6-99 to 6-101). Before the cylinder bank with the already partially in the run- jacks pushed the piston to the Motor housing is mounted, you put nor the bottom seal on (Picture 6-98) and assembled, the seals of liners

Figure 6-97: Motor to turn the page Figure 6-98: Secure chain, hang Cylinder

113




(6-100 and 6-101 images). The sealing rings before placing the cylinder blocks pressed into the groove (Figure 6-100 and 6-101).

Then the motor on the side of GE turns and the first cylinder bank on the studs delayed (Fig. 6-104). The timing chain is it with a wire and secured by the Timing chain shaft of the cylinder bank drawn.

The connecting rod with the bore holes conditions for the piston pin to cover made and carried out the piston pin postponed. For this purpose, it may be necessary to heat the flask, so that increasing, and the Kolbenbol- zen can easily insert.

If the piston pin is fully- deferred, to the outsider th the piston located Sicherungsrin- GE installed.

If possible, this new Si- cherungsringe be used.

Even when mounting the backup rings, it is advantageous if the engine located on the page because the Sicherungsrin- GE will not fall into the crankcase can.

If the cylinder bank on the up-Fußdich device is lowered, the front clamping rail aligned. The long end of the Clamping rail is down. The Pistons are in the OT position closed applied (Figs. 6-109 and 6-110). and Ends of the control chain to the front and and laid back - for example with wire - ge- secures.

Now the cylinder head mounted be.

If possible, a new snap ring are related

Figure 6-99: Piston liners in use, at arrow (front) eighth

Figure 6-100: Sealing rings raise, Insert the piston pin from the outside

114




Sealing rings prior to installation of the cylinder block press in the groove.

Figure 6-101: Timing chain tensioning rail mount, Align the timing chain assembly after

Figure 6-102: rear timing chain tensioning rail mount

Figure 6-103: front timing chain tensioning rail mount

Figure 6-104: Slide cylinder on studs

Figure 6-105: Piston connecting rod insert in Figure 6-106: Piston pin and introduce secure

115




Align the front clamping rail and mounted chain tensioning before mounting the cylinder head cover and check again. The long end of the clamping rail is down.

Figure 6-107: Piston pin and introduce secure (detail) Figure 6-108: Timing chain by chain drag chute

Figure 6-109: Timing chain by chain drag chute and secure

Figure 6-110: Push down the cylinder

116




6.8 Mounting the cylinder head

AND THE CAMSHAFT

To assemble the cylinder head and The camshaft is directed to the engine back on. The cylinder head was de- installed, you need to mount the Valves, a commercially available valve spring presse (6-119 to 6-121 pictures), how to them as spare parts and accessories dealers buy for 50 € or a friendly garage rent can.

If required, the Ventilführun- new valve stem seals on gene- set (Figure 6-117). This is recommended always looking for a longer maturity, after the removal of oil or coal even a not-grinding of the valves was necessary. The valve stem seals can only be with removed engine . change

Figure 6-111: Install valves, opposite orientation of the valve springs

117




2

Second OUTER SPRING Third INNER SPRING 4th INTAKE 5th OUTLET 6th Coiling (FROM TOP TO BOTTOM)

2

3 3

4 Figure 6-112: Orientation of the valve springs

6 5

Figure 6-113: Timing chain secure Figure 6-114: Crankshaft in TDC position to bring

Figure 6-115: Cylinder head gasket Figure 6-116: Cylinder head preparation

118




Figure 6-117: Put valve stem seal Figure 6-118: Valves used

Figure 6-119: Mount valve wedges Figure 6-120: Mount valve wedges

Figure 6-121: Mount valve wedges Figure 6-122: Valves assembled

119




Figure 6-123: Assembled valve Figure 6-124: Cylinder head ready to Installation of camshaft

Figure 6-125: Install spark plugs, so nothing in the combustion chambers is

Figure 6-126: Replace camshaft

Figure 6-127: Replace camshaft Figure 6-128: Cylinder block harness, the timing chain is usually too short to close it

120




6.9 riveting the TIMING CHAIN

Basically, there are already different- riveted in front timing chain and the insertion gene of the crankshaft to the gear and put together with the crankshaft mount.

The camshaft must be before the Chain tensioners are fitted. It is the camshaft under the lifted- surrounded timing chain through it.

Figure 6-129: TDC mark of the camshaft must perpendicular stand

Figure 6-130: Chain lock

Figure 6-131: Chain lock - left rivet riveted already Figure 6-132: Chain lock - left rivet riveted already

Figure 6-133: Timing chain rivet Figure 6-134: Timing chain rivet

121




6:10 MONTAGE OF HEAD COVER

Figure 6-135: Ready riveted timing chain Figure 6-136: Camshaft bearings in inner position fix

The camshaft bearings must be in located far inside as possible Position is. This is achieved, by means of a Ge-bearing threaded rod and two hex nuts contracts, while the cylinder- head cover and cylinder-mounted head bolts are tightened. To take an M 12 threaded rod, how it can be bought at the hardware store. The nuts for tightening the Bearings should not be tightened too much who- the, damaged one of the camshaft bearing. It's all about the La- ger to fix in the innermost position, not about the camps against each other . tension Therefore, one should also Threaded rod M12 and no thinner , because that would take too elastic.

The cylinder head bolts must - As with the dismantling - in the order sequence as shown in Figure 6-140, be tightened. In principle, by attracted inside to the outside, to- only the - stable - M 10 x 1.5 nuts be tightened and then the M 8 Screws.

Before the housing for the centrifugal regulator and the breaker plate are installed, check if the no- ckenwellenlager deep enough in the case the cylinder head are positioned. To this end we measure with calipers with depth to the distance between the yellow arrows on the screen 6-138 -marked "A" and "B". To the determined amount is added to the Thickness of a paper seal of approximately 0.5 mm.

122




Figure 6-137: Cylinder head cover on, oil riser mount

The result must be greater than the Distance between the green with the Arrow-marked "a" and "b" in Figure 6-139, the one on the same type using a caliper with tie- fenmaß measures.

If the distance between the surfaces "A" and "B" is not greater than the distance between the surfaces "a" and "b", so is not pressed, the paper seal but the area "a" is pressed onto the surfaces,

che "A" if the mounting screws be tightened. Between the surfaces- Chen, "b" and "B" is then a gap, the correct seal is prevented. If the mounting screws to attracting fixed, it can lead to damage how come within the Kreismar- marking on image to see 6-139. For the the screw head countersunk area then breaks out of the case, as in Detail in the images 6-141 and 6-142 to see.

a

b

A B

Figure 6-138: Measure the distance between the surfaces Figure 6-139: Measure the distance between the surfaces

123




The cylinder head bolts must be tightened in order.

Tightening 1-8:35 Nm 9, 10 and 12-15: 20 Nm 11:10 Nm

Figure 6-140: Tightening Torques and

Figure 6-141: In Torn housing in the area of Reduction of the mounting screw due to an assembly error

Figure 6-142: In Torn housing in the area of Reduction of the mounting screw due to an assembly error

124




6:11 STEUERKETT Purely relax INSTALL

The clamping mechanism during mass production changed so that it - as far as the counterattack of the bolt concerns - different versions the clamping mechanism is where the Operation is the same. It is also not excluded that for example damper plate is not an intended was installed, or that the spring has set the time. The description advertising in the original workshop manual, after which the pin within the clamp- mechanism is flush with the end face- surface should be of the hexagon, as in the circular mark on image to 6-146 see, therefore, only an approximate value be. Better yet, the timing chain by Retract the bolt to tighten,

while at the same time with a Fin- gerkuppe the end of the stylus touches. When the pen is pulsating slightly, is the timing chain correctly tensioned.

In particular, a too tight Timing chain can cause damage. If in doubt you should here rather feel abandoned when the Steuerket- te to tighten too tightly.

To adjust the tension on the six- edge should be a short-Maulschlüs sel or the use of hexagonal Hand turn. With one long ring key you have enough sense and runs the risk of the timing chain is too tight to . tension

Figure 6-144: Timing chain tensioner mount Figure 6-143: Timing chain tensioner mount

Figure 6-145: Timing chain tensioner mount Figure 6-146: Timing chain tension

125




6:12 ANZIEHMOME NTE

This table contains the Anziehmomen- te, thread dimensions and key selweiten for the glands of the Motors and major screw- descriptions of the chassis.

The key sizes are approximate partly because the factory screws and Nuts with deviating from the norm the sizes were used. It will be M 8 bolts with key

selweite 12 and 13 mm found. Even with the M 10 x 1.25 bolts are key selweiten possible of 14 and 17 mm.

The torque wrench may partially are not exceeded, in order to Operating forces transmitted to be able, in part they may not be be exceeded to threaded blind- holes in the motor housing to non-damaged . competent

Engine

Type

Cylinder head Cylinder head cover Cylinder head Cylinder head cover

Spark plug Alternator rotor Mother, stator

Valve lash adjuster Cover timing chain tensioner Oil pump cover

Ölfiltersiebdeckel Oil Drain Plug Oil Filters

Mother Cylinder Head screw Mother Nut Cylinder Head screw

Screw Screw Screw

Kreuschl.

Cross recess.

12 od.13

Nut Screw Screw Nut Nut

Key wide

Thread

M 10 x 1.25 M8 M6 M6 M8 M 14 x 1.25 M 12 x 1.25 M6

M 8 x 1.00 M 18 x 1.5 M6

M6 M 30 x 1.5 M 16 x 1.5

Anziehmo- torque [Nm]

37 21 9 9

13 20 38 9

27 21 10

10 42 9

126




Type

Oil riser

Exhaust flange Kick starter clamp screw Primärabtriebsrad Coupling Drive sprocket Gear lever Idle switch upper engine mount

Pipe fitting ambient Nut Screw Mother Mother Mother Screw 12 mm Screw and Mother

Screw and Mother

Screw and Mother

Screw and Mother

Key wide

Thread

M 10 x1, 25


21

13 20 90 80

100-120 10 13 18

30 46

41

46

14 or 17 M 10 x 1.25 M8 M 14 x 1 M 18 x 1.00 M 22 x 1.5 M6 M 22 x 1.5 M8

M 10 x 1.25 front motor mount

rear motor mount

lower-back Motorbefes confirmation

M 10 x 1.25

M 10 x 1.25

M 10 x 1.25

Chassis

Type

lower motor mount

Vorderad (axle) Front fork and axle terminal shell

upper fork bridge and Standpipe

Shock absorbers, upper Shock absorbers, below Rear wheel (axle)

Screw and Mother

Castellated nut Sicherungsmut- ter Mother

Nut Screw Castellated nut

12 or 13

Key wide

Thread

M 10 x 1.25

M 14 x 1.5 M8

M8

M 10 x 1.25 M 10 x 1.25 M 18 x 1.5


52

107 14

10

52 52

190

127



7th Typical damage

7th TYPICAL DAMAGE

S chäden on engine and transmission tre- th the result of normal wear Operation, or through lack of maintenance or improper operation.

All bearings as the bearings of the crank- wave, the camshaft and the Ge- gear shafts as well as the subject Tooth flanks of the gears, the

Pistons and cylinder liners to cer- sem wear, even at the regular ger service can not be prevented.

Except for worn gears, by - not unlimited Ver- addition of standing - Genuine Parts replaced hurdles, the XS does 650 - Engine work up several times.

Figure 7-1: Sliding surfaces of the timing chain tensioning rail

Figure 7-2: enlarged view of the sliding surfaces Figure 7-3: Spherical cap of the pressure bar the timing chain tensioner

128



7th Typical damage

7.1 Engine

7.1.1 CRANKSHAFT

The main and rod bearings, the crank- subject to wave in the normal operation to constant wear. Exceeds the wear in the original factory- service manual limits specified The bearings are replaced. In the origi- tional Workshop Manual (pages 155 and 156) is also described as the Ver- measure is to wear. As the crankshaft pressed together from individual parts is this can be, as the crank pin and the crank arms against each other twisting.

The crankshaft may only sums be repaired, as this Usually a se in engine rebuilders are available. In the chapters in which the disassembly and assembly of Motor is presented, is limited Therefore, the description of the training and Installation of the crankshaft.

7.1.2 PISTONS

Also on the description of damage which, as they occur to the piston can be dispensed with at this point, because it does not solely with the XS 650 - Occurring motor, this motor-ty scopic damage there. Worn or should not simply destroyed piston exchanged with oversize pistons are- the. You should first after the damage denursache looking for it next normal wear multiple causes can give. Are not the causes parked, the same damage short term to the oversize pistons . occur

Information with illustrations typical shear piston damage and the description advertising of its cause can be found at the Web sites and in publications of Piston manufacturers.

Figure 7-4: Wear of sliding surfaces in the image detail Figure 7-5: Wear of sliding surfaces in the image detail

129



7th Typical damage

7.1.3 VALVE TRAIN, TIMING CHAIN, SPAN RAILS

In the Figure 7-1, the front and rear Kettengleitschiene in heavily worn state shown.

Figures 7-2 and 7-3 show the Wear pattern in detail. The figure 7-3 shows that on the back of the back- Teren timing chain tensioning rail in front- existing spherical cap, in which the tax erkettenspanner intervenes. Excessive Wear on the cam chain tensioning and seemed to control the chain itself occurs both in bulk and to contribute to tightened control chain.

A stretched timing chain tends to loose for striking, while a very low-to stretched timing chain to large forces the sliding surfaces of the slide rails and The ball joint exercises, leading to similar Chen claims resulting images, as in the See Figures 7-1 to 7-5.

7.1.4 CAMSHAFT

Damage to the camshaft by lack of oil or a too large adjusted valve clearance, with last teres by excessive Geräuschent- development and makes it noticeable in the Rule is set correctly before a Damage occurs.

Figures on a 7-6 to 7-9 Camshaft to see whose cams due to lack of oil from excessive Heat generation have been run. The corresponding sliding surfaces of a Rocker arm is in the pictures 7-10 and 7-11 mapped.

Figure 7-6: Camshaft with oil due to lack worn cam.

Figure 7-7: Camshaft with oil due to lack worn out cams

130



7th Typical damage

7.1.5 VALVES

Caused by damage to valves too much or too little valve clearance. Operates the valve in the valve seat one, is the valve clearance of small and the valve does not close properly. The valve seat to "burn" through the not over-closing valve flowing hot combustion gases.

First is a less problematic too much valve clearance, which is why the Ven- tilspiel often slightly larger than the predetermined value is set. A makes too much valve clearance by

Noticeable noise, while while they play only a small valve to noticed when damage occurred is.

One major drawback to valve clearance is addition to a low power loss (Because the valve does not go far enough opens), the rocker with the A- ing screw later after a larger Ren idle stroke - and thus faster - On the face of the valve stem meets. It works in the setting screw (Figure 7-13) in the end face- surface of the valve stem (Figure 7-12) one.

Figure 7-8: Worn cam in detail Figure 7-9: Worn cam in detail

Figure 7-10: Associated sliding surface of a rocker arm Figure 7-11: Associated sliding surface of a rocker arm

131



7th Typical damage

Figure 7-12: Face of the valve stem Figure 7-13: Associated surface of the screw

7.2 COUPLING

To the vibrations of the engine of the Tooth flanks of the gear wheels to iso- lier, the torque of the Mon- tors by a rigid connection transmitted to the clutch, but about six on the back of the clutch cally in treatment arranged "Cush- "springs to the secondary of the primary drifted with the outer clutch basket . link This means that the Fe- dren under load - with increasing rotation are compressed - moment

Rivet

and again at discharge expan- . NEN Both the springs and their Runs in the clutch basket for this charge is not selected properly, so that break the springs and in the Clutch basket to incorporate.

Figure 7-14 shows the inner part of the Clutch basket with attached tooth- rad of the primary drive and the mapping 7-15, the outer part of the clutch basket mined from the back with jerk . damper springs In the illustrations 7-16 and 7-17 are a broken Shock absorber spring and the associated

Rivet drilled

Figure 7-14: with the primary drive gear mounted Figure 7-15: Back of the clutch basket with degraded shock absorber springs

132



7th Typical damage

Figure 7-16: Broken damper spring Figure 7-17: Depression for shock absorber spring with inlet tracks

Deepening of the outer part in the clutch basket, in which the spring is already- works has shown.

Springs with a larger wire diameter bring this situation, however, have different- reinforced shock absorber springs and a GE- ring protection effect for the transmission.

Both the friction plates as the interposed plate washers are working with their edges in the respective grooves of the inner and An outer part of the clutch basket. The Figures 7-18 and 7-19 show the Imprints of plate glass in the Nu- th of the inner part of the clutch basket.

In the illustrations are 7-20 and 7-21 the grooves of the outer part of the clutch basket with the imprints of the edges of Clutch shown. Off- Figure 7-22 shows a Detailvergröße- tion of the prints.

Reworking is not normally necessary because the clutch despite the ex- pressures still separates, which only slightly slower is because of the cones Clutch discs on the prints must not slip. They should each but deliberately turn slowly, so the clutch when changing gears also is completely separated, otherwise compo- le of the gear are damaged.

Figure 7-18: Inner clutch basket with Prints the sheet metal discs

Figure 7-19: Inner clutch basket with imprints of Metal discs (enlarged detail)

133



7th Typical damage

Figure 7-20: Grooves of the outer clutch basket Figure 7-21: Impressions of the friction in the grooves the outer clutch basket

7.3 TRANSMISSION The gearbox and the Schaltmechanis- mus damage due to wear and occur due to incorrect operation.

Gearbox output shaft noticed that showed significant game. The extent to which defective bearings pitting the beneficiaries CONFIRMS has is not to assess at present.

7.3.1.2 CONTROL MOUTH

The worn teeth shift clutches of the of the fourth gear wheel (fig. 7-26) and the well worn edges of the Nu- th in the gear of first gear mach- th through the loud rattling noticeable first gear so that the first- te response was no longer usable. The Areas where the puck still wear are greatly reduced, so that a Such damage to progress quickly is. Gear wheels on their Schaltklau- s or its counterpart, the grooves, already wear is visible, should no longer be used, as well The shift forks affected pulled- are gene.

Since the switching claws out of the grooves he- slip out - so to speak, skip - Looks at the "skip" a power

7.3.1 GEARS

When the gears appear to damage the tooth flanks, on which interference suppression- hen you out with any of the oil quality Influence can take, and Worn- due to th shift dogs is that too fast and not fully permanently separate clutch switch was.

7.3.1.1 tooth flank

Figures 7-23 and 7-24 show Tooth flanks of a gear with a mileage of about 260,000 to 270,000 km with heavy pitting on the tooth flanks. The pitting was the change of the ball bearing

134



7th Typical damage

Figure 7-22: Impressions of the friction in the grooves of the outer clutch basket (enlarged detail)

Figure 7-23: Pitting on the tooth flanks Figure 7-24: Pitting on the tooth flanks

Figure 7-25: Gear of first gear on the transmission output shaft

Figure 7-26: Gear of the fourth gear on the transmission output shaft

135



7th Typical damage



on the shift forks, the Getrieberä- on the transmission of waves back and forth- . Slide

7.3.1.3 THE GROOVE FORKS

The gear wheels are of the Turn selector forks for the individual NEN passages in the axial direction on the Transmission shafts moved. They have circumferential grooves in the Schaltga- Belnem intervene. Figure 7-27 shows the Gear of the fourth gear on the Ge- gearbox output shaft, which Schaltklau- s can be seen on the Figure 7-26.

The force that through the "Skip" Claw of the switch has caused, at the shift forks and circulate in the the grooves caused an abrasion, the shown in detail in the Figure 7-28 is.

7.3.2 FORKS

A similar material to abrasion, the circumferential grooves also arises at the ends of the shift forks, which in engage the circumferential grooves. The Consequence is that the end of the shift fork is narrower, while the circumferential concerned grooves widen.

Figure 7-29: Shift forks Figure 7-30: Shift fork for shifting the first Ganges with material abrasion on the ends

136



7th Typical damage

Figure 7-31: Oil filter with filter eingerissenem.

The shift dogs are not thus far enough into the correspond- the slots of the mating gear pushed so that the area needed to power trans- tion is available, little is and thus rounding off the edges of the Shift dogs is accompanied, as on the ex- Figure 7-26 in advanced stages, to see.

An appearance of the shift fork for switching times of the first passage, as the ex- 7-29 and 7-30 formations documented is another consequence. Shift forks, the at the ends of an incipient Ver- wear should have, at no Case be used, although there- first with a perfect switch will be possible. But because the switching steal no longer able to bear right since this is not far enough into the Project into the grooves of the opposite wheel, so that a sufficiently large area for Power transmission is available, it is premature to the here-documented oriented type of damage occur.

7.4 OIL CIRCUIT

7.4.1 OIL FILTER

The filter screen of the original oil filter which is at the lowest point of the Mon- torgehäuses below the crankshaft is a tendency, after a short tongue useful life to tearing, as this shown on the Figure 7-31 is. It there is the possibility of such oil filter repair and by attaching to prevent a baffle that the filter material to tear again. To recom- is missing, however, such a repair Nevertheless, since the filter material to is a coarse mesh to fine metal particles cles, especially during the rolling of the Teeth of the gears caused so effectively filter out that this oil pump can not hurt.

137



7th Typical damage

There are internal filter paper offered, the filter cartridge out- can be exchanged. The disadvantage here is that the filter changes the Sumpffil- circuit boards must be dismantled. Then is there a conversion to a außenlie- following filter cartridge, such as those for car Engines is common. Here, however, the limited ground clearance.

The Disadvantage instead of a paper filter the original screen filter is its A- point of installation on the suction side of the oil pump.

A paper filter is usually the pressure side of the oil pump is installed, because of this, if it becomes clogged, torn, so that the oil supply to the motor - If unfiltered - still is. Clogged the filter paper on the Suction side of the pump, the pump can no oil suck more and a motor- harm is the inevitable consequence.

The subsequent installation of a Papierfil- age instead of the strainer has the advantage that the oil is filtered better, but the

Disadvantage that a lack of maintenance through a clogged filter, an oil shortage can happen to the engine failure will result.

7.4.2 OIL PUMP

Figure 7-32 is on a much different- CLOSE outer rotor to see. The Oil pump worn by metal debris, which is not filtered from the oil filter. Promotes with increasing wear the oil pump less and less oil, which again increased wear on other Components of the engine and transmission has more abrasion result.

Looks at the figures 7-34 and 7-35 to an outer rotor with a Crack that is not filtered by a Foreign body was created.

0.03 to 0.9 mm

0.03 to 0.9 mm

Figure 7-32: Outer rotor of oil pump Figure 7-33: Wear dimensions of the outer rotor

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Figure 7-34: Outer part of the oil pump with crack Figure 7-35: Outer part of the oil pump with a plan (details)

7.5 RUNNING

If the engine back together- is expanding and valves and ignition-like are the set, this can be in the Frame can be installed.

Before the engine for the first time starts, you should convince them- gene that is how the oil system, with a complete test at mounted engine is not possible.

You can convince yourself that The oil pump is working at all, by one on each side a Ventilde- remove lid and unscrewed Spark the kick starter is actuated. After some time in the cylinder head must Oil arrive - but you need to have some patience and long history nug kick.

Through the insertion of a new motor or an engine that was overhauled There are many opinions.

Modern engines need no more be retracted - that's because that with modern production methods better surface quality at low Tolerances can be produced make it no longer necessary that successive abrasive surfaces to familiarize themselves with each other.

When the XS 650 engine caused by an overhaul of the engine le- merely in its liners be re- worked surfaces on the Lateral surface of the piston to incorporate have. Have new oversize pistons ingrained, it is not an exaggerated Caution when in the first period - Approximately at a distance of 500 km - The engine is not the full power-off required.

However, were only parts of the Transmission or storage switch, is a "Retraction" is not necessary.

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8th ELECTRICAL

8.1 SIMPLIFIED DIAGRAM

Electrical ie, the XS-650 is relatively consuming and the wiring diagrams in Workshop manuals for those the non-trained car mechanic or electrician, is confusing and difficult to read. There are many functions and components available, which can not required. The wiring harness is thereby consuming and confusing. Also, the susceptibility increases, because where there are many cables, the probability probability that one durchscheuert and leads to a short circuit or a leakage current of the battery at unloads the vehicle, simply larger, even if the concerned the circuit does not need.

D the individual components are described and how to check this. It was I put great value on me possible comprehensible as possible auszudrü- bridges and technical terms to dispense th, even if this is not always may be correct.

For clarity I have the diagram into two areas, the "Charging circuit" (Figure 8-7) and the "Consumer power" (Figure 8-6) be- shares and also shown separately. The "Charging circuit" I have, also what the Cable colors are concerned, in the original-burdened . sen In the "consumer power" chose I, on the basis of the original, for Ground lines and the color black switched plus brown for the color. In the diagram are described here very few existing lines the, so that even with less-Ka belfarben manages, different than I do here- have used. To better understand the schematics describe, I have the Schematics shown in color. When I So talk of a blue cable is herewith a blue line in the schematic meant.

On the following pages I have a simplified electrical described the I've also installed Sun These develop- holds only the functions you for driving on public roads un- conditionally required. The triggers that here described their own electronic systems during Mon- Torrades is installed, in many cases be a problem in the present. I have, therefore, following the loading description of the function diagrams

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8.1.1 CONSUMER CIRCUIT

To the leads as short as pos- th, I had the ignition switch under the Right side cover mounted (Fig. 8-1). I used the original here Ignition switch, but it also works on every- more, if there are three connections with three Has key positions. In position 1 is the key and pull it there is no connection between the Connections are in the position 2 An- one circuit and two interconnected- stopped in the position of the three ports one, two and three.

When Originalzündschloss is at port 1, a red wire (from the Coming battery), two at port 2

brown wire (switched battery) and on Terminal 3 is a blue wire (running lights).

To avoid a short circuit at one Consumers in the original diagram blow fuse can only and you can continue only if the error is corrected, I have one Fuse box (Cat. No. 84 Conrad 05 64-33) under the left side cover installed (Figure 8-2). Of the six pre- 5 existing backups beno- CONFIRMS.

A brown cable from the two is with the fuses in the fuse 2-6 connected fuse box, the blue wire connection with one of the backup

Figure 8-1: Ignition offset

The ignition switch is located on a bracket under the right side cover. Thus the Lead from the battery and connect to the fuse box in the right side cover possible kept short.

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Figure 8-2: Fuse box for fuses

Behind the left side cover is located between the regulator and air filter with a fuse box 6 slots for fuses. Conrad Order No. 84 05 64-33

First In the first position of the key Thus, all consumers and Ignition off, in the opinion ment, the two additional driving lights.

Fuse 1: driving lights, Characteristic color blue

The blue wire from the ignition (An- circuit is three) and one for backup then on to Umblendschalter in the switch unit on the left handlebar. Proceeds from there a blue / green Ka- and a lever for Abblendlichtglühlampe blue / yellow light bulb to driving. The Terminals of both bulbs are on Diodes (Conrad Best.Nr 15 28 97-33) for Parking light bulb in the main bill- headlight and instrument lighting- 'connected device. Another blue-Ka cable leads directly to one of the backup Taillight.

Fuse 2: Ignition, Characteristic color gray

The gray cable runs from the fuse tion 2 directly connecting to each one the two coils. On the other- circuit of the ignition coil is then each contact pair behind the Chrome cover on the left camshaft lenseite connected. The contact pair, that is located right on the base plate be- found and marked with "R", is for the right ignition coil and the right cylinder charge, the contact Some of the auxiliary base ("L") for the left side.

Assurance 3: brake lights, Characteristic color yellow

A yellow cable connects the fuse 3 with the two brake light switches and then continues to brake light in the rear light.

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two diodes

Figure 8-3: Cable to the parking lights with diodes

The parking light bulb receives power from your two diodes (Conrad Best.Nr 15 28 97-33), it concludes with the Leads for driving and passing beam combining. At the terminal of the parking light bulb you must connect the Instrument lights on (in the photo to not recognize).

Fuse 4: flasher, Characteristic colors gray / black, red, green

From the fuse 4 is a gray / black cable to a terminal of the Flasher unit and the second terminal further to the turn signal switch in the circuit subunit on the left handlebar. Different from here- each one is gray / red and a grau/grü- nes cable to the right indicators and left side of the vehicle.

Fuse 5: horn, Characteristic pink color

A pink-colored cable connects the Si ance with the five horn button in the Unit switch settings on the left-hand drive de. From there it goes to the horn.

The fuse 6 remains free.

For security reasons, it can also be useful to the parking light bulb separately secure, so that other Ver- road users to remain recognizable when

the fuse for the headlights through- is burning. It then places the blue wire from the ignition switch in addition to the free- consistent backup and performs from here from one cable to the parking light bulb. Then you can be sure that for visible to other road users remains when the fuse for the driving- light burns out.

Also, a warning light for the turn signals, you just like the parking light bulb followed by two diodes appear sense to me, so that no one forgets the turn signal switch off again.

What I described to this point have is the least that one need CONFIRMS. The installation should not diffi- cause difficulties. It can help be, if one imagines the cable are water lines and switches Stopcocks, just as the water better

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flows through a fat pipe to flow, even the flow better through a thick cable. Anyone who has ever seen a house in De- ckenleuchte should be installed so that . cope Lay the cable in- mer from the backup in the Backup to the switch box and from there to Load (light bulb, a horn). Last everything wrapped with fabric tape of scotch. It does not necessarily pro- professionally made, but in any case no worse than in the mass- confirmation Bougierrohr used.

8.1.2 LOAD CIRCUIT

During the load circuit quite easy to understand, is If one imagines the cable is- s water lines and switches Stopcocks, one comes with this Compared with the charging circuit is not really on. The charging circuit according to the diagram on this page should be no problem to install. However, the function of the components to , you must check out with this issue- each set. For details in From- section 8.2.

Umblendschalter Horn The right switch unit on the Len- ker n maybe more is needed. The Switch, originally developed by Flasher is designed, operated Now the horn. A blind plug closes the hole for the ur- originally horn button.

Indicator

Figure 8-4: left switch unit with a new assignment

The vacant fuse 6 I A voltmeter connected to the the charge state of the battery- shows, and whether the ignition is is switched on,

Figure 8-5: Instruments with voltmeter

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1 2 3 4 5 6

Figure 8-6: Load circuit

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6 5 4 3 2 1

Figure 8-7: Charging circuit

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8.2. FUNCTION OF COMPONENTS

CHARGING CIRCUIT

Electrical malfunctions are expressed in the often in such a way that the battery often "empty". There may several re giving reasons. At first base, the battery is quite old and has be replaced, I do not want to continue . enter If, when standing The motor vehicle light switches, and it after a minute or two already marked- Lich is darker, should a new Buy battery.

That the battery is not correctly loaded the will, but there are two reasons:

There are too many consumers there, the Battery is discharged, which means that the battery if higher current is removed, as deliver him to the "light engine" in the Situation is. According to our factory specification provides light- machine a current of 11 amps at a voltage of 14 volts at 2000 U / min of the engine. 14 volts are necessary necessary, since the charging voltage is slightly higher must exceed the battery voltage. 55/60 watt H4 bulb through a flows in the headlights turned on- a stream of running lights 55 watts - divided by 12 volts equal 4.6 amps. Added back light, Ignition, turn signals with two times 21 watts (Equivalent to 3.5 amps) and brake light

again with 21 watts. So if in an- NEM motorcycle that much traffic in the city moving with stop-and-go traffic, the battery is often empty, so is this not a defect but is due to the "light engine" of the XS 650 with the Requirements of today's road traffic traffic is simply overwhelmed.

In the seventies it was the pros- written yet, during the day with built-in to go off beam, and H4 was light was also not standard, but with 40/45 watt bulbs for High and low beams.

The question of the not yet 100-watt incandescent unnecessary legal thus certainly.

Old wiring harnesses tend that the Insulation becomes brittle, especially when wet can be very small short- circuit currents, which flow to secure not to "burn out" position, but the battery is discharged with the time.

Can the previously mentioned Green- de for a common "low battery" out- close, so you should use the Error the components of the "charging circuit" . looking To examine the components useful- to Fen, one should be with their Function deal.

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8.2.1 THE LIGHT MACHINE

First, a few physical Grundla- gen:

If one applies an electrical conductor a voltage (battery) and brings him in a magnetic field (horseshoe magnet, Fig 8-8), so he must be a cer- sen to hold power, or he moves out from the magnetic field (the principle the electric motor). If an electrical shear head (a piece of copper wire) a certain force through a magnetic field (horseshoe magnet) is moved, flowing him in a stream (the principle of "light- machine ").

The current direction changes, depending on whether on whether the conductor in the magnetic field moves in or out. Natural Lich can not only be a single

Figure 8-8: Induction

Head, but several conductor loops a "Coil" by the magnetic field move- The claim that arises, however, always a roller- current, in Figure 8-9 as the clarified- light, as more loops in the wire Magnetic field inside and out again be moved.

Figure 8-9: Induction (Source: Bosch)

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Figure 8-10: Induction (Source: Bosch)

If one moves through the magnetic field does not a single winding, but three, the offset by 120 ° to each other- are arranged so that the Wirkprin- zip of the three-phase alternator. At the "light engine" of the XS are 650 the ends of the three windings (coils) brought together and each other re side of the windings to the outside out. (The three white cables from the "Dynamo" come out).

The "light engine" as it relates to the left crankshaft stump-being det, consists of two components, ie, the Windings or coils, which are characterized by a magnetic field to move, and the construction part that generates the magnetic field.

A very simple "light machine" a bicycle dynamo. This rotates in Permanent magnet inside a coil. If you drive faster, the light-hel LER, you drive slower, it is dark- LER. Such a performance may be

of course not in a motorcycle GE need, the light must always be equal be bright, no matter whether you fast or long- sam goes, you want to by the other road users seen be. So, one needs a mag- magnetic field, that changed in intensity can countries.

The generator of the XS 650 is the Principle, a bicycle dynamo very like. The magnetic field generating Component rotates while the component in which the current due to the magnetic flow field is stationary. To which dre- is stationary component of the current necessary supply, is yet another component necessary, the carbon brushes.

Figure 8-11 shows the "light engine" of the XS 650 left after lifting Motor cover. In the manuals and Repair manuals, the component an alternator, which in operation stands still, so connected with the housing

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the, than the "stand" refers to the Component, which rotates as the "lauter fer "or" rotor ". From these designations calculations is still not clear which Component has the function, the function- on to generate the magnetic field or, the electricity to charge the battery and

to produce for consumers. Ob- well I for these designations do not think very aptly, I will in the following descriptions use to those already in the workshop read manual on electrical have not to confuse.

The carbon brushes lead the rotor from the regulator excitation current to next

Stator of the generator: This component is the power generated

Lichtmaschinel the rotor: This component generates the magnetic field

Green wire: 0 to 12 volts from the regulator Black wire: Ground from the controller

Figure 8-11: Alternator

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8.2.2 THE STAND

Right is the circuit symbol for the Stand shown how to do it on the Schematics in the Workshop Manual is. The three at an angle of 120 ° rectangles arranged sym- bolisieren the three windings, the three-phase alternating current (AC) . produce On one side of the Wick- ments in each merged, the other side is brought out. These are the three white lines, the one for the motor connector is.

Additional information is found in the case of Still stand the brushes, the Connection to the rotor manufacture. With otherwise the stand they have actually nothing to do.

Since nothing is moving on the stand mechanical damage, except perhaps by vibration, this rather rare. If a stand has to be replaced it is because one or more windings gene "burned out" are.

A "blown" fuse tion can think of something for everyone. Since then, the thin wire, and it with today Flachsicherun- tween the two tabs is, become red-hot and the liquid metal of the wire is down dropwise. The connection between the Tabs is interrupted.

3 white lines

When one thinks of a winding with "Burn out" is different. In a SINGLE conductor loop is only one very small voltage induced. At a sufficiently high voltage to he- , one must keep multiple conductor loop Fen move through the magnetic field. As- with you the possible conductor loops can put together closely, used an insulating one, around which other contact conductor loops from each other the disconnect. The windings too hot, then the insulating-melting zen and the conductor loops have direct direct contact with each other. In such an- Ner contact point of the current does not flow through the loop takes longer but the shorter route through the contact points le. The resistance of the winding is so smaller, because the current from a End to the other a shorter path must travel. A winding is

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3 white lines Carbon brushes Windings

Connection to the controller Carbon brushes Figure 8-12: Stand outside Figure 8-13: Stand inside

thus not immediately unusable, they can But after their performance.

The wire of the windings of the stator as measured on the an-Insulated NEN diameter of about 1 mm. This representing a cross section of about 0.75 mm ². According to Workshop Manual is the white between two cables measured resistance is about 0.8 to 1 Ohms. With a specific Resistance of 0.0185 ohms of copper mm ² / m corresponds to 1 ohm resistor a line length of about 40 m, the the current from one end to the other must flow through. If we measure here a- NEN lower resistance, this means this, that the current lower Path must travel. More on this in Section 8.3, check the electrical system.

Winding of the rotor is the same as the stand of copper wire, which is provided with an insulating varnish. Has such a coil winding or na- of course not the only one with Ohm measurable resistance meter, but and an inductance - it should become a Ma- magnetic field are constructed. The term Inductance would explain this to wide lead. The correct symbols

8.2.3 THE ROTOR

The rotor consists of a winding, the ends of the slip rings to- are accessible. The circuit diagram of the rotor is a rectangle, which in the electrical technology represents a resistor. The

for a winding or coil, which in- mer and an ohmic resistance has a filled rectangle. I have here both for the windings of the

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Slip rings

Timing mark

Figure 8-14: Rotor Figure 8-15: Rotor (Source: Bosch)

Stator and rotor of a non- filled rectangle used to same chemical symbols in the manual to different- . contact On the face of the rotor There is also the timing mark, but not with its function in to do the "light engine" has. At the The XS 650 rotor similar to Figure 8 - 15 the course of the field lines of the Ma- magnetic field represented by arrows. One provides that the arrows in different Direction for installation.

You can brush the coal from the Ya- maha-dealer or purchased ready to Holder and the spring re-use. The graphite with the recessed portion Wire can be significantly less at parts- be procured dealers.

Carbon brushes are wear parts, which worn out after about 10,000 km, i.e. so briefly are that the pressure force of the Fe- no longer sufficient to ensure safe Cheren flow of current to the slip rings the rotor to ensure.

8.2.4 THE BRUSH

The brushes are graphite pencils with a length of 15 mm in new condition and a cross section of 4.5 x 5 mm and a copper-inlaid bel. Task of the brushes is the Excitation current to the rotating Transferred to the rotor. Figure 8-16 shows a carbon brush in new condition, a already used with soldered Hal- ter and a worn.

Carbon brushes

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as non-return valve for liquids tile is that the liquid only in a Direction to pass through, there is the Power diodes, which it only in one direction allow the adhesive to flow and in the other Towards lock. Since our alternator machine has three windings, the with the three white lines out- out are three currents must also be rectified.

The picture left shows the switching times Chen of the rectifier, as seen in the diagrams found on 8-17 the standard rectifier, as he installed underneath the battery. Figure 8-19 shows a low-cost alternative to the right with attached heat sink, these are e.g. refer to Conrad electronics.

The circuit symbol shows the radio- tion as well. To make it even more To illustrate, I have six di- , oden as I also stand for the light- pear used in the headlights I (Chapter 8.1.1), a DC- assembled judges.

In Figure 8-18 are the three white-Lei obligations to see how they made the light- machine coming, the Red, which the ignition switch and battery plus pin sets and the blacks, by the Bat- terieminuspol comes. The currents in the three white lines of the windings change any settings depending on the rotation of the stand- number of the engine towards its more or less quickly. You will then either of the diodes in the "forward" branch

Figure 8-16: Carbon brushes

8.2.5 THE RECTIFIER

The "light engine" consisting of rotor and can stand from the outset

reasons described only change power supply that continuously its direction changes. With alternating current can be but can not load the battery, so This must be rectified. So

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backward forward Figure 8-17: Rectifier Figure 8-18: homemade rectifier

in the red wire passed through, or of the diode in "reverse" branch locked out. Flow through the red wire They then combined to consumers and from there through the black wire and the diode in "reverse" branch to

8.2.6 THE GOVERNOR

Figure 8-19: Rectifier from Conrad electronics

the windings in the stator back, where- with the circuit is closed. A Such a rectifier is still some bil- liger than that of Conrad and electronics electrically fully functional. But whether he is also in a position with the mechanical between loads during driving fer- TIG to be, I doubt it, But in an emergency is something some time . work

Just as with the speed of the Mon- tors not only the current direction in the Windings of the stand more or- niger can change rapidly, so does the Voltage with a higher engine speed to. To charge the battery you need but a nearly constant voltage tion, which some of the rated voltage the battery of 12 volts. Also The lighting needs a constant Voltage of 12 volts. For the reminder tion once the operation the generator: About the carbon brush-

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This is the voltage needed to load an- Ner 12 volt battery is required.

Figure 8-20 shows the still closed Regulator as under the left side cover is installed. On the brown Cable is the voltage on board - will this is too small, such as Mo-standing tor, then here is the battery voltage at. Then at the green wire, the same surface, at which time the highest, different- availability of power in the electrical system in. Shall Now the engine started, and increases themselves with an increasing engine speed, the Board voltage, the voltage, present at the green wire, reduced , otherwise the board will voltage too high. Thus, the alternator overloaded, the battery may begin to cook and the bulbs of the Be- lighting to burn.

To the voltage at the green wire applied, and the height of their strength the magnetic field generated by the rotor depends, to reduce, the green Cable is no longer directly connected to the board- network connected, but there are Wi- resistors connected in between.

Figure 8-20: Regulators closed

th and runs through the slip rings The rotor winding, a current of one Magnetic field generated. In the rotating Magnetic field are the windings gene of the stand, in which one, with changing the motor speed, voltage is induced. This voltage depends But not only by the engine speed, but also on the strength of the magnetic from magnetic fields, from which by the rotor flowing current is generated. The Current flowing through the rotor - and therefore the strength of the magnetic field - can be sen slightly influenced by the voltage formance of which is applied to the carbon brushes. The task of the regulator is the voltage to automatically activate the voltage of the Stator windings of about 14 volts.

the mean contact upper contact

lower contact

Magnet winding Resistors Figure 8-21: Regulator open Figure 8-22: Regulator open

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Spring

Adjustment Figure 8-23: Regulators opened (details)

On the images of 8-21 and 8-22 Controller with the cover removed to . see As the diagram of the controller to see is the brown wire with the upper contact with the green center contact and the black-Ka bel (mass) with the lower contact connected. In addition is the brown Cable to the solenoid coil. Is the Board voltage low, the middle- re contact by a spring against the the top down. The brown and the So green cable have direct connection tion. When voltage becomes greater board tion is of course the magnetic stronger and the magnetic field pulls the away from the upper middle contact. So- The average contact time between the other two is, the flows Electricity from the brown wire through the Resistance and the green wire to the rotor winding. Because the current only must pass through the resistance, the Voltage to the rotor winding natural as low as possible, which is a weaker magnetic field effects. Increases the on-board voltage continues to rise, the magnet attracts the regulator

affiliated with the green wire against the average contact with the black wires connected to the lower Contact. Now, both ends of the ro- torwicklung to ground and there is no Magnetic field more. The on-board voltage drops out now and thus the voltage in the magnet coil in the controller. The Spring is now the center contact move away from the lower back, so that a power back from the brown wire through the resistor to the green-Ka bel can flow. Now is built around the A magnetic field and rotor again is again in the stator windings induces a voltage. If the board- tension still remains off because decreases, for example, the engine speed or a consumer is connected, then the attraction of the magnet th low and the spring pushes the middle upper to the contact, so that now back to the rotor winding the highest at this time avail- higher voltage is applied.

This game is repeated in fracture share of a second. It is clear that the attraction of the magnet in the controller, restoring force of the spring and the resistance in each controller must be coordinated. The preload tion of the spring can be with the set-up screw change.

Since the winding of the magnet and currents flowing through the resistor values are calculated, these warm during operation. When modifications one should always make sure that the regulator, as there

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applies to all electrical components, enough Receives cooling air. Of the known to- accessory dealers are now one- reliable electronic voltage regulator offered learning.

8.2.7 THE IGNITION SWITCH

The ignition switch should be possible to short way connected with the battery be the. It is on one side ensure that the vehicle does not can be used without authorization, on the

If the harness older, mostly the insulation brittle and it can formed by moisture leakage, the battery when the vehicle unload. Such leakage should at least when the vehicle can not flow by the ignition shut the battery from the vehicle's electrical system is separated. I have, therefore, the ignition mounted directly under the battery and thus a potential site for creep currents, the cables in the area of the steering head, turned off.

When ignition switch, a simple Key switch in which one of the Key in the off state can pull off (which requires the law- employer). It is advantageous if the ignition has completed at least three positions: In the first, it disconnects the battery from Wiring: The ignition key can be completed be covered. Have all in the second Consumers and regulators to the Driving voltage lighting. This will accommodate Start the engine. Once the motor is connected is skipped, you can with the second Position of the headlights on. At the Three ignition cable is present, a red as input from the battery, switched to a brown Plus (position 1) and a blue one for the driving lights (position ment 2) In position 2, the red wire Passage to the brown and the blue cable, only one in the position to brown. The original ignition switch has a fourth position with a fourth Cable, but which is not used here.

other hand, it is the entire board- network separate from the battery when the vehicle is not used. When you forget to turn off the light so after some time is the worst Battery empty. If you forget the ignition turn, will flow through one of the two coils, a current of the Battery discharges and the ignition coil can be warm, to break through what- NEN can lead from windings. The same applies to the magnetic coil in the Knob.

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8.3 Testing OF COMPONENTS

CHARGING CIRCUIT

If a vehicle's battery often empty is, there are three reasons: the Firstly, I will not comment further: the battery has with increasing age to replace lost capacity and should be.

Then there are two other reasons:

The battery is removed more power supplies as the alternator.

The additional loads such as Be heated grips, with the alternator machinery of modern motorcycles, their Capacity between 300 and 700 watts are to be completed. The alternator The XS 650 with only 168 watts nominal power processing but is so overwhelmed. By- scrubbed insulation of cables can wet-leakage current approvals sen, which still have no short-circuit different , so the causes of the fuse- that can burn but the battery additional burden and driving La- destrom cost.

The final reason for a frequently empty battery is that the alternator is easy does not provide as much electricity as actual Lich should, if all components in order would.

In the search for faulty components can be quite a systematic approach and is then sure, you should al- les are properly tested, not the fault

lies in the power supply. The search requires leakage to more profit patience and intuition, since the leakage current not always occur must, but e.g. only at a certain steering angle impact or when wet.

8.3.1 REQUIRED METERS

To the electrical system of a vehicle on error learning, one needs to check in each Measuring case. Previously, there were special Gauges for the automotive sector in Ver- and sand-houses Autozubehörhan to buy del. Once the electrical Systems of cars today far complicated or liabilities and less prone gewor- the are, these devices are now hardly available.

There are now quite inexpensive In many cases, to buy gauges that many- les can see what we have for the vehicle- lektrik not need, but some- ges on to what is for maintenance of automotive electrical systems really does not need can. Because these devices are very cheap, one can safely assume in the purchase. The device on the Figure 8-24 have I bought at Aldi for € 3.99 and it basically has everything we need.

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Such a measurement quite unusual- exactly, but more expensive instruments by Conrad for example, have no small neren range. To detect leakage, ranging However, this is not enough. The measur- advises on Figure 8-25 there is here in the GE- showed simplest form for about € 10 to buy in stores. It has an internal battery and can be lines to check for continuity. If the conductors between the test probes ze and the alligator clip to the current from the built-in battery through so hear a beep sound and the green LED lights up when you presses the red button.

The device shows very sensitive. At disconnected battery should be between the connecting lines do not pass be detectable if all consumers are turned off. Nevertheless, said the Device here sometimes, although not Error was seen on the one Indicating leakage.

Figure 8-24: A multimeter (voltmeter, ohmmeter)

Such a device should in any case in be capable of voltages up to 20 volts, an- reasonably accurate measure niger, i.e. one Have measuring range of 0 to 20 volts. At the resistance of the windings Rotor and stator, and the resistance measure the system's controller may need one one-ohm range, the so- small as possible. The nominal value of Stator windings is 0.8 to 1 ohm. With a measuring range from 0 to 200 ohms, as it has the gauge Aldi, is 8.3.2 TEST

Leakage

There are hints in many publications, how leakage currents which, in operation and when the vehicle battery discharged slowly tracking can. I do not want to go too far out because this is a description of the construction parts of electrical equipment and a guide to Review of the components of the charging current

Figure 8-25: Continuity tester

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circuit should be. A description of all Opportunities to the leakage may result would be here with security unit too large. In order to find to be reasonably successful, it should you simply hold to the fact- th that a leakage current is a current the bypassing of the actual Consumer or the battery positive, from the fuse box or switch to Mass flows and is so small that the fuse does not respond. In this Circuit must be switched off Consumers a "pass" ascertainable be, or a resistance that is less than "Infinite" - for "infinite" indicates nothing on the meter, or, in a analog meter is, the pointer on End of the scale. The smaller the resistance, the greater the current flowing there- and insert the battery is discharged.

instead of a battery or ohmmeter a continuity tester on. This is- te is sometimes the handlebars back and forth move because cable like in the area of Steering head and then rub through only at certain steering angles of Rest mass.

8.3.3 VERIFICATION OF CHARGING CIRCUIT

As mentioned in Section 8.2 above, provides our generator at 2000 r / min 14 Volts as specified in the workshop manual. At lower speeds, idling at 1200 to 1500 rev / min, it delivers less ger. Therefore, the light is traveling at idle darker than at engine speeds, the higher ago as 2000 rev / min are. The simplest Test, therefore, is with the headlight fer to illuminate a wall and the gas a little turn up. The light must here are brighter. If it does not, In order to find, such a "leak"

to, you can first, the only assurance tion or the fuses of each Consumers through an annealing lamp (start with 21 watts) . replace Glows in this off consumers / Consumers, it is in this district a place where a small stream at the Consumers over the mass can flow. The search is effectively if the Ver- consumers, as mentioned be- wrote individually fused has. Next, you build the battery, and includes Figure 8-26: Examination of the charging current

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in the charging circuit is not something in-order tion and one must expect to the next trip with an empty battery remain to be. You could take this well in the "stop-and-go" traffic in the city, yes more often consumed in the current , will deliver as the alternator can . watch The light shines on its own the rear of the standing before an au- tos. If you approach, the motor turns min usually above 2000 U / and the light will be brighter. Even more effective is of course one in the cockpit built-in voltmeter, on the basis of one of the displayed Voltage always has to check whether the battery is charged or not. But Many instruments are certainly not for everyone. Who is in Chapter 8.2 on the first function of the components the charging circuit has informed the know that the alternator to generate electricity to produce electricity first needs. When the engine is this from the battery. The nominal voltage the battery voltage is so high that when they low speeds, the alternator if energized to its rated voltage of 14 volts at 2000 rev / min to deliver.

First you should check that this voltage tion even at the carbon brushes in- is. With the standard cabling ling has the power from the battery via the steering head to the ignition switch and to- return flow to the engine. In this way may lose a few tenths of volts go - but no more than it should be. So first we measure the battery voltage

tion directly to the battery terminals and then at the carbon brushes in Fig Showed 8-26. The displayed value should separated by no more than 0.5 volts are. Now, start the engine. To about 2000 r / min, the battery voltage voltage applied. If the voltage used to off, the battery is only at higher Speeds loaded. For someone who usually at higher speeds on country- roads and highways is underway So less of a problem. If the voltage tion only at higher speeds, the alternator is overloaded. Here does the interaction between And non-magnetic spring in the regulator. More See chapter 8.3.8 "Examination of the Reg- manufacturer ".

8.3.4 VERIFICATION OF ROTORS

The rotor is the component in the load current circular, which precipitates most often. In principle, the rotor is very easy to examine. The rotor consists of a Winding, the resistance of 5 ohms should be. Due to wear, i.e. Can "burn out" of windings the resistance will only be smaller, because then the isolation between two win- tions "burned out", and the Power on a shorter route from an- NEM slip ring to reach other can. So do you measure a higher Resistance than 5 ohms, so this is in each case, a measurement error. Can cause

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Figure 8-27: Examination of the rotor

be that the slip rings are oxidized and thus represent a resistance You will also have the measure. Therefore should the slip rings before the measure- solution in any case thoroughly. This can be done with an abrasive paper Of 600 grit or fine steel wool . use

To measure should be the Ständerge- Remove the housing. The ohmmeter can a current to be measured by the Resistance to flow. The current that different- simplifies coming back saying, is a Measure of the magnitude of the resistance.

Via the carbon brushes in a Defect in the controller or in-durchgescheu AGAINST cables, a current flow, the an- NEN pretending to low resistance. Is it safe now, in the measurement al- les have to be done properly and is you have a fixed resistance, the significantly below 5 ohms is, or is it a Passage from one of the slip rings

for fixed mass, one should Replace the rotor. Between tween a slip ring and the mass must Ohmme- ter an infinitely large Show value, i.e. a Meter is the Pointer on the right scale en, a digital instrument shows nothing. One can also one-Durchgangspü fer as described in Section 8.3.1 be- advertised use. He may do not respond. Substitute for when it is defective rotors XS650 parts dealers.

A lower resistance than 5 Ohms means that the insulation between Some coils are blown. The remaining convolutions can no longer such a strong natural Magnetic field in the alternator on- to build as the required performance would be necessary. Compensates for the- ses only once by the fact that different- lasting a long time between turns Excitation current flows through them. The Of course it takes more than con- constructively and provided they are also warmer, which again leads to the fact that the Insulation melts (blows), and still fewer coils available are. The damage progresses to be- accelerated away and the rotor should soon be replaced.

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8.3.5 THE STAND

In Figure 8-28 is the case with stand grown carbon brushes to see. The Carbon brushes make the connection by the controller to represent rotor and have with nothing to stand . do The diagram at right shows that the three windings of the stator in the co- te are merged. The other Ends of the three white-cables gene accessible.

To check for operability the resistance between two white lines measured - as to- total of three measurements. The ohmmeter must 0.8 to 1.0 ohm . View

The yellow cable (not shown here), must in any case of mains power; separates, otherwise you measure more than the resistance of the windings.

One can imagine that a sol- surface measurements with a measuring range 000-200 ohms, as it most Gauges as the smallest measuring range are not very accurate. Finally is still under consideration, whether between the one-

3 white lines

individual white lines and the mass one pass is available. How to that is because I'm in the examination of Rotor described.

8.3.6 TEST CARBON BRUSHES

Task of the brushes is the Power from the controller to turn the in- transferred to the rotor. It therefore triggers the connector from the regulator - it is one sure from the on-resistance measurement set, multiple measurement device or from the continuity tester com- Mende power is really only through the brush to flow. A test tip is on a slip ring and the on the other end of the green or black cord set. The outer Slip ring belongs to the green wire (+ from the controller) and the black inner- zen cable (ground)

Figure 8-28: Stand with carbon brushes

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the corresponding carbon brushes replaced be. The left picture shows a new Brush, with an even more useful soldered holder and spring, and a worn.

8.3.6.1 ORIGINAL COAL CORRECT INSTALLATION (Count by Stephan)

The correct installation of carbon saved Anger and helps in an emergency. Here is a small ne instructions. The original coal-who mounted in the holder as shown in Figure 8-30 to see. The braid is around the leaf Chen led around. This looks at the Coal in the expired state maximum to see as far out as in Figure 8-31. This prevents the coal too far comes out, jammed and rotor as well as carbon holder destroyed.

Figure 8-29: Carbon brushes

The ohmmeter is now possible show little resistance, or the Continuity tester should address.

Is this not the case, can there- ran lie that the brush in their Leadership stuck, then you can be locked seek to make them consistent - or they is so far worn out that they no longer rests on the slip ring. Then you have

Figure 8-30: Carbon brushes Figure 8-31: Carbon brushes

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Figure 8-32: Carbon brushes Figure 8-33: Carbon brushes

8.3.6.2 BREAKDOWN RECOVERY (Count by Stephan)

Now it is so beautiful in Sardinia Back country road, but suddenly XS begins to buck, has Zündaus- translator, is no longer around. If the Light is off, it's back.

Clear case: battery is empty, no more loaded. Now it takes only one Phillips screwdriver, a look at the Coals ... ... .. expired!

Now, coal is reinstalled, But the strand wrong way, as shown in Figure To see 8-32. This extends the coal about 2mm further out, good to see the comparison between Figure 8-31 and 8-33, which is good for about 5000 km and enough for a carefree journey home should be.

Figure 8-35: Damaged slip rings

Figure 8-34: Original and replica coal Figure 8-36: Carbon replica

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8.3.6.3 NACHBAU COAL CORRECT soldering

(Count by Stephan)

First very important:

The strands of imitation coals are mostly is too long. In Figure 8-34 is the comparison between between an original coal (upper) and Replica coal seen (below). When this coal is being operated such uses they are too far off. When does the first Copper contact with the rotor, which damage the slip rings (Figure 8-35). They are wedged in there even longer and destroyed carbon holder and rotor.

In Figure 8-36 is a replica of coal to . see The dimension of the spring edition until the end of the strand is 31mm. This is too long. Before soldering should The wire may be cut, that this Mass is 27mm.

The soldering should be clean with a small solder point on the edge of the leaf Chen's done, as in Figure 8-30 to se- . hen

8.3.7 VERIFICATION OF RECTIFIER

The rectifier is a very easy-to-examine . Fen Best suited for this is the Continuity tester, as here, the current the built-in battery to examine the above- Fende component and the alligator clip flows back to the unit. The ohmmeter shows a numerical value which conducted in- angrichtung the diode is zero or Reverse direction of the diode infinity (no- ne indicator). Here it must be oh- th, that the right way ohmmeter is connected.

To make things clearer, I am demonstrating the test model (Figure 8-37). The Figure 8-38 shows the audit- examination on the original rectifier.

The current flows from the three-from stator of the alternator further ahead need lines on the right diodes in Figure 8-37 to the red line Electrical system (battery)

Figure 8-37: Examination of the rectifier to the model Figure 8-38: Examination of the original rectifier

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8.3.8 VERIFICATION OF GOVERNOR

To test the controller, we need the ohmmeter. The controller consists of one switch (Two positions gene, three ports), resistors, rising through the excitation current at the board voltage to the rotor and a Magnet winding flows. Is measured in the three positions of the AC circuit ters. Before the measurement should be the The switch contacts cleaned thoroughly gene, since a transfer resistance at the Contacts inaccurate measuring results and of course the function of the Reg- impairs's instructions.

For cleaning you can sandpaper use with the grain 600th

If the measured resistance was worth approximately the target values, if the controller is electrically in-order tion. That does not necessarily that he also satisfactory functional is functioning. With the engine running, changing speed and changing Performance decrease from the dynamo- ne of the medium changes its contact Position between the upper and lower Ren often in fractions of a second. At voltage of the electrical system which he is in which position depends on the interaction between the spring from which the center contact against the upper and attracts the power of Magne- th, which draws him towards the bottom. If the spring force decreases, pulls the

Figure 8-39: Examination of the rectifier to the model

So we checked each of white line of whether the passage is to the red. Then rotate the Durchgangsprü- fer to. From red to white each Line may present no passage be. Now you have the right three diodes tested.

Thus the circuit is closed, have the power from the electrical system in the stator windings flow back can. To check this, you hold the tip of the continuity tester to the black wire. One by one at all white cables tested, whether through- input is present. Then the audit- examination in the other direction again- outdated. Here may the continuity tester do not respond. So are now The left three diodes tested.

It has been noted that at a diode flows in the forward direction, no current one or the other way round in the reverse Current can flow, so the light- machine, if it is to the- same white line belonging to Dio- the one is only a third of their Power supply into the electrical system.

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Above average contact In this position, the winding of the magnet th tested and the passage from the brown wire to the green wire (current flow) from the electrical system to the rotor. The solenoid coil is a resistor standing by 36-38 ohms have - measured between tween the brown and black Cable. Between brown and green Cable to the Resistance should be as small as possible, so 0 ohms be. The switch contacts must

be cleaned before the test.

Paper jam Average contact center In this position, the resistance will be tested through which the current from the electrical system at increasing gender Board power flows when the magnetic developed so much power that he the average contact pulls away from the top. Between brown and green Cable is now a resistance of 10.7 Ohm be measurable.

depress Below the mean contact In this position, the resistance will be tested through which the current from the electrical system at maxi- painter Board power flows when the magnet so- lot of power designed to be the central contact presses against the bottom. Between brown and green Cable is now a resistance of 8.4 Ohm be measurable.

Figure 8-40 to 8-42: Regulator

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Contact the magnetic medium to early i.e. in case of low voltage electrical system away from the top. One can find this by running on Mon- tor, the voltage at the brushes measures. You should be at least to about 2000 U / of Battery voltage and correspond only then be lower. On the battery the voltage is measured at 2500 U / approx 14.5 to 15 volts. At the Setting the bias of spring But one should in any case only little change, if you are sure that all other components are in order.

second key position power, then is the driving lights on.

On the following defects may be occurring : men

The contacts in the ignition are oxi- coded: they ask for an electricity- NEN resistance represents a portion of the Performance of the alternator is already here converted into heat and thus consumers and the battery is not more is available.

You can check this with the ohmmeter, connected sequentially between between the red and brown and the blue cable into the corresponding Key position. The measured resistance stand should be as small as possible, to no case more than 1 ohm.

A loose connection in the ignition can for example responsible for misfires or a solid fuel, according to which in a broader Ignition circuit investigated in vain. Such a loose connection can u.U, only certain rotational speeds of the engine on- . enter Has to deal with unexplained To do ignition problems, one should tentatively a cable directly from Bat- tery-Plus on the orange cable set of coils and see if even the misfires occur.

The cable must immediately but in any case be removed, because the ignition coil- len under otherwise constant current, so they can be damaged and the battery is discharged.

8.3.9 VERIFICATION OF IGNITION SWITCH

Flows through the ignition of the entire Current in the electrical system. Errors can therefore affect basically everywhere. I describe the functional test of the Ignition switch as I did in the different- simplified circuit diagram I used. The ignition switch has an input (the red wire) to the power of the Battery arrives. In the first key selstellung the current is to brown Cable (electrical system, switched plus) soft- forwarded. The blue cable into the

Figure 8-43: Below the ignition side cover

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8.4 The ignition circuit

mass associated whereby the current- closed circular is. The third, central connection the coil is on the spark plug wire with the spark plug connected, which also with different mass- is connected.

It leads at this point too far, all construction parts of the ignition circuit in detail in to describe their function. On the following pages I will, however, different- looking for, as far as to describe the components ben, that everyone should be able to To wire the ignition circuit, the Ignition and possible errors to discontinue . recognize A defective ignition coil can one by means that one Usually a se are available, not recognize

Figure 8-44: Ignition circuit

The structure of the ignition circuit is as seen on Figure 8-44, quite simple: From the battery positive leads a cable from the ignition switch to the two orange cables of the ignition coil- . len The brown wire of each ignition coil leads to the loose part of their Contact pair and the condenser. The fixed part of each con- contact pair is the same as the housing the capacitor with the vehicle-

Figure 8-45: Governor expanded Figure 8-46: Governor installed

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Base plate Lubrication felt

Breaker cam right pair of contacts

Auxiliary base plate

left pair of contacts

Figure 8-47: Contact set

. NEN The same applies to the capacitor tor. It only helps the corresponding Component for another, hopefully functioning exchange. When The problem is then solved, was the Component of the cause.

The "heart" of the Zündelektrik under the little chrome cover housed in the cylinder head on the left Contact with the base-Zündkon contacts for both the right and left The cylinder. For the right and the left

I have the motor characteristic colors green (Right) and red (Left) is used. The Base plate with the contact pair is for the right cylinder right in Zy- cylinder head fixed, while the Auxiliary base plate with the pair of contacts for the left cylinder on the base plate is attached. Therefore, you must first put the contact pair for the right cylinder to be adjusted. As the ignition is the set time is later described. The contact pairs themselves, as shown on Figure 8-48, are wear parts, the regular one- must be placed in larger and Intervals are to be replaced. The red and green paint mark left in the picture has no meaning, both Kontaktpaa- re the same. However, be the contact pairs, leading to the Ka-

Figure 8-48: Contact pairs

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Figure 8-49: Capacitors

bel also color-code, as in See Figure 8-46. Both pistons rise simultaneously up and down, with the one in the power stroke and the other in un Is the exhaust stroke. If one reverses the Connection of the cable-Kontaktpaa Ren to the ignition coil so the ignition is spark in the exhaust stroke, the motor can thus Of course not start and there is loud backfires.

Parallel to the contact pairs in Figure 8-49 to seeing the condensation tors, which in the XS-650 for couples to sammengebaut are. Nothing can be reversed - the cable are each charged with a brown cable Coils connected.

In order to generate a spark, is a very high voltage of about Require 12 000 to 20,000 volts. Since the electrical system in the existing DC transforming power can not be used, to the effect that in a conductor, the is moved through a magnetic field, a electric voltage is produced. In the Ignition coil, the magnetic field is not moves, but the voltage changes

be. The figure 8-50 shows the Prinzipiel- len development of an ignition coil. It consists of two coils around an iron- is nuclear and thus established principle like a transformer. They put on the Winding with few turns of thick wire (primary winding) a AC voltage, so come to the Wick- ment with many turns of thin Wire (secondary winding), a higher AC out. The ratio nis depends on the ratio of the voltages nis the number of turns off.

When a DC voltage of the current-carrying coil with we- Nigen turns of thick wire first generates a magnetic field only in which the other winding is located. Suspends the current in one of the first Winding, this magnetic field breaks abruptly together. Due to this very

Iron core

Secondary winding Primary winding

Figure 8-50: Function of an ignition coil (source: Bosch)

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Primary winding - Input from ignition The capacitor has here the tasks be, sparking between the con- contact pairs for the respective cylinders to prevent and to save energy. Contact burned areas indicate therefore a defective capacitor through.

The contacts must be exactly in the Open moment in which the piston in the compression stroke just before the upper Ren is dead. To the flask the cylinder, which will ignite, just in to bring the position in which the ignition skip to spark, is on the Rotor, a mark exists, the with an additional mark on the Side cover to cover those who brought- the need. The timing mark is on the image of 8-53 marked by an arrow draws. Should be in this position the contact pair of the right cylinder (Colored green) to open just begin- , NEN when the crankshaft on the hexagon

Primary winding Output (mass) the contact pairs

Secondary winding Mass

Figure 8-51: Ignition coil

rapid change of the magnetic field corresponding is in the secondary winding has a very high voltage at the spark plug ze discharged by a spark. The Current in the primary winding is the interrupter contact pairs interrupted Munich, the spark occurs in exactly The moment in which the contact pair will open.

Figure 8-52: Construction of the interrupter and the centrifugal governor

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Figure 8-53: Timing mark

on the crankshaft stump a little is rotated back and forth. Meets this on the contact pair of the left cylinder cylinder (color code red), then rotate the Crankshaft on the hexagon in the rotation- direction of the engine 360 degrees around. Now you can with the setting of Contact pair for the right cylinder . begin How this is done is to Page 176 described step by step.

As the fuel / air mixture with a GE- certain period of time needed to burn, need ignition with increasing engine

speed is earlier. Hence is the interrupter cam by the centrifugal, as above and right in the picture be seen against its direction of rotation device adjusted so that the contacts te open earlier. The connection between the Fliehkraftverstel- faster and the ground-breaker plate is on the graph to 8-52 . see At the governor may and does not set be, one should however be Make sure that it clean and easy and the weights is at a standstill Monday tor return to its resting position. This is not the case, which ignition occurs tion when starting too early and the kick- Starter strikes back, what u.U. to injury estimates may result. By wear the mechanism shifts the ignition time on late, which eventually not by the adjustment in the slots of the base plate cor- be correcting this. Also, the return springs the flyweights can weaken, resulting in a more advanced ignition timing

Figure 8-54: Centrifugal grown Figure 8-55: Centrifugal reduced

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Setting the ignition timing

First Contact spacing for the right Cams as long twist (at crankshaft blunt), to achieve maximum distance (highest te survey of the cam). Mounting screw and solve the fixed part of the breaker pair move in such a way that between the con- overclock a distance of 0.3 to 0.4 mm is formed. Mounting screw again.

Second Contact spacing for the left Procedure for the left breaker pair repeat.

Third Setting the ignition timing right Timing mark on the rotor by turning the Crankshaft to adjust marking on the housing. Mounting screws. Base plate as long as rotate until contact pair for the right cylinder just opened (test light or continuity tester). In this position, fixing screws . Tighten

4th Setting the ignition timing on the left Crankshaft to nearly 360 ° in the direction of motor rotation continue to rotate. Timing mark on the rotor by Rotating the crankshaft to mark on Housing adjust. Mounting screws. Auxiliary base plate rotate until contact for some left cylinder opens straight (test lamp or continuity tester). In this position, fastening Re-tighten the mounting screws.

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leads. You can check this with a stroboscope. I am assuming out that the person using the device such has, even with the different handling- trust and is therefore not go further here on the matter.

Eventually, both the Grundplat- te (thread worn) and the Centrifugal-verschlis irreparably be sen. Then you should also post- thinking on an electronic ignition or switch to a double cam. Does not apply to the electronic ignition the centrifugal force amplifier and all appointing le of the contact pairs are maintenance- free encoder installed. In an eventu- ellen defect may be only the control box or replace the sensor as a whole. Happen this way, there are other no repair option.

For the solution with the twin cam accounts for only the second pair of contacts. This solution, like the electronic Ignition the advantage that only one con- clock must be set and some noncircular engine running and perfor- losses due to non-synchronous set Ignition points can be avoided. The Continue to wear contacts and Periodically, one- be identified and replaced. For best- hen but still the usual repair , turmöglichkeiten with which one move can also help.

The somewhat inexperienced wrench should te is certainly true of the electronic Ignition decide, since, if Once properly installed and adjusted, virtually maintenance free, with the Disadvantage of non-repair of existing . options

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At this point, we want everyone who communicated in bringing about this book- acts have to thank.

Reiner Althaus, whose workshop was divided into an engine, and the pictures in the Ka- Chapter 5 was "dismantling the engine," was added. Ulrich Lötzsch, the defective Has provided parts for the Chapter 7 "Typical damage" and photos. Ste- Stephan Graf, who has contributed a section to Chapter 8 and Ursula Menzel, has edited the texts.

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Who today, more than 20 years after production ceased, one Yamaha XS 650 runs, is dependent on, maintenance and repair work even perform.

This book is a supplement to the original workshop manual, with a very detailed description of the function of the engine, graphics and photos. Thus, anyone who has the necessary equipment and basic Knowledge has to be able to repair the engine of the XS 650 carried out.

Fault in the electrics are really easy to fix. Who not only parts exchange, but wants to understand the electrical system of the XS 650, one finds here detailed description of the operation and testing of components of the Power supply and the consumer. Moreover, the production an- nes greatly simplified wiring harness, but all the necessary functions has described.



the xs 650 engine - telus german manual translated.pdf · ture of the xs 650 engine no expensive...

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